Vehicle Safety Engineering

Assignment
Contents:
- Frontal Impact Test as per IS: 11939 (1996)
- Lateral Impact (ECE R95) and AIS-029: Survival space for
occupants
- Pedestrian Protection Test and other International Standards

Submitted By:
2K10/AE/041 2K10/AE/050
Mechanical Engineering (majors
in Automotive)

Frontal Impact Test as per IS: 11939(1996)

It is a known fact that in the case of accidents the eventualities are due to chest, neck and facial
injuries as a result of the impact on collision. This standard aims at the impact protection of the
driver under the effect of the following three forces:
a) Those due to the drivers body inertia in the event of an impact against the steering
control in a frontal collision.
b) Those resulting from a frontal collision which may produce rearward displacement of
the steering column.
c) Those due to the drivers head inertia in the event of an impact against the slcering
control in a frontal collision.

FRONTAL IMPACT TEST (AGAINST A BARRIER)

When the vehicle, in running order, without a manikin, is collision-tested against a barrier at a
speed of 48.3 km/h, in accordance with the following procedure, the top of the steering column
and its shaft shall not move backwards, horizontally or vertically by not more than 12.7 cm in
the plane parallel to the longitudinal axis of the vehicle in relation to a point of the vehicle not
affected by the impact.

Installation Procedure and Instrumentation

Test Area
The test area shall be large enough to accommodate the run-up track, barrier and technical
installations necessary for the test. The last part of the track, for at least 5 m before the
barrier, shall be horizontal (slope less than 3 percent measured over a length of one metre),
flat and smooth.
Baker
The barrier shall consist of a black of reinforced concrete not less than 3 m wide in front and
not less than 1.5 m high. The barrier shall be of such thickness that its mass is at least 70
tons. The front face shall be flat, vertical and perpendicular to the axis of the run-up track. It
shall be covered with plywood boards 19 & 1 mm thick, in good condition. A structure on a
steel plate at least 25 mm thick may be placed between the plywood board and the barrier.
A barrier with different characteristics may likewise be used, provided that the area of the
impact surface is greater than the frontal crash area of the vehicle being tested and also
would give equivalent results.
Propulsion of Vehicle
At moment of impact, the vehicle shall no longer be subject to the action of any additional
steering or propelling device. It shall reach the obstacle on a course perpendicular to the
barrier; the maximum lateral misalignment permissible between the vertical median line of
the front of the vehicle and the vertical median line of the barrier is r30 cm.

State of Vehicle
1. For the test the vehicle shall either be fitted with all the normal components and
equipment included in its unladen (kerb) mass or be in such a condition as to satisfy this
requirement so far as the components and equipment of concern to the passenger
compartment and the distribution of the mass of the vehicle as a whole, in running order,
are concerned.

2. If the vehicle is driven by an external means, the fuel feed systems shall be filled to at
least 90 percent of its capacity with a non-flammable liquid having a specific gravity
ranging between 0.7 and 1 and all the other systems (brake-fluid reservoir, etc) may be
left empty.
3. If the vehicle is driven by its own engine, the fuel tank shall be filled to at least 90 percent
of its capacity. All other reservoirs shall be filled to their capacity. If the manufacturer so
desires and the testing agency agrees, the fuel feed to the engine may be provided from
an auxiliary tank of small capacity. In such case, the fuel tank shall be filled to not less
than 90 percent of its capacity with a non-flammable liquid having a specific gravity
ranging between 0.7 and 1.
4. If the manufacturer so requests, the testing agency responsible for conducting the tests
may allow the same vehicle as is used for tests specified by other Indian Standards
(including tests capable of affecting its structure) to be used also for the tests specified in
this standard.

Speed on Impact
The speed on impact shall be between 48.3 km/h and 53.1 km/h. However, if the test has
been carried out at a higher impact speed and the vehicle has met the requirements laid
down, the test shall be considered satisfactory.

Instrumentation
the instruments used for recording the speed specified in 7.2.5.1 above shall be accurate
to within 1 percent.

Results of Test
1. To determine the rearward and upward movement of the steering control during the
collision, a recording shall be made, of the horizontal variation in distance measured
horizontally and parallel to the longitudinal axis of the vehicle and vertical variation in
distance, in the direction perpendicular to that axis and upwards between the top of the
steering column (and shaft) and a point on the vehicle which is not affected by the
impact. The largest value of this variation, obtained from the recording shall be taken as
the rearward and upward movement.
2. Measurements of distances as mentioned in 7.3.1 shall be made with reference to the
passenger compartment when the vehicle is stationary before the test, not in space
during movement of the vehicle in relation to the ground.
3. Recording of the variations in distance may be replaced by the maximum measurement.
4. After the test the damage sustained by the vehicle shall be recorded in a test report; one
photograph at least shall be taken of each of the following views of the vehicle:
- side (right and left ),
- front,
- bottom,
- Affected area inside the passenger compartment.

Correction Factors
The corrected variation D1 used to check the conformity of the prototype with the
requirements of this standard shall be calculated by the following formula

D1 = D0 x K1 x K2

Where,
D0 = variation in the distance measured during the impact, as defined
D1 = variation in the distance used to determine the results of the test.
K1 = the greater of (48. 3/v)2 and 0.83.
v = recorded speed in km/h.
K2 = the greater of M0/Mi and 0.8.
M0 = mass of prototype in the state defined
Mi = mass of prototype with testing apparatus.

Regulation No. 95 (ECE R 95)

UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD
TOTHE PROTECTION OF THE OCCUPANTS IN THE EVENT OF A LATERAL COLLISION
This Regulation applies to the lateral collision behaviour of the structure of the passenger
compartment of M1 and N1 categories of vehicles where the R point or "seating reference
point" of the lowest seat is not more than 700 mm from ground level when the vehicle is in the
condition corresponding to the reference mass (means the unladen mass of the vehicle
increased by a mass of 100 kg).

1. SPECIFICATIONS AND TESTS

The test will be carried out on the drivers side unless asymmetric side structures, if any, are so
different as to affect the performance in a side impact. In that case either of the alternatives (i)
or (ii) may be used by agreement between the manufacturer and test authority.
i. The manufacturer will provide the authority responsible for approval with information
regarding the compatibility of performances in comparison with the drivers side when
the test is being carried out on that side.
ii. The approval authority, if concerned as to the construction of the vehicle, will decide to
have the test performed on the side opposite the driver, this being considered the least
favourable.
2.

PARTICULAR REQUIREMENTS

No door shall open during the test. After the impact, it shall be possible without the use of tools
to:
i. open a sufficient number of doors provided for normal entry and exit of passengers to
allow evacuation of all occupants;
ii. release the dummy from the protective system;
iii. remove the dummy from the vehicle;
No interior device or component shall become detached in such a way as noticeably to increase
the risk of injury from sharp projections or jagged edges. Ruptures, resulting from permanent
deformation are acceptable, provided these do not increase the risk of injury. If there is
continuous leakage of liquid from the fuel-feed installation after the collision, the rate of
leakage shall not exceed 30 g/min; if the liquid from the fuel-feed system mixes with liquids
from the other systems and the various liquids cannot easily be separated and identified, all the
liquids collected shall be taken into account in evaluating the continuous leakage.

3. PERFORMANCE CRITERIA
The result of this test shall be considered satisfactory if,
i. The head performance criterion (HPC) shall be less than or equal to 1,000; when there is
no head contact, then the HPC shall not be measured or calculated but recorded as "No
Head Contact."
ii. the thorax performance criteria shall be:
(a) Rib Deflection Criterion (RDC) less than or equal to 42 mm;
(b) Soft Tissue Criterion (VC) less or equal to 1.0 m/sec.
iii. Pubic Symphysis Peak Force (PSPF) less than or equal to 6 kN.
iv. Abdominal Peak Force (APF) less than or equal to 2.5 kN internal force (equivalent to
external force of 4.5 kN

4. CONFORMITY OF PRODUCTION
Every vehicle approved under this Regulation shall be so manufactured as to conform to the
type approved by meeting the requirements set out above. In order to verify that the
requirements are met, suitable checks of the production shall be carried out.
The holder of the approval shall, in particular:
i. ensure existence of procedures for effective quality control of the vehicle,
ii. have access to the testing equipment necessary for checking conformity to each approved
type,
iii. ensure that test result data are recorded and that the annexed document remain
available for a period to be determined in agreement with the administrative
department,
iv. analyse the results of each type of test, in order to verify and ensure the consistency of
characteristics of the vehicle, making allowance for permissible variations in industrial
production
v. Ensure that for each type of vehicle at least the tests concerning the taking of
measurements are carried out.
vi. Ensure that any set of samples or test pieces giving evidence of non-conformity in the
type of test in question shall give rise to a further sampling and test. All necessary steps
shall be taken restore conformity of the corresponding production.
vii. At every inspection, the test records and production records shall be presented to the
visiting inspector.
viii. The inspector may select samples at random to be tested in the manufacturers
laboratory. The minimum number of samples may be determined according to the results
of the manufacturers own checks.

5. PENALTIES FOR NON-CONFORMITY OF PRODUCTION

The approval granted in respect of a vehicle type, pursuant to this Regulation, may be
withdrawn if the requirement laid down above is not complied with, or if the vehicle or vehicles
selected have failed to pass the checks prescribed above.
If a Contracting Party to the Agreement applying this Regulation withdraws an approval it has
previously granted, it shall forthwith so notify the other Contracting Parties applying this
Regulation by means of a communication form conforming to the model in annex 1 to this
Regulation.

AIS-029
Survival Space for the Protection of the Occupants of the Cab of
a Commercial Vehicle
The cab of the vehicle shall be so designed and attached to the vehicle as to eliminate to the
greatest possible extent the risk of injury to the occupants in the event of an accident. This
standard specifies the requirement of survival space for the protection of occupants of the cab
of a commercial vehicle of category N. This standard forms a part of the Truck Body Code.
While preparing this, AIS considerable assistance is derived from ECE R 29 (Rev 01, Amendment
1 of 02 series of amendments: date of entry into force: 27 February 1999) Uniform provisions
concerning the Approval of Vehicles with regard to the Protection of the Occupants of the Cab
of a Commercial Vehicle.

Survival Space for the Protection of the Occupants of the Cab of a Commercial
Vehicle
1. SCOPE
This Automotive Industry Standard specifies the requirements of survival space for the
protection of occupants of the Cab of a Commercial vehicle of category N as defined in IS:
14272 (Part 1) : 1995 which are intended for the carriage of goods. It does not apply to
agricultural tractors and machinery and construction equipment vehicles.

2. DEFINITIONS
For the purpose of this standard:
i. Approval of a vehicle means the approval of a vehicle type pursuant to the
requirements of this Standard, with regard to the protection of the occupants of the cab
of a commercial vehicle in the event of head-on impact, of overturning, or of shifting of
the load;
ii. Vehicle type means a category of power-driven vehicles which do not differ in such
essential respects as: the dimensions, shapes and materials of the components of the
vehicle cab; or the manner of attachment of the cab to the chassis frame;
iii. Transverse plane means a vertical plane perpendicular to the median longitudinal plane
of the vehicle;
iv. Longitudinal plane means a plane parallel to the median longitudinal plane of the
vehicle.

3. APPLICATION FOR APPROVAL

The application for approval of a vehicle type with regard to the protection of the occupants of
the cab of a commercial vehicle shall be submitted by the Vehicle Manufacturer/ Truck body
builder to Test Agency.
It shall be accompanied by the drawings of vehicle, showing the position of the cab on the
vehicle and the manner of its attachment, and by sufficiently detailed drawings relating to the
structure of the cab, all the said drawings being submitted by the Vehicle Manufacturer/ Truck
body builder.
Particulars of:
i. The unladen kerb weight as defined in clause 3.4 of IS: 9211 - 1979

ii.
iii.

The gross vehicle weight and its distribution on the axles

The position of the centre of gravity of unladen vehicle in the longitudinal, transverse and
vertical directions as defined in IS: 11849 - 1986.

Either a complete vehicle or a complete cab representative of the type to be approved shall be
submitted to the Test Agency responsible for conducting the approval test unless the approval
is to be conducted by means of calculation, in which case the calculation shall be submitted to
the Test Agency.

4. REQUIREMENTS
i.

The cab of the vehicle shall be so designed and so attached to the vehicle as to eliminate
to the greatest possible extent the risk of injury to the occupants in the event of an
accident.
ii. It shall be subjected, at the Vehicle Manufacturers/ Truck body builders choice, either to
all the tests specified in para. 7 of this standard or only to tests A and B. One, two or three
cabs, at the Vehicle Manufacturers/ Truck body builders choice, shall be used for this
purpose.
iii. Survival Space Required after the Test or Tests
a) After undergoing each of the tests referred to in paragraph 5.2 above, the cab of the
vehicle shall exhibit a survival space allowing accommodation of the manikin, on the seat,
when the latter is in its median position, without contact between the manikin and nonresilient parts. To facilitate installation, the manikin may be inserted in dismantled form
and assembled in the cab. For this purpose, the seat shall be adjusted to its most
rearward position and the manikin completely assembled and so placed that its H point
coincides with the R point. The R point shall be determined as per IS: 13749:1993. The
seat shall then be moved forward to its median position for the assessment of the survival
space.
b) The space so defined shall be verified for every seat provided by the Vehicle
Manufacturer / Truck body builder (See Annex 4).
iv. Other Conditions
a) During the tests the components by which the cab is secured to the chassis frame maybe
distorted or broken, provided that the cab remains attached to the chassis frame.
b) None of the doors shall open during the tests, but the doors shall not be required to after
testing.

5. TEST PROCEDURE
DOORS
Before the test the doors of the cab shall be closed but not locked.

ENGINE
For test A the engine, or a model equivalent thereto in mass, dimensions and mounting, shall
be fitted to the vehicle.

ANCHORAGE OF THE CAB

For test A, the cab shall be mounted on a vehicle. For tests B and C, the cab shall at the Vehicle
Manufacturers/ Truck body builders choice be mounted either on a vehicle or on a separate
frame.

FRONT IMPACT TEST (TEST A)

I.

Description of the Swing-Bob

i.

ii.

iii.

iv.

The swing-bob shall be made of steel and its mass shall be evenly distributed; its mass
shall be 1 500 + 250 kg. Its striking surface, rectangular and flat, shall be 2500 mm wide
and 800 mm high. Its edges shall be rounded to a radius of curvature of not less than 1.5
mm.
The swing-bob assembly shall be of rigid construction. The swing-bob shall be freely
suspended by two beams rigidly attached to it and spaced not less than1000 mm apart.
The beam shall be of I section with a web height of not less than 100 mm or shall be of
a section having at least an equivalent moment of inertia. The beams shall be not less
than 3 500 mm long from the axis of suspension to the geometric centre of the bob.
The swing-bob shall be so positioned that in the vertical position, its striking face is in
contact with the foremost part of the vehicle, its centre of gravity is 50 + 5/ - 0 mm below
the R point of the drivers seat when the vehicle is in unladen condition, and its centre
of gravity is in the median longitudinal plane of the vehicle.
The swing-bob shall strike the cab at the front in the direction towards the rear of the
cab. The direction of impact shall be horizontal and shall be parallel to the median
longitudinal plane of the vehicle. The impact energy shall be 3 000 mkgf for vehicles of a
permissible maximum mass up to 7 000 kg and 4 500 mkgf for vehicles for which the
permissible maximum mass exceeds this value.

ROOF STRENGTH (TEST B)

The roof of the cab shall withstand a static load corresponding to the maximum mass
authorized for the front axle or axles of the vehicle, subject to a maximum of 10 000 kgf. This
load shall be distributed uniformly over all the bearing members of the roof structure of the
drivers cab or compartment by means of a suitably-shaped rigid former

REAR-WALL STRENGTH (TEST C)

The rear wall of the cab shall be capable of withstanding a static load of 200 kgf per tonne of
permissible useful load. This load shall be applied by means of a rigid barrier perpendicular to
the longitudinal median axis of the vehicle, covering at least the whole of the cab rear wall
situated above the chassis frame, and moving parallel to that axis.

Pedestrian Protection
About 14 percent of all road fatalities in Europe are pedestrians, with children and the elderly
being overrepresented among the victims. Pedestrians comprise one of the main categories of
vulnerable road users, which also include cyclists and motorcyclists.
More pedestrian-friendly vehicle design would save the lives of many pedestrians and negate
the emotional trauma encountered by many drivers every year as they live with the
consequences of injuring or fatally wounding a pedestrian. With the inclusion of the pedestrian
score into the overall rating, Euro NCAP aims to encourage further improvement of vehicle
performance in this area.

To estimate the potential risk of injury in the event of a vehicle striking an adult or a child, Euro
NCAP carries out tests to the most important vehicle front-end structures such as the bonnet
and windshield, the bonnet leading edge and the bumper. The procedure promotes energy
absorbing structures, deformation clearance and deployable protection systems such as pop-up
bonnets and external airbags.
Euro NCAP released a separate star rating for pedestrian valid from 1997 to 2009. As of 2009,
the pedestrian score has become an integral part of the overall rating scheme. To get a good
overall rating, vehicles must achieve a good pedestrian protection score.

Pedestrian Protection Test

A series of tests are carried out to replicate accidents involving child and adult pedestrians
where impacts occur at 40kph (25mph). Impact sites are then assessed and the protection
offered is rated as fair, marginal or poor.

Subsystem tests
it is very difficult to assess pedestrian protection using a full dummy. Although it is
possible to control the point of impact of the bumper against the pedestrians leg, it is
impossible to control where the dummys head will subsequently strike. To overcome this
problem, individual component tests are used. A Leg form test assesses the protection
afforded to the lower leg by the bumper, an Upper Leg form assesses the leading edge of
the bonnet and child and adult Head forms are used to assess the bonnet top area.

Lower Leg Form Upper Leg Form Head Form Test

Protection can be improved with pedestrian friendly bumpers, which deform when they
hit a pedestrians leg. Protection is improved if the leg is impacted low down, away from
the knee, and if the forces are spread over a longer length of leg. For the leading edge of
the bonnet, improvements can result from the removal of unnecessarily stiff structures.
To protect the head, the bonnet top area needs to be able to deflect. It is important that
sufficient clearance is provided above the stiff structures beneath, which would stop this
deflection. On some types of vehicles the packaging in the engine compartment can be
altered to create this clearance, other vehicles will use technology, such as deployable
protection systems, to achieve the space.

Deployable protection systems

A deployable or pop-up bonnet is designed to lift in a crash involving a pedestrian to create
more space to absorb the head impact energy and reduce the severity of the injury. Most
systems on the market comprise contact sensors in the front bumper area of the car in
combination with bonnet lifters such as springs, a pyrotechnic charge or an external airbag. On
vehicles equipped with a deployable protection system, Euro NCAP carries out head form tests
on the fully deployed or deploying bonnet if the manufacturers can show that the sensors are
able to trigger the system for the pedestrian stature which is hardest to detect (often a young
child) and that the system response time is fast enough to provide full protection before the
head would contact the bonnet. In addition, the design must provide adequate levels of
protection just below trigger thresholds and at higher speeds.

New Car Assessment Program (Pedestrian Safety) Test Method

Pedestrian safety assessment measures used by KNCAP are very similar to those of EURONCAP. However, it does not include the upper leg form impact test to the bonnet leading edge
and the impact area is different with 1,700 mm with reference to Wrap Around Distance (WAD)
in the case of a child head form test area. These slight differences are caused because KNCAP
follows the GTR Article No. 9 Pedestrian Safety. Vehicle impact assessment is performed
using head forms (both adults and children) and leg forms (upper or lower).
The dimensions of the adult head form are 165 mm in diameter and 4.5kg in weight, and those
of the child head form are 165mm in diameter and 3.5kg in weight. Impact tests are conducted
at two different angles (65 and 50 degrees) and at a speed of 11.10.2 m/s. six impact tests are
carried out in each test area.

Head form Impact Test Methods

The dimensions of the leg form, used in this test, are 926mm in length and 13.4kg (lower leg
form) or 350mm in length and 9.5kg (upper leg form). Impact tests on the front bumpers are
carried out three times each at a speed of 11.10.2m/s, and the assessment points are
measured. Unlike EURO NCAP, KNCAP does not include the upper leg form to bonnet leadingedge tests.

Evaluation Method
Scores obtained for each assessment criterion in head form and leg form impact tests are
summed, and then pedestrian safety points are grouped according to injury values in three
different groups. Until 2012, KNCAP used the five star rating systems (the lowest rate of one
star). The maximum achievable score is 30 points (12 points each for adult/child head forms,
and 6 points for leg form). However, KNCAP uses the integrated rating system from this year
(2013) instead of the five star rating systems. Therefore it does not mark individual assessment
criteria with stars.

Results of New Car Safety Assessment for Pedestrian Protection

Pedestrian protection assessments have been implemented in Korea since 2007. Fifty-four
models were tested over five years (2008 2012), and only head injury assessment tests were
conducted in 2007. Eight models were tested in 2008, 10 models in 2009, 12 models in 2010, 11
models in 2011 and 11 models in 2012. The tested vehicles were all the new cars sold in Korea,
and some of them were imported cars. Only two models exceeded 20 points out of the 30
points maximum scale. Therefore, overall safety performance was very disappointing.