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Citation
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Klug C, Schachner M, Eggers A, Galazka J, Gargallo S, Jimenez C, Kirch J, Levallois I, Lobenwein U, Meissner N, Pardede V, Pipkorn B, Ellway J, van Ratingen MR. 27th International Technical Conference on the Enhanced Safety of Vehicles (ESV); April 3-6, 2023; Abstract #: 23-0284, pp. 13p. Washington, DC USA: US National Highway Traffic Safety Administration, 2023 open access. |
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Abstract
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27th International Technical Conference on the Enhanced Safety of Vehicles (ESV): Enhanced and Equitable Vehicle Safety for All: Toward the Next 50 Years
https://www-esv.nhtsa.dot.gov/Proceedings/27/27ESV-000284.pdf
The European New Car Assessment Programme (Euro NCAP) began using numerical simulations in its vehicle ratings in 2009. Virtual testing with human body models was first used in the assessment of vehicles equipped with deployable pedestrian protection systems. In 2019, Euro NCAP created the Virtual Testing Crashworthiness (VTC) working group. This working group is supported by Euro NCAP, Euro NCAP's members along with industry representatives from both the European Automobile Manufacturers Association (ACEA) and the European Association of Automotive Suppliers (CLEPA). The far side occupant assessment was selected as the first load case for this work. The objective of this paper is to introduce the procedures defined by the Virtual Testing Crashworthiness working group and present the results generated within the two pilot test series. In addition to the standard load cases defined in the current far side assessment protocols, robustness load cases were defined with varying impact angles and seat heights. Simulations of the specified load cases were performed by the car manufacturers with their internally developed and validated vehicle models. Two series of physical far side sled tests were performed in accordance with the Euro NCAP Far side occupant sled test procedure with the corresponding vehicles. These test series were used to evaluate the validity of the vehicle models and the capabilities of the simulation models to predict the trends observed within the tests. Processes and acceptance criteria were established to ensure that the simulation models are as representative as possible of their physical counterparts while protecting the intellectual property of the car manufacturers and suppliers. The validated vehicle models are used in a series of robustness simulations. The physical sled test results from the pilot phase showed reasonable test scatters, even when using two different WorldSID dummies, and were shown to be a suitable test result to be used for validation of the vehicle models. The developed procedure was applicable within the pilot tests. The ISO Scores, used as objective validation metrics, were comparable between standard and the new robustness load cases, indicating that the procedure and the model used were robust. Further room for improvement of the assessment procedure was identified, specifically regarding the acceptance criteria of signals with low amplitudes. The current study outlines the procedures for introducing virtual testing of occupant safety into consumer information. When viewing vehicle safety ratings from a consumer perspective, it is acknowledged that computer simulations cannot completely replace physical testing. However, a combination of physical and virtual testing offers a powerful and flexible assessment of vehicle safety. The robustness load cases will be assessed in the future based on the virtual tests only and complement the existing far side occupant assessment in the final vehicle rating.
Language: en |