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A detailed finite element model of a 2012 Toyota Camry was developed by reverse engineering. The model consists of 2.25M elements representing the geometry, thicknesses, material characteristics, and connections of relevant structural, suspension, and interior components of the mid-size sedan. This paper describes the level of detail of the simulation model, the validation process, and how it performs in various crash configurations, when compared to full scale test results. Under contract with the National Highway Traffic Safety Administration (NHTSA) and the Federal Highway Administration (FHWA), the Center for Collision Safety and Analysis (CCSA) team at the George Mason University has developed a fleet of vehicle models which has been made publicly available. The updated model presented is the latest finite element vehicle model with a high level of detail using state of the art modeling techniques.

Many dynamic test systems currently exist to assess rollover. This paper introduces a new test device that combines features from a multitude of different tests. It also covers the concept development, a scaled prototype design and test results from both physical and virtual tests. The Guided Rollover Test (GRT) device subjects vehicles to repeatable initial conditions by having a cart follow a guided maneuver similar to a forward J-turn with an increasing curvature sufficient to roll most vehicles. A test vehicle is carried on the cart at constant longitudinal velocity until it rolls. The cart is fitted with a tripping edge to eliminate slipping and remove the influence of tire properties and road-surface friction. Vehicles are subjected to a rollover based on their own performance characteristics which define the dynamics and consequently the roof to ground contact.

Roadside safety barriers, such as w-beam, cable, and concrete barriers, are used to contain and redirect runoff the road vehicles. These barriers must meet safety guidelines, as recommended in the National Cooperative Highway Research Program (NCHRP) Report 350, before installation on US roadways. In this study, the safety performance of permanent concrete median barriers (CMB) is investigated. Specifically, their effectiveness in preventing Single Unit Trucks (SUTs) from rolling over and intruding into adjacent traffic areas is studied. Using LS-DYNA nonlinear finite element software, a finite element model of an SUT impacting a permanent CMB was created and validated against full-scale crash test results. Upon completing the validations, simulations were performed to study the effect of vehicle mass, closing speed, barrier height, barrier shape, and impact angle on CMB safety performance.

Various numerical models of anthropomorphic test device (ATD) have been developed over the last decade ranging from rigid body models to deformable models. Today, these models have become an integral part of development and optimization of vehicle restraints. The objective of this work is to further advance transportation safety by providing easy access to robust finite element (FE) dummy models to researchers worldwide. To this end, the National Crash Analysis Centre (NCAC) is developing a suite of highly detailed public domain FE models of the crash test dummies. This paper presents the modeling and validation status of the most commonly used crash test dummy in regulatory and consumer metric testing, the Hybrid III 50th percentile crash test dummy. Systematic modeling and validation procedures are established and adopted to ensure the accuracy, efficiency, robustness, and ease of use of the models.

Crash compatibility has attracted lot of attention in recent years due to the proliferation of light trucks in the United States, which are typically taller and heavier than passenger cars. The inherent issue is the safety of the occupants in the smaller vehicle when involved in a collision with the larger vehicle. Research is ongoing to address self protection and partner protection in both vehicles for various impact scenarios. Several numeric measures have been proposed to assess crash compatibility between two vehicles. One of the measures under investigation is the Average Height of Force (AHOF). This metric is a measure of the vertical centroid of forces exerted by the vehicle on a flat rigid barrier surface. Several studies in the past have concluded that there are large inherent errors in the AHOF measure. One of the main factors influencing the error in this measure is the size of the load cell on the barrier face.