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The Advanced Driver Assistance System (ADAS) is a comprehensive feature set designed to aid a driver in avoiding or reducing the severity of collisions while operating the vehicle within specified conditions. In General Motors (GM) vehicles, the primary controller for the ADAS is the Active Safety Control Module (ASCM). In the 2013 model year, GM introduced an ASCM utilizing the GM internal nomenclature of External Object Calculation Module (EOCM) in some of their vehicles produced for the North American market. Similar to the Sensing and Diagnostic Module (SDM) utilized in the restraints system, the EOCM3 LC contains an Event Data Recorder (EDR) function to capture and record information surrounding certain ADAS or Supplemental Inflatable Restraint (SIR) events. The ASCM EDR contains information from external object sensors, various chassis and powertrain control modules, and internally calculated data.

A significant portion of real-world passenger vehicle side impacts occur at lower speeds than testing conducted by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). Test data from low- to moderate-speed side impacts involving late-model passenger vehicles is limited, making the evaluation of vehicle impact response, occupant loading, and injury potential challenging. This study provides the results of low- to moderate-speed impact testing involving a late-model mid-size sedan. Two full-scale Non-Deformable Moving Barrier (NDMB) side impact crash tests were conducted at speeds of 6.2 mph (10.0 kph) and 13.4 mph (21.6 kph). Instrumentation on the late-model sedan used for the test series included tri-axis accelerometers and seat belt load cells.

A significant number of vehicle-to-vehicle collisions involve front-to-rear impacts at low- to moderate-speeds. While a variety of studies have been conducted since the 1990s involving fore-aft collisions, those discussing the response of late model passenger vehicles during progressively more severe impacts are limited. In this study, four inline, front-rear tests were conducted using two midsize sedans of the same make, model, and year. An instrumented Hybrid III 50th percentile-male Anthropomorphic Test Device (ATD) was located in the driver seat of each sedan and was restrained using the standard three-point seat belt system. Instrumentation on the vehicles included tri-axis accelerometers and seat belt load cells. For each test, the centerlines of the vehicles were aligned, and the striking vehicle impacted the stationary target vehicle at closing speeds of 4.6, 7.9, 13.5, and 20.9 mph (7.4, 12.7, 21.7, and 33.6 kph).

Extensive testing has been conducted to evaluate both the dynamic response of vehicle structures and occupant protection systems in rollover collisions though the use of Anthropomorphic Test Devices (ATDs). Rollover test methods that utilize a fixture to initiate the rollover event include the SAE2114 dolly, inverted drop tests, accelerating vehicle body buck on a decelerating sled, ramp-induced rollovers, and Controlled Rollover Impact System (CRIS) Tests. More recently, programmable steering controllers have been used with sedans, vans, pickup trucks, and SUVs to induce a rollover, primarily for studying the vehicle kinematics for accident reconstruction applications. The goal of this study was to create a prototypical rollover crash test for the study of vehicle dynamics and occupant injury risk where the rollover is initiated by a steering input over realistic terrain without the constraints of previously used test methods.