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The research techniques of instrumented full-scale collision experiments were applied to evaluate relative crash performances of smaller passenger vehicles colliding with larger vehicles. The larger vehicle weighed from 1.5-4 times as much as the smaller vehicle. The structure-overriding tendencies of larger vehicles in a particular collision were found to greatly influence the severity of exposure to injury for occupants of the smaller vehicle; relative strength of structures was similarly important. The crash safety of a motorist is shown to depend more on the use of adequate restraining devices than on the smallness of his car. Mismatched sizes of vehicles were crashed head-on, as well as in rear-end and intersection-type exposures. Analytical relationships of post-impact displacements as well as transducer and photographic instrumentation data are presented. Actual accident investigations were conducted which provided background preparation for this series of crash tests.

The relative performances are provided for many of the forms of motorist restraining devices evaluated during 139 full scale crash tests conducted over a 20 year period at UCLA. The relative advantages of passive and active restraining devices are described. Some new concepts of passive restraints are illustrated.

Seven collision experiments were conducted, each with a motorcycle and rider striking the side of a passenger car. Speed at impact, size of motorcycle, and position impacted along the side of the passenger car represent the independent variables studied. The delivery system used for this series of motorcycle collisions is described, along with related methodology. Photographic and electronic instrumentation systems were used for obtaining essential engineering data. Findings include: 1. Body kinematics for a motorcyclist during collision. 2. Collision dynamics of the impacting vehicles, including measurements of maximum mutual collapse. 3. Deceleration values for the motorcycle and for the head, chest, and hips of the rider. 4. Peak acceleration values for the struck passenger vehicle and its occupant. 5. Calibration of damages sustained by car and motorcycle for impacts at known speeds and for specific sizes of motorcycles.

Scientific methodology and engineering techniques were applied to a series of thirteen automobile collision experiments involving the front-end impact exposures of full-size passenger vehicles rear ending identical sedans. The purpose was to evaluate the relative protective merits of seat designs, steering columns, windshields, restraints and general interior surface design with respect to the many variables common to front-end impacts. The front-end collisions reported in this paper provide additional design data for protection of motorists from collision-injuries for the wide range of exposure speeds from 10 through 55 mph.

Latest safety standards require that passenger car seats be only sufficiently strong to withstand 20 times their own weight during a collision. However, front seats should withstand the 30 G rear passenger impacts during frontal impacts. The current conventional car seat design cannot accommodate direct attachment of restraining systems or direct loading from rear seat occupants. This paper discusses seat concepts evaluated and reported upon in recent years. In addition, recommendations derived from full-scale collision experiments are discussed by the authors.

Scientific methodology and engineering techniques were applied to a series of three automobile rear-end collision experiments to provide data relating to seat, seat backrest, and head-restraint design. Five seat back heights and four seat back strength values were studied in connection with their practicality and relative protective features, when subjected to a 55 mph rear-end collision exposure. These research data provide a basic reference system of high-speed collision performance for seat designs with respect to occupant size and proximity to injury producing structures. Additionally, methodology, instrumentation, and related equipment required for post-crash fire studies were included in experiment 106, providing what is believed to be the first published data on the precise time-related events associated with collision-induced passenger car fires. Design revisions suggested by these findings are discussed.

Scientific methodology and engineering techniques were applied to a series of twelve automobile rear-end collision experiments to provide data relating to seat, seat backrest and head-restraint design. Five speeds of impact, six seatback heights and six seatback strength values were studied. The purpose was to evaluate the relative protective merits and the practicality of various seat designs with respect to the many variables common to rear-end collisions. This research data provides a basic reference system of collision performance for seat designs with respect to occupant size, posture and proximity to injury producing structures.

This paper contains findings from the first series of comprehensive school bus collision experiments. Three full-scale collision experiments involving a school bus were conducted using research techniques and engineering methodology designed to provide realistic and objective findings relating to school bus passenger safety. The experiments conducted were: A head-on collision between two fully loaded, moderate-sized school buses, each traveling 30 mph; a stationary bus rear-ended by a passenger car traveling 60 mph; a stationary bus impacted on its right side by a passenger car traveling 60 mph. The following categories relating to passenger injury causation were studied: location and type of impact, structural integrity of vehicles, vehicle size, seat design, type of restraint or force moderator, type of safety glass, passenger size, standing versus seated passengers, passenger kinematics and interactions, forces sustained by passengers, and many related factors.

Scientific methodology and engineering techniques were applied to the initial 4 of a series of 12 automobile rear-end collision experiments to provide data relating to seat and head support design. Two speeds of impact, three seatback heights, and two seatback strength values were studied. This is a study to evaluate the relative protective merits and the practicality of various seat designs with respect to the many variables common to rear-end collisions. This basic research data will provide a standard reference system for determining collision performance of seat and head support designs with respect to occupant size, posture, and proximity to injury-producing structures. IN THIS SERIES OF FOUR COLLISION EXPERIMENTS, a stationary 1967 4-door sedan was rear-ended by an identical striking car for each experiment. In the first experiment, the striking car was traveling at 30 mph; in the second experiment, at 20 mph; and in the remaining two experiments, at 30 mph.

Engineering evaluations of the collision performance for the Liberty Mutual Safety Car and the 1966 Chevrolet sedan were made, consisting of two 30 mph rear-end and two 40 mph intersection collision experiments. Methodology provided comparative analysis of functional characteristics for five types of seats, each studied for different exposure conditions. Five conditions of restraint were included for four sizes of occupants; the anthropometric dummies, their restraints, seats, and crashing cars all carried appropriate transducers. Seven high G-tolerant, high-speed cameras, carried by the crashing cars provided close-up continuous monitoring of these quarter-second collision sequences, supported by many more tower and ground level special photographic units arranged about the collision scene. Data from photographic, electronic and related instrumentation are presented using photographic and graphical techniques designed to facilitate comprehension.

Five intersection-type collision experiments were conducted at 40 mph to provide data on several categories of collision performance. This paper presents the interactions of passenger heads with car windshields and side-glass. Instrumentation included 60 channels of force and acceleration data, supported by the photographic coverage of 40 cameras. Tri-axial accelerometers, mounted in anthropometric dummy heads and chests, and strain gauges bonded to windshields facilitated data collection on the relative collision performances of different types of safety glass.