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The purpose of this study is to attempt to quantify the differences between CRASH3 generated velocity change (ΔV) as used in the National Automotive Sampling System - Crashworthiness Data System (NASS-CDS) and measured velocities in actual frontal crash tests. An appropriate factor is then applied to ΔV in NASS to estimate an adjusted ΔV distribution based on these differences. A substantial change to the velocity distribution in NASS-CDS will have a significant bearing on the estimates of lives and injuries affected by any changes to the impact velocity for the frontal crash test in FMVSS No. 208 or other rulemaking decisions.

This paper reports on the status of the National Highway Traffic Safety Administration (NHTSA) research program on Improved Frontal Protection. The program is in the problem determination phase. Accident analysis is being conducted to predict the injury producing crash environment for occupants with air bags, to determine appropriate test conditions, dummy sizes and injury measures, and to predict potential benefits. The interim findings are reported here; however the more complete analysis will be in a subsequent Problem Determination report to the agency. Collinear and oblique, frontal, offset crash testing, at different widths of overlap, has been conducted with a standard “bullet” car into several current model “target” cars at speeds of about 60 to 65 kmph for each car. Dummy injury measurements and structural responses provide a basis for determining the most severe impact environment. At present, the Hybrid III with additional instrumentation is the surrogate of choice.

This paper presents an analytical evaluation of unrestrained drivers of light trucks, vans, and multi-purpose vehicles (LTV's) in frontal crashes. Of particular interest was modelling of impact with the steering assembly. The baseline condition was simulated and steering assembly improvements introduced to project estimates of benefits from these countermeasures. Compartment and steering assembly properties were collected for 15 LTV's representing the current LTV population. Computer model input sets were developed for simulating unrestrained driver frontal impacts with the steering assembly. The PAssenger And Driver Simulation (PADS) model was employed for the simulations. The baseline 15 LTV “fleet” was modeled in different frontal crash situations and compared to accident statistics. Countermeasures were introduced and estimates of benefits projected.