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ME1100 Automotive Crash Safety, Part 1 & 2 ME1100 Automotive Crash Safety; Active & Passive safety systems Delft University of Technology Mechanical, Marine, Materials Engineering (3ME) Riender Happee [email protected] April 18, 2011 1

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Page 1: Siguranta pasiva

ME1100 Automotive Crash Safety, Part 1 & 2

ME1100Automotive Crash Safety;

Active & Passive safety systems

Delft University of TechnologyMechanical, Marine, Materials Engineering (3ME)

Riender [email protected]

April 18, 2011 1

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ME1100 Automotive Crash Safety, Part 1 & 2

Objectives

Course Objective (14 * 2 hrs)• to Engineer automotive safety systems (Synthesis)

• Active SafetyPrevent accidents

• ABS, ESP • Hazard detection, driver support• Automation

• Passive Safety SystemsReduce injuries / fatalities resulting from accidents

• Safety Cabin• Airbag, Belt, …

• Integrated safety

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ME1100 Automotive Crash Safety, Part 1 & 2

Course Format

• Lectures • All sheets & some movies on blackboard• Additional papers on blackboard• Notes with refs etc.

• Assignments• Prescan Assignment: simulate the effect of support systems for close following• MADYMO Assignment frontal impact, optimise belt & airbag for various impacts

& body sizes• Several small assignments• Submit on Blackboard within ~1 week• Preferably individual• Max 2 persons, both submit, mention partner• Required for participation to the exam

• Excursion May TNO Helmond• Written Exam

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ME1100 Automotive Crash Safety, Part 1 & 2

Today's Agenda

1. Knowledge of the Road Safety Problem

Break

2. Understanding Safety CountermeasuresApplication Haddon Matrix

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ME1100 Automotive Crash Safety, Part 1 & 2

ME1100Automotive Crash Safety;

Active & Passive safety systems

Part 1The road safety problem

Delft University of TechnologyMechanical, Marine, Materials Engineering (3ME)

Riender [email protected]

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ME1100 Automotive Crash Safety, Part 1 & 2

History

1886 First Motor Car, Carl Benz, 15 km/h1896 First Killed Pedestrian London1930 – 30,000 Fatalities annually US2006 – 38,800 Fatalities annually US

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Benz car, 1886

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ME1100 Automotive Crash Safety, Part 1 & 2

Safety Discussions < 1940Change the Car/Driver or the Victim/Environment?• In an effort to lower accident and

death rates, safety advocates stressed the Three Es• engineering, • enforcement, and • education.

• Since most safety advocates assumed that careless people were the cause of wrecks, early safety efforts focused on educating drivers and pedestrians, rather than designing and producing safer automobiles and highways.

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ME1100 Automotive Crash Safety, Part 1 & 2

History

1903 Seat belt> 1930 Structural Enhancements• 1955 Optional seat belt

Ford & Chrysler• 1963 Safety steering wheel• 1978 ABS• 198+ Airbags• 1995 ESP

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1903 Seat belt patent Gustave-Desire Levau

Volvo XC90 rollover

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ME1100 Automotive Crash Safety, Part 1 & 2

The Road Safety Problem

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World EU US 2nd/3rd world NL#

Fatalities 1.200.000 38.000@ 38.800* 90% of worldwide fatalities

800

Injured 20-50E9 2.238.000* 17.760 Hospital

Cost of all injuries

518E9 USD=2% GNP

180E9 USD=1.5% GNP

230E9 USD=2.3% GNP

12% of worldwide cost

11.3E9 Euro=2.6% GNP

Main source WHO2004 (2002 data), other sources: @ CARE2006 * FARS2007 (2006 data) # SWOV 2007 (represents 2005)

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Sources

• CARE 2006 report from www.erso.eu• EU-14 = road accidents in 14 member states of

the European Union (EU-15 excluding Germany)• Extended to EU-25 • 1995-2004

• www.swov.nl NL data• www.nhtsa.com US FARS data• http://www.who.int/en

World Health Organization

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ME1100 Automotive Crash Safety, Part 1 & 2

Sources

• Reporting• Police, Medical, Insurance databases• Accident statistical data is incomplete

in particular for non-fatal accidents

• In few accidents the sequence of events has been analysed in a systematic manner (focus of current research)• From traces like tyre marks, driver actions can be derived

but what were the perception & intention of the driver?• In even fewer accidents the biomechanical loading is known

with reasonable accuracy

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ME1100 Automotive Crash Safety, Part 1 & 2

Road Safety Cost

• The economic cost of road crashes is estimated to be • 1% of gross national product (GNP) in low-income countries, • 1.5% in middle-income countries and • 2% in high-income countries.

• The global cost is estimated to be US$ 518 billion per year. Jacobs G, Aeron-Thomas A, Astrop A. Estimating global road fatalities. 2000 (TRL Rep. 445)

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Traffic Cost - NL

€ 12.3 billion road safety costs (2.6% of GNP) € 2.5 billion traffic jams costs> € 6 billion environmental costs (emissions & noise)

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(due to accidents)

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In 1994, an extensive international comparative study was published about the way in which 14 European countries determine crash costs: the COST 313 project (Alfaro et al., 1994). The report made recommendations about the categories of costs that should be studied and how each one should be measured. In brief, this resulted in five main categories (Elvik, 1997), each with its own measuring methods:

1. Medical costs. These result from the treatment of casualties, e.g. costs of hospital, rehabilitation, medicines and adaptations for the handicapped. These costs have to be determined by the 'restitution costs method'. All countries do this in practically the same way.

2. Material costs. These costs result from damage to goods such as vehicles, freights, roads and fixed roadside objects. For this the 'restitution costs method' is recommended. This is done everywhere in the same way.

3. Settlement costs. These costs result from the settlement of crashes and the resulting expenses incurred by organizations such as the fire brigade, police, law courts and insurers. Also the 'restitution costs method' for this is recommended. This is already generally used.

4. Production loss. These costs result from the temporary or permanent disability of the injured, and the complete loss of production by fatalities. These costs have to be determined by the 'human capital method', which determines the value of the production that would have been realised by the casualties if they had not been injured or killed. This is also done in more or less the same way in all countries. However, important differences can occur: some countries also put a value on domestic work, and some countries correct the production loss of fatalities for their consumption loss (Elvik, 1995).

5. Quality of life loss of casualties and their families and friends ('human costs' or 'human losses'). These are the human costs through suffering, pain, sorrow and loss of the joy of living. We recommend determining these costs with one of the 'willingness-to-pay methods'; these determine the amount of money people are prepared to pay to relieve human suffering. In general, most countries recognize this cost category, but the ways of calculation differ widely, and only a few countries use a willingness-to-pay method. The willingness to pay for a reduction in the chance of dying also involves calculating the economic value of consumption loss. If this is also part of the production loss, the willingness-to-pay must be corrected for this to avoid counting it twice.

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Road Safety Cost by Accident/Injury Severity - NL

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Ambulant & Emergency

Material Damage Only

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Road traffic injury mortality rates per 100 000 population in WHO regions, 2002

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Road accident fatalities as a share of all deaths by country, 2004

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Fatalities by age group, EU-14

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Safety in different transport modes

• If you travel from Amsterdam to Barcelona• What is safer

• Car• Plane• Train• Bus• Motorcycle

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Safety in different transport modes

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This course is about road safety with focus on cars, but including aggressivity to other road users

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Fatalities by age group & mode of transportEU-14, 2004

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Distribution of fatalities by gender and mode of transport, EU-14, 2004

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Fatalities in EU-14 by day of week and time of day, 2004

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Weekends:more fatalities at night

Late-night risk is 3-times the daytime risk for 16-year-old drivers and 4-times for 20- to 44-year-olds (93).

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Trends

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Traffic safety is increasingly important

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• Consumers care • www.euroncap.com• Who buys a 2-star car ? • 2005 EuroNCAP Consumer Car Buying

Survey identified Safety as 3rd most important aspect influencing consumer car buying choice (after price & function)

• Car manufacturers use safety for product differentiation & image building

• Governments set ambitious targets for fatality reduction

Targets

Europe50% by 2010

USA20% by 2008

Japan10% by 2010

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Evolution of road accident fatalities EU

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Fatalities & Casualties Netherlands

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Evolution of motorcycle fatalitiesEU-14, 1995-2004

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Fatalities 1990-2020

• In Asia, from 1975 to 1998, road traffic fatality rates rose • by 44% in Malaysia • by 243% in China

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Summary Part 1The road safety problem• 1.200.000 fatalities annually worldwide• Killing and injuring pedestrian, cyclists,

motorcyclists and car occupants• Additional risks for young males• Even within Europe major differences are

observed in fatality rates and their distribution

• Road safety is a complex problem to be tackled with a range of countermeasures

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ME1100 Automotive Crash Safety, Part 1 & 2

ME1100Automotive Crash Safety;

Active & Passive safety systems

Part 2Safety Countermeasures

Delft University of TechnologyMechanical, Marine, Materials Engineering (3ME)

Riender [email protected]

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Haddon Matrix

Human Vehicles Environment

Pre-crash

Crash prevention

Information

Education

Police Enforcement

Lighting

Braking & Handling (ABS, ESP)

Hazard detection

Road design & layout

Speed limits

Separation car-cycle-pedestrian

Crash

Injury prevention

Use of restraints Safety cabin

Belt, Airbag

Crash protective barriers

Post-crash

Life sustaining

First Aid

Access to medics

Ease of access

Fire risk

Rescue facilities

Congestion

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HMI & Vehicle Dynamics Control

Injury Biomechanics

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Legal requirements on motor vehiclesUS - Title 49: Chapter V - National Highway Traffic Safety Administration Department of Transportation Part 571, Federal Motor Vehicle Safety Standards

101:Controls and Displays 102:Transmission Shift Lever Sequence, Starter Interlock, and Transmission Braking Effect 103:Windshield Defrosting and Defogging Systems 104:Windshield Wiping and Washing Systems105:Hydraulic and Electric Brake Systems106:Brake Hoses 108:Lamps, Reflective Devices, and Associated Equipment 109:New Pneumatic Bias Ply and Certain Specialty Tires* 110:Tire Selection and Rims for Motor Vehicles* 111:Rearview Mirrors 113:Hood Latch System 114:Theft Protection 116:Motor Vehicle Brake Fluids 117:Retreaded Pneumatic Tires 118:Power-Operated Window, Partition, and Roof Panel Systems119:New Pneumatic Tires for Vehicles Other Than Passenger Cars* 120:Tire Selection and Rims for Motor Vehicles Other Than Passenger Cars 121:Air Brake Systems 122:Motorcycle Brake Systems 123:Motorcycle Controls and Displays 124:Accelerator Control Systems125: Warning Devices 129:New Non-Pneumatic Tires for Passenger Cars—New Temporary Spare Non-Pneumatic Tires for Use on Passenger Cars 131:School Bus Pedestrian Safety Devices 135:Light Vehicle Brake Systems* 138:Tire Pressure Monitoring Systems**139:New Pneumatic Radial Tires for Light Vehicles**

201:Occupant Protection in Interior Impact 202:Head Restraints 203:Impact Protection for the Driver from the Steering Control System 204:Steering Control Rearward Displacement 205:Glazing Materials206:Door Locks and Door Retention Components207:Seating Systems 208:Occupant Crash Protection*209:Seat Belt Assemblies 210: Seat Belt Assembly Anchorages 212:Windshield Mounting 213:Child Restraint Systems 214:Side Impact Protection216:Roof Crush Resistance 217:Bus Emergency Exits and Window Retention and Release 218:Motorcycle Helmets 219:Windshield Zone Intrusion 220:School Bus Rollover Protection 221:School Bus Body Joint Strength 222:School Bus Passenger Seating and Crash Protection 223:Rear Impact Guards 224:Rear Impact Protection 225:Child Restraint Anchorage Systems**301: Fuel System Integrity 302:Flammability of Interior Materials 303:Fuel System Integrity of Compressed Natural Gas Vehicles 304:Compressed Natural Gas Fuel Container Integrity 305:Electric-Powered Vehicles: Electrolyte Spillage and Electric Shock Protection** 401:Interior Trunk Release**403:Platform Lift Systems for Motor Vehicles**404:Platform Lift Installations in Motor Vehicles**500:Low Speed Vehicles

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Crash Testing

• Frontal & Lateral crash tests regulated and in consumer tests

• More coming: rear impact, rollover, compatibility, pedestrian friendliness

• Standard tests for: Child seats, helmets, belts

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EuroNCAP movies

Frontal / Lateral Pole

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Frontal

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Side pole

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Vehicle defects

• On the road• Vehicle defects cause less than 3% of accidents (Waard & Brookhuis 2001)

• The contribution to crashes of vehicle defects is generally between 3% and 5% (WHO 2004)

• Inspection of used vehicles (APK, TUV,...) provides minor safety benefits

• For Industry defects are a key concern• Liability (major expense in the US)• Loss of credibility• Industry pursues stringent measures to ensure dependability

• Six-sigma; production variation tolerance• FMEA; Failure Mode Effect Analysis• Fault tolerant control

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Visibility: see and be seen

• Facts • One third of people hit on the road report they had difficulty seeing the

vehicle; almost half of drivers have difficulty in seeing the pedestrian.• Motorized vehicles using daytime running lights have a crash rate 10-

15% lower than those that do not.

• Key interventions • street lay-out• street lighting• daytime running lights for two-wheelers and cars• reflectors on vehicles and reflective clothing for people• white/yellow helmets• ADAS!

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Speed: slow down!

• Facts • Speed contributes to at least 30% of road traffic crashes and deaths.• For every 1km/hr increase in speed there is a 3% increase in the

incidence of injury crashes and a 5% increase in the risk of a fatal crash.• Pedestrians are eight times more likely to be killed by cars travelling at

50km/h than 30km/h.

• Key interventions • setting and enforcing speed limits• designing roads according to their function

e.g. highways, suburban roads• speed cameras or stationary enforcement• traffic calming measures, such as speed bumps and traffic circles• education and public information.

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Alcohol relative risk

• Relative risk of driver involvement in police-reported crashes

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Alcohol: don't drink alcohol and drive

• Facts • Studies in South Africa (190) found that alcohol was a factor in 47% of

driver deaths• A study in South Africa (190) found that alcohol was involved in more

than 61% of pedestrian fatalities. • A recent study in the United Kingdom (194) concluded that 48% of

pedestrians killed in road traffic collisions had been drinking.

• Key interventions • setting and enforcing blood alcohol concentration limits• random breath testing• mass media campaigns• tough and swift penalties for offenders• breath test devices as ignition interlocks in vehicles.

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Seat-belts and child restraints: strap in!

• Facts • Seat-belt usage has saved more lives than any other road safety

intervention.• Seat-belts reduce fatal or serious injury by 40-65%.• Child restraints reduce infant deaths by 71% and deaths in young

children by 54%.• Key interventions

• setting and enforcing seat-belt use and child restraint laws

• publicity campaigns• seat belt reminders

(alarm sounds in vehicles)

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Helmets

• Among moped and motorcycle riders, head injuries account for about 75% of deaths in Europe • One study found that riders without helmets were three times more

likely to sustain head injuries than those with helmets.• Another found that helmets reduced fatal and serious head injuries by

20–45%.• Wearing helmets among child cyclists involved in crashes reduced

• incidence of head injury by 63% • loss of consciousness by 86%

• Key interventions • setting and enforcing laws on helmet wearing• standards for motorcycle helmets• penalties for non-use• targeted information campaigns

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Further Safety Countermeasureswill be treated in the remainder of this course• Show & discuss Course Program

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Assignment 1 - Countermeasures

• Select an accident case• List at least 5 measures to prevent such accidents

and/or limit the injuries• Place measures in the Haddon Matrix

• Submit your answer on BlackBoard before 26 April

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