SafetyCompanion 2013 E PDF

KNOWLEDGE FOR TOMORROW´S AUTOMOTIVE ENGINEERING
SAFETY
COMPANION
NEW 2013 Learn from the Best 48 Pages SafetyWissen

Child Seat Installation carhs.training - over 10 years of Tables & Graphs summarizing all
High-Voltage Safety excellence in training. important rules & regulations in
Composite Design vehicle safety
Advertisement SafetyCompanion
2013
One-Stop Automotive Measure-
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Page 10 - 13
Passive Safety
Requirements &
Strategies
Page 14 - 82
Dummy and Crashtest

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Page 83 - 93
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urement systems around the vehicle in the field of
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& Safety. In addition to our standard products Electronics, Sensors
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ated services. This is our daily business.
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Page 106 - 118

SafetyWissen
U.S. FMVSS §
126 ESC............... 103
Euro NCAP 
Frontal.............. 26, 30
EU §
78/2009................. 73
201 Pole................ 62 Side................. 26, 32 631/2009............... 73
201u...................... 68 Whiplash................ 70
214 Side................ 62 Pedestrian.............. 73
208 Frontal............. 58 Child Protection....... 79
216a Roof-Crush.... 56 Safety Assist........... 96
226 Ejection Mitig... 65 AEB...................... 100
305 Electric Vehic... 24 Overall Rating......... 34
U.S. NCAP 
Frontal.................... 39
Side................. 39, 62
Pole................. 39, 62
Rollover / SSF... 42, 96
Overall Rating......... 42
IIHS 
Frontal.............. 26, 44
Side........... 26, 44, 62
Whiplash.......... 44, 70
RoofCrush.............. 56
TopSafety Pick....... 45
Small Overlap......... 46
Bumper Test........... 82
Latin NCAP
Frontal

....... 26, 30, 49 Impactors/Dummies
Child Protection....... 49 BioRID II.................. 91
Dimensions/Weight.88

Dummy Landscape. 86
GTR § RCAR
EEVC Leg................ 92
Upper Legform........ 92
7-Head Restraints... 70 Whiplash............... 70 Head Impactors....... 92
9-Pedestrian........... 73 Lowspeed/Bumper.. 82 Flex PLI.................. 92
2
SafetyWissen
ECE
§
R13H ESC: ........... 103
JNCAP 
Frontal.................... 52
R21........................ 68 Side....................... 52
R94 Frontal....... 22, 58 Whiplash................ 53
R95 Side.......... 22, 62 Brakes.................. 100
Pedestrian.............. 73
Overall.................... 53
Japan §
TRIAS 47 Frontal..... 22
TRIAS 47 Side......... 22
TRIAS 63 Ped.......... 73
KNCAP 
Frontal.................... 27
Side....................... 27
Brakes.................. 100
Whiplash................ 70
Pedestrian.............. 73
Rollover/SSF......... 100
Korea §
KMVSS 102 Frontal.22
KMVSS 102 Side..... 22
China NCAP
Frontal

............. 27, 50
Australia § Side ................ 27, 51

Whiplash................ 51
Overall Rating......... 51
ADR 69/00 Frtl.. 22, 59
ADR 73/00 Frtl.. 22, 59
§
ADR 72/00 Side...... 22

China
GB11551 Frontal.... 22
ANCAP GB20913 Frontal.... 22
Frontal.............. 27, 48 GB20071 Side........ 22
Side................. 27, 48

Pedestrian.............. 48
Whiplash................ 48
Roof Crush.............. 48 ASEAN NCAP India §
Safety Assist........... 48 Frontal........ 27, 30, 49 AIS 098/F Frontal.... 22
Overall Rating......... 48 Child Protection....... 49 AIS 099/F Side........ 22
3
Table of Contents
2 SafetyWissen: Navigator
6 What drives us.
8 Inhouse Seminars
10 Events: The carhs.training Conferences 2013

10 Automotive CAE Grand Challenge 2013
11 Grazer SafetyUpDate 2013
11 Human Modelling and Simulation in Automotive Engineering 2013
12 SafetyWeek 2013
13 PraxisConference Pedestrian Protection 2013
14 SeminarOverview: Passive Safety: Requirements and Strategies

16 Introduction to Passive Safety of Vehicles
18 Technological Biomechanics and application-oriented Accident Research
20 International Crash-Rules and Regulations
25 NEW Crashworthiness of Vehicles with Alternative Drive Systems
28 Euro NCAP and global Tests for Consumer Protection through Active and Passive Safety
29 NEW Euro NCAP and Latin NCAP - Background, Procedures & Rating
37 NEW UpDate Seminar: Euro NCAP 2013+
38 Knee Mapping Workshop

54 NEW Test Methods for Frontal Impact and Compatibilty
55 Crashworthy Car Body Design

60 Development of Frontal Restraint Systems
61 Energy Management and Mechanics
64 Side Impact – Requirements and Development Strategies
66 NEW Ejection Mitigation: FMVSS 226: Requirements - Testing - Development strategies
69 Head Impact on Vehicle Interiors: FMVSS 201 and ECE R21

72 Whiplash Testing and Evaluation in Rear Impacts
78 Pedestrian Protection - Requirements, Test Methods and Design Strategies
Keep up-to-date by visiting www.carhs.de
4
Table of Contents
80 NEW CRS Installation Workshop
81 Child Protection Systems for Front and Side Impacts
83 SeminarOverview: Dummies and Crash Test

84 Introduction to Data Acquisition in Safety Testing
90 Dummy – Trainings
94 SeminarOverview: Active Safety, Driver Assistance, Electronics and Sensors

98 Advanced Driver Assistance and Crash Avoidance Systems
102 The Synergies of Integrated Safety
104 NEW Automotive Safety Sensors – Requirements, Features, Functions and Applications
105 Vehicle Dynamics & Safety of Motorcycles
106 SeminarOverview: Seminars on Engineering and Simulation

108 Car Body Design for Analysis Engineers
109 Lightweight Design Strategies for Car Bodies
110 NEW Design of Composite Structures
111 Material Models of Metals for Crash Simulation

112 Material Models of Plastics and Foams for Crash Simulation
114 Material Models of Composites for Crash Simulation
116 Simulation of Automotive Components from Short-Fibre Reinforced Plastics
117 Structural Optimization in Automotive Design – Theory and Application
118 Introduction to Airbag Simulation - Modelling, Folding and Simulation
119 SafetyWissen: Important Abbreviations

123 The carhs.training Team
124 Terms & Conditions
125 Seminar Registration
126 Directions, Hotels
127 Seminar Calendar 2013

Register for our monthly SafetyNews at

www.carhs.de/subscribe
5
What drives us. SafetyCompanion
2013
SafetyWissen on
48 pages
Vehicle safety continues to be one of the most important criteria for car buyers in choosing a new more than 130
vehicle. Safety is a basic human need and the associated claim for the highest possible safety will Seminars & Events
only come true when vehicles have no more accidents. Accident avoidance and prevention of harm
are desirable goals. They are the goals that give employees in vehicle safety all around the world their motivation and drive for
ever better products.
carhs.training has set itself the goal to help vehicle safety engineers to do an even better job, to give them the knowledge and
information they need and when they need it.
This is what drives our staff and our trainers every day.
With our seminars and events around vehicle safety, we support the knowledge creation and exchange between engineers. Par-
ticipants from around the world use our seminars in order to establish a sound basis for new tasks or to get the latest updates.
Our events are important meeting places and thrive on the topicality of the subjects and the networking of the participants.
The SafetyCompanion has become an indispensable tool for many engineers. The sum-
maries of laws, consumer tests and test procedures provide a quick overview of the
complex and frequently changing global requirements. Of course, the SafetyCompanion
cannot contain all necessary information. Too large is the range and abundance of the
requirements. Therefore, we have developed the SafetyWissen App which serves as an
electronic information repository. The SafetyWissen App takes over the structuring of the
Companion and enables the user to delve deeper into the requirements, all the way to
the text of the laws or protocols. And the SafetyWissen App benefits from the possibili- Free Download @ carhs.com/app
ties of the internet to continuously update its contents. So you always have the right
knowledge at your fingertips.
carhs.training: Knowledge for the automotive development of tomorrow.
Your team of carhs.training
Rainer Hoffmann Ralf Reuter

President & CEO Executive Vice President
6
Austria
Tel: +49 341 8780102
Australia
Tel: +61 3 9720 3477
Benelux
Tel: +31 10 2440706
Brasil
Tel: +55 11 5052 8723
China
Tel: +86 216215 8568
Czech Republik
Tel: +420 25164 2011
Denmark
Tel: +31 10 2440706
France
Tel: +33 1 39 30 6644
India
Tel: +91 44 2829 3888
Italy
Tel: +39 02 36597000
Japan
Tel: +81 44 853 8520
Pakistan
Tel: +92-21-2735734
Poland
Mobile: +48 609 09 4114
Portugal
Tel: +34 935 947 562
Russia
Tel: +7 495 788 5523
Skandinavia
Tel: +46 8 758 4447
Slovakia
Tel: +42 0 5164 2011
South Africa
Tel: +27 41 365 1284
South East Asia

Tel: +65 774 3188
South Korea
Tel: +82 2 552 2311
Spain
Tel: +34 935 947 562
Switzerland
Tel: +49 341 8780102
Taiwan
Tel: +886 3 317 3577 Instron Structural Testing
Systems GmbH
Thailand Landwehrstraße 65
Tel: +66 2 513 8751
Dummy-Picture: Fotolia, © Taras Livyy
D-64293 Darmstadt, Germany

Fon: +49 6151 3917-0
USA Fax: +49 6151 3917-500
Mobile: +1 248 705 2229
In-houseSeminars
In-house Seminars
Seminars at your site - efficient, flexible and customized
Are you looking for an individual and customized training for your „At BMW we faced the challenge to train a large num-
employees? ber of employees with different professional backgrounds
as simulation engineers for crash and occupant safety.
Most of the seminars from our training program can also be booked as in- Based on the successful CAE Intensive Training program
house seminars in English language. The contents can be adjusted to your carhs.training developed an individual multi week training
specific requirements. Whether on your company site or at another venue program for us. This training program combined theory,
of your choice, the scale of our in-house seminars is tailored to your needs. software and project training in an ideal manor. We were
very pleased about the success and the professional han-
dling of the project. We can recommend carhs.training
Your advantages to companies that have individual and complex training
You are in full control of the costs. We offer attractive fixed prices for needs as a partner for the design and execution of the
our in-house seminars, depending on the number of participants and training.“
the related service.
Dr. Wolf Bartelheimer
Even for a small number of participants you can save a lot of money
compared to the individual booking of seminars. Plus, there are Manager Frontal Protection Small Cars
usually no further costs for the travelling expenses and time of your BMW AG
employees.
We respect your target dates as far as possible – also upon short notice in „urgent cases“.
You benefit from our professional organization and the top-quality seminar manuals.
Our lecturers answer your individual questions.
Even if you are interested in very specific questions – we are going to find the adequate lecturer and develop the matching
seminar.
Many of our customers have integrated our in-house seminars into their company’s professional training program.
Take advantage of this offer, too! We will be pleased to send you an individual offer.
Contact persons
Dr. Dirk Ulrich Teresa Will

Tel. 06023-96 40 - 66 Tel. 06023-96 40 - 78
dirk.ulrich@carhs.de teresa.will@carhs.de
References:
ACTS, Audi, AZOS, Bertrandt, BMW, Bosch, Brose, Continental, CSI, Daimler, Dalphimetal, Delphi, Dura Automotive, EDAG, Faurecia,
Ford, Grammer, IAV, Idiada, IEE, JCI, IVM, Lear, Magna, Mahindra & Mahindra, Open Air Systems, PATAC, P+Z, SAIC, SMP, SMSC,
Seat, Siemens, TAKATA-PETRI, TASS, Tecosim, TRW, VIF, Volkswagen.
Attractive Prices
With reference to our regular seminar fees we offer attractive discounts on our in-house seminars:
1 Day Seminar 2 Day Seminar

Discount for the Discount for the
30% 5th - 8th Participant 50% 5th - 8th Participant
75% 17 - 20 Participant
th th
80% 17th - 20th Participant
80% from the 21st Participant 85% from the 21st Participant
8
In-houseSeminars
In-house Seminars „carhs.training has organized numerous in-

Examples house seminars for us. I was particularly im-
pressed by the flexibility of the carhs team as
Introduction to passive safety of vehicles far as our requirements are concerned and
(Page 16) how they find adequate solutions for our train-
This is our flagship in-house seminar, which has been held more than 40
times at customers all over the world. This course can be customized in ing needs. carhs.training is our first choice
many ways, e.g.: 1-day short version, 4 hour executive summary, extended training partner.“
3-day version, add-on with simulation methods in passive safety, focus on Kai Golowko
rules or on NCAP ...
Teamleader Development Vehicle Safety
Integral Safety
Workshop Knee Mapping (Page 38)
Bertrandt Ingenieurbüro GmbH
This workshop is particularly well suited for in-house seminars. During the
workshop the actual development projects of the customers may be as-
sessed while remaining confidential.
Frontal Restraint Systems and Energy Management (Page 60-61) „Due to his extensive experience the trainer
Customers often wish to combine several seminars to meet their individual fitted our needs; we did like the proportion
needs. We customize the courses according to your requirements. between theory and application. In general a
good and motivating atmosphere ... „
Introduction to Vehicle Safety and Injury Biomechanics
Such a basic seminar is often of interest to many people in an organization. Alexandra Schaefer
In such cases in-house seminars enable drastic cost savings since travel Program Manager, Quality Management Representative
times and expenses are avoided. We often hold this course for groups of
SMSC Europe GmbH
20 and more.
In-house Seminar „Functional Safety“
Train your staff professionally and individually - Get in touch with

us right away to discuss your training needs.
Do you want to train your customers or organize a customer event?

We organize your training or event with professional efficiency!
Marketing, billing, organization, content, catering, printing, customer feedback ... just pick whatever you need.
9
Events
2013
Challenges 2013
►► Crash: Material and failure models for laminated glass
►► Crash: Modeling the crash behavior of batteries
►► Durability: Connections
►► NVH: Modeling of components
►► CAE General: Material Testing &
Material Data Management
Conference Language: ►► CAE General: Topology Optimization
English
Congress Park Hanau, Germany

April 10-11, 2013
more information www.carhs.de/grand-challenge
10
Events
4th International Symposium May 13-14, 2013

Conference Language:
English
Human Modelling and
Simulation in Automotive Engineering

www.carhs.de/HuMo
G RAZER
SafetyUpDate
2013
September 17-18, 2013

in Graz (Austria)
With simultaneous translation

into English
in Co-operation with
Prof. Dr. Steffan
more information www.carhs.de/gsu

11
Events
8th PraxisConference
Pedestrian Protection
June 19 - 20, 2013
in Bergisch Gladbach, Germany
WORLD‘S L ARGEST CONFERENCE ON

PEDESTRIAN PROTECTION
With simultaneous translation

In co-operation with into English
more information
BGS Böhme & Gehring GmbH www.carhs.de/pkf

13
Passive Safety
Passive Safety: Requirements and Strategies
Workshop Duration Language Page

Requirements
Introduction to Passive Safety of Vehicles 2 Days 16
Injury Biomechanics and Accident Research 2 Days 18
Demographic Change: New Challenges ... 1 Day www.carhs.de
International Crash-Rules and Regulations 2 Days 20

Crashworthiness of Vehicles with Alternative Drive
NEW 1 Day 25
Systems
Euro NCAP and global Tests for Consumer Protection 2 Days 28
Euro NCAP and Latin NCAP - Background, Procedures
NEW 3 Days 29
& Rating
NEW UpDate Seminar Euro NCAP 2013+ 2 Days 37
Knee Mapping Workshop  1 Day 38
Test Methods for Frontal Impact and Compatibilty 1 Day 54
Product Liability in the Automotive Industry 2 Days www.carhs.de
Functional Safety - ISO 26262 2 Days www.carhs.de
Development Strategies & Methods

Crashworthy Car Body Design 2 Days 55
Development of Frontal Restraint Systems 2 Days 60
Energy Management & Mechanics 1 Day 61
Side Impact  2 Days 64
NEW Ejection Mitigation: FMVSS 226 1 Day 66
Head Impact on Vehicle Interiors: FMVSS 201 & ECE R21  1 Day 69
Whiplash Testing and Evaluation in Rear Impacts 1 Day 72
Pedestrian Protection 1 Day 78
NEW CRS Installation Workshop  1 Day 80
Child Protection Systems for Front and Side Impacts 1 Day 81
Conferences & Events

SafetyWeek Aschaffenburg, Germany 4 Days 12
SafetyUpDate Graz, Austria 2 Days 11
PraxisConference Pedestrian Protection  2 Days 13
14
We make your car ﬁt for newest EuroNCAP rating
We save We assist
occupants with… the driver with…
q extensive system integration q comprehensive system/function
competence development know-how
q broad safety testing experience q vehicle integration competence
q best available testing q qualified vehicle simulation skills
infrastructure q approved testing concepts
q qualified numerical simulation q extensive testing experience
know-how
q long-standing algorithm
development experience
We care for vulnerable We protect

road users with… children with…
q innovative test tools q comprehensive testing experience
q qualified test methods q extensive product know-how
q comprehensive development of childseat protection systems
know-how
Kontakt:
Continental Safety Engineering International GmbH
Alzenau, Germany, www.continental-safety-engineering.com
Uwe Gierath, Tel.: +49 6023 942 120, uwe.gierath@continental-corporation.com
Passive Safety
Introduction to Passive Safety of Vehicles
Course description Course contents

In recent years increasing requirements regarding vehicle Introduction to Vehicle Safety
safety have led to rapid developments, with major innovations Overview active and passive safety
in the field of Active and Passive Safety. Especially new legal Crash physics
requirements in the USA (FMVSS 208, 214), the consumer Accident Research
information tests U.S. NCAP, Euro NCAP and IIHS, as well as General accident research
pedestrian protection should be mentioned here. So far an Classification
end of this development is not in sight. Statistics
Biomechanics
Human anatomy
The seminar provides an introduction to Passive Safety of Ve- Injury mechanisms
Injury criteria
hicles. Passive Safety is about initiatives and legal provisions
for the limitation of injuries following an accident. All impor- Dummy Technology
tant topics are covered in the seminar, from accident statistics Dummy family
and injury-biomechanics, which are decisive parts of accident Crash Testing
research, to the crash-rules and regulations that are derived Crash test systems and components
from the latter, and also to consumer information-tests with Test methods
protection criteria and test procedures, and eventually to Protection criteria
crash tests, where the compliance with the compulsory limits Crash Rules and Regulations
is tested and proven in test procedures. Specific attention is Institutions
given to dummies, with which the potential loads on a person Rules and regulations
in an accident can be measured. Finally the basic principles of NCAP tests
Latest trends
occupant protection are explained, and the components of oc-
cupant protection systems, respectively restraint-systems in Protection principles, Occupant protection systems
motor vehicles such as airbags, belt-system, steering wheel, Protection principles of passive safety
Occupant protection systems with sensors technology, ECU,
seat, interior, stiff passenger compartment and others, as well airbag, belt system
as their increasingly complex interaction, also in terms of new Passenger compartment, interior with steering wheel and steering
systems, will be discussed. column, seat
OOP, pre crash, post crash, sensor system, vehicle body
Optimization of restraint system, adaptive systems
It is the primary objective of this seminar to communicate an Integrated Safety
understanding for the entire field of Passive Safety with all its
facets and correlations, but also for its limits and trends. In
the seminar you are going to learn about and understand the
most important topics and can then judge their importance Who should attend
for your work. With the extensive, up-to-date documentation The seminar addresses everybody who wants to obtain an
you obtain a valuable and unique reference book for your daily up-to-date overview into this wide area, It is suited for novices
work. in the field of Passive Safety of Vehicles such as university
graduates, career changers, project assistants, internal ser-
vice providers, but also for highly qualified technicians from
the crash-test lab.
16 This course is available as an in-house seminar in English and German!

Passive Safety
Praxis-Special
In cooperation with the german automobile club ADAC the course on March 20-21 is accompanied by a visit to ADAC‘s
test laboratory in Landsberg / Lech. The particpants get insight into the following areas:
Pedestrian protection: problems, solutions, experience
Whiplash: test setup, statical and dynamic tests
Vehicle preparation for crash tests, test conduction and post-crash inspection
ADAC - accident research: Data generation and analysis
Child protection: Test setup, common problems
In-house Seminar
This course is our most popular in-house seminar. It has been held more than 40 times at customer sites all over the world. This
course can be customized in many ways, e.g.: 1-day short version, 4 hour executive summary, extended 3-day version, add-on
with simulation methods in passive safety, focus on rules or on NCAP etc.
This course is the ideal introductory course for everyone who is new to passive safety. Please get in touch with us to get an
individual offer. Read more about our in-house seminars on page 8.
Course Instructors:
Maren Finck, EDAG GmbH & Co KGaA
Dipl.-Ing. (FH) Maren Finck has been working at EDAG since 2008 and is as a project manager responsible for passive vehicle safety regarding
pedestrian safety, from concept to production for active and passive systems.
Previously, she worked several years at carhs GmbH and Tecosim as analysis engineer with a focus on pedestrian safety and biomechanics.
Rainer Hoffmann, carhs.training gmbh
Rainer Hoffmann has been involved in automotive safety throughout his career. After graduating from Wayne State University, where he worked at
the Bioengineering Center with Prof. Albert King, he joined a research group on passive safety at Porsche where he was involved in many aspects
of automotive safety including accident research, occupant simulation, crash testing and safety engineering. Mr. Hoffmann advanced safety simula-
tion by introducing new techniques like airbag simulation, airbag folding and Finite-Element dummy modeling during his subsequent work with
ESI Group. As the head of the simulation department of PARS (now Continental Safety Engineering), Mr. Hoffmann led the R&D efforts for some of
the first series production side airbag developments. In 1994 Mr. Hoffmann founded EASi Engineering GmbH, which in 2006 he renamed to carhs
GmbH. He has authored numerous technical papers and has been granted German and international patents in the automotive safety field.
Ralf Reuter, carhs.training gmbh
Ralf Reuter studied mechanical engineering and business administration at the technical universities of Darmstadt and Eindhoven. Since 1997 he
has worked for carhs in various management positions. He deals with vehicle safety issues intensively, in particular with the latest developments in
rules and regulations as well as consumer testing. As he is in charge of the SafetyWissen which has been published by carhs for many years, he
keeps his knowledge up-to-date and profits from the inputs of carhs’ trainer and expert network.
Date Course ID Venue Duration Price Language
20.-21.03.2013 2102 Landsberg 2 Days 1.290,- EUR till 20.02.2013, thereafter 1.490,- EUR
24.-25.06.2013 2117 Alzenau 2 Days 1.290,- EUR till 27.05.2013, thereafter 1.490,- EUR
This course is available as an in-house seminar in English and German! 17

Passive Safety
Technological Biomechanics and

application-oriented Accident Research
Course description The discussion of selected examples shows the benefits of acci-
Results of accident and biomechanical research form the basis for dent research regarding injury protection and accident prevention.
the improvement of integrated safety systems, injury protection Course contents
and accident avoidance in vehicle development. Developing a ve- Biomechanics in vehicle safety
hicle without considering the findings regarding causes, sequence Principles of Human Anatomy, the term injury, types of injury,
and injury initiation in traffic accidents can cause significant bad causes of injury, injury mechanism, conceivable accident impacts
investments. Methods of Biomechanics:
On the first day injury biomechanics are the focus of the seminar. Goals, strengths and weaknesses, practical injury assessment,
estimation of injury potential, injury predication
Basic knowledge on the biomechanics of humans in accidents
Injuries and injury mechanisms for car occupants and pedestrians
and their interpretation in crash tests will be discussed. Further- Derivation and formulation of protection principles and safety
more, different accident sequences and typical injury types and criteria
mechanisms are presented and analyzed. This is based on data Application of results in dummy development
from accident research and biomechanical studies, and practical
experience of the speaker from over 30 years as head of the De- Introduction to accident research, basics, methodological
partment of technological Biomechanics and Accident Research approaches, objectives, legal aspects
at the Institute of Forensic and Traffic Medicine in Heidelberg. Procedure at the accident site, data and survey findings,
documentation, privacy
The methods of biomechanics are discussed in detail in the semi-
Accident reconstruction and interdisciplinary event analysis,
nar. Their objectives, strengths and weaknesses, as well as the statement boundaries, plausibility and implementation of results
transferability of the results to accident research and the practical Accident and causality issues
assessment of injuries and their formation will be pointed out. From accidents to traumato-mechanical experiments
To this end injuries and injury mechanisms of vehicle occupants The role of accident research in the development of crash tests
and pedestrians in primary and secondary impacts are considered Origins and evaluation of injuries, etiological injury nomenclature
(currently head, neck, chest and lower extremities). From these Design rules
Definition of the protection goal, protection target segments
findings the principles of occupant safety and protection criteria
Aspects of future development of Accident Research
are derived. Field monitoring, weak point identification and innovation potential
The second day of the seminar focuses on Accident Research. Casuistic examples: car, truck, motorcycle
After an introduction to the basics, methods and objectives of
Who should attend
accident research the seminar gives an overview about existing
The seminar addresses all specialists from the field of safety in
international sources of accident data and their potential utiliza-
the automotive industry, technicians from test and simulation de-
tion. The acquisition of accident data and diagnostic findings and
partments, project engineers and managers who are interested in
their documentation will be specifically addressed. Based on the
the topic of accident research and in the biomechanics of injuries.
discussion of questions of causality and the onset of injury pat-
However, related industries like the aerospace industry, will also
terns under corresponding collision-kinematical sequences the
benefit from attending the seminar.
participants receive support for the implementation of effective
measures for safety-optimized design of vehicles. The provision of
design rules is of particular importance.
Course Instructor:
Dipl.-Ing. Florian Schueler, Albert-Ludwigs-University, Freiburg, Germany
Dipl.-Ing. Florian Schueler works as a responsible project engineer in the field of road safety research and biomechanics at the Institute of Forensic
Medicine at the University Hospital Freiburg. In his research he puts the synthesis of the results of causation and collision analysis and experimental
biomechanics with viable design approaches in the foreground. For his work on passive safety he received the Traffic Safety Award of the Minister
of Transport in 1985. In addition to more than 30 years of experience in academic research and teaching, Florian Schueler has extensive industry
experience in the vehicle predevelopment. His constant forensic work he views as a “quality control” for accident research.
Date Venue Duration Price Language
upon demand Alzenau or in-house, on demand 2 Days 1.290,- EUR, discount scheme for in-house see p. 8

SafetyWissen
UpDate
Crash-Regulations in Europe and USA

Roof
Side Windows FMVSS 216
FMVSS 226 Interior
FMVSS 201, 202, 203,
204, 205, 207, 213, 225
Headrests
FMVSS 202 ECE R17, R25 EG 78/932 GTR 7
Instrument panel ECE R12, R16, R17, R21, R44
FMVSS 201 ECE R 21, R32, R33 Rollover

EG 74/60 FMVSS 201, 208, 216, 216a, 301
ECE R21 ECE R44.04
Pedestrian protection
EG/78/2009
EG/631/2009
GTR 9
ECE R127
Rear impact
FMVSS 202, 207, 223, 224, 301, 581
ECE R17, R25, R32, R42
Frontal impact Seat belts

FMVSS 208, 209, 210, 213 ECE R14, R16
FMVSS 203, 204, 205, 208,
209, 210, 212, 301 Bumper Side impact EG 76/115, 77/541, 96/79, 96/27
ECE R12, R14, R16, R33, R94 FMVSS 581 ECE R42 FMVSS 201, 205, 206, 214, 301
ECE R11, R95 Seats
EG 96/27 FMVSS 201, 207
ECE R16, R17, R21, R44
SafetyWissen by
Steering wheel EG 74/60, 74/408
FMVSS 203, 204

ECE R12
EG 74/297
Web pages on crash regulations and laws

For easier access we have generated short links to the webpages. Please find these links in brackets after the complete links.
UN ECE:
http://unece.org/trans/main/welcwp29.htm (http://goo.gl/NIi5S)
USA:
www.carhs.com/app
http://www.nhtsa.dot.gov/ (http://goo.gl/g4xmO) and http://ecfr.gpoaccess.gov (http://goo.gl/iC4rD) or
http://www.regulations.gov (http://goo.gl/9EddL)
Canada:
http://www.tc.gc.ca/eng/acts-regulations/menu.htm (http://goo.gl/cngHv)
Australia:
http://www.infrastructure.gov.au/roads/motor/design/adr_online.aspx (http://goo.gl/dj8Zt)
India:
http://www.siamindia.com/scripts/rules.aspx (http://goo.gl/qeaEO)
Brazil:
http://www.denatran.gov.br/resolucoes.htm (http://goo.gl/jg0Wk)
19
Passive Safety
International Crash-Rules and Regulations:

Current Status and Future Developments
Course description Euro, NCAP,..) will be only marginally mentioned, since these
Crash-tests that have to be carried out on the basis of na- are discussed at length in different seminars. The goal of
tional and international rules and regulations are an integral this second day is to prepare the participants for upcoming
part of vehicle-development. In this context, the developers changes in crash related laws and thus to enable them to
of vehicles and components not only need to know and take these changes into account when designing new vehicles or
into account a variety of existing national, European (ECE, EU), safety related systems
American (FMVSS) and other nations’ laws, but also have to Course contents
follow the development of future laws, guidelines and regula-
tions and if necessary integrate them in the development at Introduction
an early stage. Why rules? Aims. History. Basis for legislation.
The first day of the seminar provides an overview over the Legislative institutions and legislative procedures
most important laws and regulations in the field of crash as Who makes laws (StVZO, ECE, EG/EWG-guidelines,..),
well as an understanding for the legislative procedures. Ini- legislative procedures, validity, area of application.
tially, the basis for legislation (accident research, biomechan- Official and unofficial tests/reports.
ics, criteria) will be explained in the seminar, followed by an Current crash-rules
introduction and explanation of legislative institutions as well Overview on current crash-rules and regulations (ECE,
as legislative procedures. One focus of the seminar is the pre- FMVSS, and others.). Most important rules in detail with
sentation of current crash rules and regulations. In an over- test procedures and test criteria. Conflicts between
view not only the differences between the German, European, different rules.
American and other laws will be shown, but also the conflicts. Future crash-rules, trends
The most important and most recent load cases are going to Outlook on future crash-rules and important changes.
be presented and discussed in greater detail. The goal of this Prospective coming into effect. Global harmonization.
first day is to get a broad overview of the current laws regu-
Who should attend
lating vehicle safety and to learn where to find details of the
The seminar addresses specialists from the field of crash,
regulations that can not be dealt with in the seminar.
technicians and engineers from test and simulation depart-
The second day focuses on an outlook to upcoming laws,
ments as well as project engineers and managers who want
amendments of laws with regard to specific countries, their
to obtain an up-to-date overview on crash-rules in a compact
prospective coming into effect as well as on a discussion of
seminar.
the current state. Topics such as pedestrian protection, global
harmonization, compatibility and others are going to be re-
ferred to in detail. Deliberately the consumer-tests (NCAP,
Course Instructors:
Bernd Lorenz, BASt & Richard Damm, BMVBS

Bernd Lorenz is Head of the department ‘Passive Vehicle Safety’ with the German Federal Highway Research Institute (BASt). He works on the
preparation of the European and worldwide safety regulations (UNECE, GTR). He is Member of the Board of Directors and several working groups of
Euro NCAP. Moreover he is Chairman of the BioRID TEG of the GRSP.
Richard Damm is an officer at the Federal Ministry of Transport, Building and Urban Development (BMVBS), where he is responsible for passive
safety of vehicles. He is Germany’s representative in the legislative bodies of the United Nations in the field of general and passive safety of vehicles
(UN/ECE/WP.29/GRSG and GRSP). He is also a member of the steering committee of the European Enhanced Vehicle-safety Committee (EEVC)

Onboard LED Controll Unit
Onboard Smart Battery
1.200 Watt
Onboard Linkbox
for Camera Supply
Onboard High Speed
Mini Cameras
Onboard High Brightness

LED Lighting
Multi Camera Control

Software Visart
Offboard Linkbox for Camera Supply

Offboard High Resolution
High Speed Cameras
All fro m o n e s o u rc e !
www.hsvision.de
SafetyWissen
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Rules and Regulations on Occupant Protection

Full Width Frontal Offset Frontal
0° / ± 30° ODB 40%
0o 0° / ± 5° 0° / ± 5° 0o
FMVSS 208
FMVSS 208
56 km/h 56 km/h 32-40 km/h 32-40 km/h 40 km/h
USA
Hybrid III Hybrid III Hybrid III Hybrid III Hybrid III Hybrid III Hybrid III Hybrid III Hybrid III Hybrid III
50% 50% 5% 5% 5% 5% 50% 50% 5% 5%
ODB 40%
0o
ECE R94
Europe
56 km/h
Hybrid III Hybrid III

50% 50%
ODB 40%
0o
0o
TRIAS 47-4
50 km/h
TRIAS 47
56 km/h
Japan

50% 50%
50% 50%
ODB 40%
GB 11551-2003
GB 20913-2007
0o
0o
50 km/h
56 km/h
China

50% 50%
50% 50%
ODB 40%
0o
AIS-098/F
56 km/h
India

50% 50%
0o
South Korea
KMVSS 102
48,3 km/h

50% 50%
ODB 40%
0o
0o
48 km/h
ADR 69/00
ADR 73/00
Australia
56 km/h

50% 50%
50% 50%
SafetyWissen by
22
SafetyWissen
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Side Barrier Side Pole Pedestrian Rear Head Impact Rollover
ES-2 re SID IIs / 0-32 km/h

Tilted Ramp:
FMVSS 208
FMVSS 214
54
FMVSS 214 ES-2 re 75°
km
/h
/2
7°
FMVSS 202a Roof Crush:

FMVSS 201u
48 km/h
Rigid 254 mm Pole

FMVSS 301 FMVSS 216a
MDB, 1368 kg
SID IIs
Ejection Mitigation:
FMVSS 226
ES-2
R (EC) 78/2009
ECE R95
50 km/h
90°
R (EC) 631/2009 ECE R32 ECE R21
MDB EEVC, 950 kg
ECE R127
TRIAS 47-3-2000
ES-2
50 km/h
90°
TRIAS 63 TRIAS 33
MDB EEVC, 950 kg
GB 20071-2006
ES-2
Roof Crush:
50 km/h GB 20072-2006
90°
GB26134-2010
MDB EEVC, 950 kg
ES-1/
ES-2
AIS-099/F
50 km/h
90°
AIS-100 AIS-101
MDB EEVC, 950 kg
EuroSID Find all details in:

KMVSS 102
50 km/h
90°
MDB EEVC, 950 kg
EuroSID
ADR 72/00
Free Download @ carhs.com/app

50 km/h
90°
MDB EEVC, 950 kg
SafetyWissen by
23
SafetyWissen
FMVSS 305: Safety Requirements for Electric Vehicles
Scope:
Cars, busses, trucks with a GVWR of 4536 kg or less that use electrical components with working voltages more than 60 volts direct
current (VDC) or 30 volts alternating current (VAC), and whose speed attainable is more than 40 km/h.
Requirements:
Under the test conditions described below (Impact test and subsequent static rollover)
max. 5 litres of electrolyte may spill from the batteries,
there shall be no evidence of electrolyte leakage into the passenger compartments,
all components of the electric energy storage/conversion system must be anchored to the vehicle,
no battery system component that is located outside the passenger compartment shall enter the passenger compartment,
electrical isolation must be greater than or equal to:
500 ohms/V for all DC high voltage sources without isolation monitoring and for all AC high voltage sources,
100 shms/V for all DC high voltage sources with continuous monitoring of electrical isolation,
the voltage of the voltage source (Vb, V1, V2) must be less than or equal to 30 VAC for AC components or 60 VDC for DC
components.
Test Conditions:
Frontal Impact against a rigid barrier at 48 km/h
0 - 48 km/h
rigid Barrier
0° / ± 30°
Rear moving barrier impact at 80 km/h (FMVSS 301)
0-80 km/h
70%
1368 kg
Side moving deformable barrier impact at 54 km/h (FMVSS 214)
50%
0 - 54 km/h
1368 kg
5%
SafetyWissen by
Post-impact test static rollover in 90 degree steps
24
Passive Safety
New
Crashworthiness of Vehicles with Alternative Drive Systems
Course Description Course Objectives

During recent years, vehicles with alternative drive systems have Participants will get an overview about automotive safety for al-
achieved an ever-increasing importance for the automotive mar- ternative drive systems and will learn the special challenges and
ket. In addition to gas-powered vehicles, which have already been solutions which come along. Participants will be able to apply test
existing for many years on the manufacturer and retrofit market, methods and safeguarding concepts and to pursue development
a wide range of hybrid vehicles has also established meanwhile. strategies in a target-oriented way.
Even for pure electric vehicles, the first acquirable products are al- Course contents
ready on the market. By decision of the German government, one Overview alternative drive systems (gas, hybrid, electric
million electric vehicles will be found driving on German roads by vehicles)
the year 2020. Only the future will show whether a fundamental Challenges for vehicle safety
paradigm change is thereby taking place or an alternative offering Legal requirements and standards for safety
is just evolving. It is clear, however, that the automotive electrifica- Requirements for real-world accidents
tion cannot be stopped anymore. Safety of high voltage systems
With this new technology, new challenges for the respective ve- Battery safety
hicle safety also arise. Gas tank safety
Electric shock risks on high-voltages systems, fire hazards in case Fuel cell safety
of lithium-ion batteries and risks of rupture in case of gas tanks Structural safety
are the most important issues here. For every mode of drive, spe- Safety concepts
cific drive components and their particular safety requirements Rescuing, recovering and towing of electric vehicles
are described. In addition to common rules and standards, specif-
ic needs based on real-life accidents are being discussed. For all
relevant vehicle components the respective safety requirements, Who should attend
safety concepts and exemplary safety initiatives will be discussed. The seminar adresses development and research engineers as
The state of the art concerning test standards, safety methods and well technicians in the fields of testing and construction. Due to
possibilities for virtual safety will be shown. Future trends will be its current relevance the course suits young professionals as well
presented with the help of current research projects and results. as experienced engineers who want to deepen their knowledge
Practical experience of rescuing, recovering and towing of electric in this field.
vehicles complete the spectrum of accident safety.
Course instructor:
Rainer Justen
Daimler AG
Rainer Justen has more than 25 years of experience in the field of automotive accident safety. After his mechanical engineering studies with the
focus on automotive engineering he started his career 1987 in the automotive development department for Mercedes-Benz at the Daimler AG.
Several career milestones in the fields accident safety, project management, safety concepts and active safety / driver assistance systems made
him an expert on all relevant topics of automotive safety. Since 2008 he is working in the field of safety for alternative drive systems. Rainer Justen
is author of numerous publications and papers on this topic.
28.02.2013 2146 Alzenau 1 Day 740,- EUR till 31.01.2013, thereafter 840,- EUR

SafetyWissen
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NCAP-Tests in Europe & America 2013 2014 2015 2016

Euro NCAP U.S. NCAP IIHS Latin NCAP
0o 0o
50 km/h 56 km/h
Full Width
Hybrid III Hybrid III Hybrid III Hybrid III

5% 5% 50% 5%
(OEM Data)
Hybrid III
5%
ODB 40% ODB 40% Flat 150 ODB 40%

SOB 25%
R=150 mm
0o 0o 0o 0o
ODB / SOB
64 km/h 64 km/h 64 km/h 64 km/h
Hybrid III Hybrid III Hybrid III Hybrid III Hybrid III Hybrid III
50% 50% 50% 50% 50% 50%
Q3 Q1,5 P3 P1,5
Q6 Q10+
ES-2 ES-2 re SID IIs

WS 50% 62
km
/h
/2
7°
MDB
50 km/h 90° @ 50 km/h

R R+250 mm 55 km/h 90°
MDB EEVC, 950 kg MDB, 1368 kg MDB IIHS, 1500 kg

AEMDB v3.9, 1300 kg
Q1,5 Q10+ SID IIs SID IIs
Q3 Q6
ES-2 29 km/h SID IIS 32 km/h

WS 50% 90° 75°
32 km/h
75°
Pole
Rigid 254 mm Pole Rigid 254 mm Pole

Rollover
SSF Roof Crush
EEVC Legform Find all details in:

Pedestrian
FlexPLI
Upper Legfom
Headforms
AEB Pedestrian
Whiplash Child Safety
Frontal ODB
Frontal
Side MDB Free Download @ carhs.com/app CRS-based assessment
CRS- Installation
Vehicle based assessment
Vehicle based assessment
static
front / rear
static
dynamic (3 pulses)
dynamic (1 pulse)
AEB City
Assistancesystems:
Other
SBR, SAS, ESC, AEB, ...

more: P. 30 more: P. 39 more: P. 44 more: P. 49
26
SafetyWissen
UpDate
NCAP-Tests in Asia / Australia 2013 2014 2015 2016

JNCAP C-NCAP KNCAP ASEAN NCAP ANCAP
0o 0o 0o
55 km/h 50 km/h 56 km/h

Full Width
50% 50% 50% 50% 50% 50%
Hybrid III P3 Hybrid III

5% 5%
ODB 40% ODB 40% ODB 40% ODB 40% ODB 40%
0o 0o 0o 0o 0o
ODB / SOB
64 km/h 64 km/h 64 km/h 64 km/h 64 km/h
Hybrid III Hybrid III Hybrid III Hybrid III Hybrid III Hybrid III Hybrid III Hybrid III Hybrid III
50% 50% 50% 50% 50% 50% 50% 50% 50%
Hybrid III Hybrid III P1,5 P3 P1,5 P3

5% 5%
ES-2 ES-2 ES-2 ES-2

WS 50%
MDB
55 km/h 50 km/h 55 km/h 50 km/h

90° 90° 90° 90°
MDB EEVC, 950 kg MDB EEVC, 950 kg MDB EEVC, 950 kg MDB EEVC, 950 kg
AE-MDB
SID IIs
ES-2 29 km/h 29 km/h ES-2

WS 50% 90° 90°
32 km/h
75°
Pole
Rigid 254 mm Pole Rigid 254 mm Pole

Rollover
Curtain Airbag SSF Roof crush
EEVC Legform
Pedestrian
EEVC Legform
FlexPLI FlexPLI
Upper Legform
Headforms Upper Legform
Headforms
Headforms
Whiplash Child Safety
Frontal
CRS-based Frontal(no
assessment assessment)
Vehicle based ass.
static static
dynamic (1 pulse) dynamic (1 pulse)
dynamic (1 pulse) dynamic (1 pulse)
Brakes Brakes
ESC
Other
Usability rear belts FCWS, ACC, AEBS, Assistance systems

SBR
SBR LDWS, SBR, eCall, SLD
more: P. 52 more: P. 50 more: P. 49 more: P. 48
27
Passive Safety
Euro NCAP and global Tests for Consumer Protection through Active
and Passive Safety
Course description Who should attend
More than 30 years ago the U.S.-American Senate demanded The seminar addresses specialists from the field of crash, engi-
with a decree by the Department of Transportation (DOT) to com- neers and technicians from the numerical simulation and testing
paratively examine new vehicles under economical and safety as- departments, project engineers and managers who want to have
pects and to publish the results. This was to motivate automakers a first-hand, up-to-date overview over consumer information tests
in their competition to optimize the safety level of the vehicles with current topics and future trends in a compact seminar.
beyond legal minimum standards. These approaches have been
taken up by several organizations since then (Euro NCAP, ADAC, Course contents
AMS, IIHS, ANCAP, NASVA, J-NCAP) and partly developed further Overview over crash-tests for consumer information
with different main focuses. The multitude of tests and especially U.S. NCAP: frontal impact with full overlap, side impact, new
the differences in the assessment of crash tests have quite often rating scheme, ESC rating
led to uncertainties with consumers. Some tests have thus been IIHS: frontal impact with offset, side impact, headrest, roof
harmonized in recent years. Since its introduction in 1997 the crush, small overlap
Euro NCAP has has been taking a leading role in Europe and also Euro NCAP: general information, frontal impact ODB & full-
has gained significant influence on other countries. In the begin- width, side impact (barrier & pole), whiplash test, modifiers,
ning the tests that were carried out were frontal impact tests and safety assist systems (SBR, SAS, ESC, AEB, LDW...), overall
side impact tests with a moving barrier. In the last few years the assessment, the new rating scheme, route map
lateral pole impact as well as tests for pedestrian protection have Child seat-assessment in Euro NCAP, J-NCAP
been added, child safety was added in 2003. A rear impact test Pedestrian protection-assessment: Euro NCAP
has been added in 2008. Australasian NCAP
In this seminar, after a short look at the history of NCAP testing J-NCAP: frontal impact full-width and offset, side impact,
and an overview over the responsible organizations, you are go- overall assessment
ing to learn about the different tests. The current crash-tests are Korea NCAP
going to be compared and discussed, and the stipulated tests China NCAP
are going to be included as well. The assessment criteria (points, Latin NCAP / ASEAN NCAP
star-rating and especially the modifiers) will be explained in detail. Future development of the NCAP-Tests: Harmonization
The main focus is on the current Euro NCAP. An outlook on the Global NCAP
future development of Euro NCAP with an extension of the tests
towards Active Safety (Beyond NCAP) and global harmonization
completes the seminar.
Course Instructor:
Director and Professor Andre Seeck,

German Federal Highway Research Institute (BASt)
Andre Seeck is head of the division „vehicle technology“ with the German Federal Highway Research Institute (BASt). In this position he is respon-
sible for the preparation of European Safety Regulations. He is also President of Euro NCAP. These positions enable him to gain deep insight into
current and future developments in vehicle safety.

Passive Safety
Euro NCAP and Latin NCAP - Background, Procedures & Rating
Course Description Program:

Euro NCAP has become one of the most important consumer Day 1:
test organization for automotive safety. Established in 1997, Euro NCAP History & Development
Euro NCAP is composed of seven European governments as Structure and Members of Euro NCAP
well as motoring and consumer organizations in every Euro- Development of the test procedures and rating
Euro NCAP Advanced and active safety testing
pean country. Each year more than 50 of some of the most
popular cars sold in Europe are tested and results are pub- Car Selection at Euro NCAP/Latin NCAP
Car nomination, vehicle selection
lished to inform consumers on their level of safety. Euro NCAP Sponsorship, Further Definitions
has been a leader in further refining test procedures and rat- Euro NCAP/Latin NCAP Testing and Rating
ing schemes covering all aspects of safety and is serving as a Structure, categories and overall rating
role model for new NCAP initiatives around the world. Overview on protocols and evaluations
Upcoming changes 2013 - 2016
In 2010 Latin NCAP was established as a joint initiative of Adult Occupant Protection
the Federation Internationale de I’Automobile (FIA), the FIA Frontal Impact (protocols and rating)
Foundation, the Global New Car Assessment Programme Side Impact (protocols and rating)
New dummies and barriers
(GNCAP), the Fundación Gonzalo Rodriguez, the Inter-Ameri-
Whiplash (protocols and rating)
can Development Bank and International Consumer Research Knee Mapping (testing procedures, modifiers)
& Testing (ICRT). It aims to provide consumers across the Lat- AOP at Latin NCAP
in American & Caribbean region with independent and impar-
tial safety assessment of new cars. Latin NCAP has adopted Day 2:
a subset of Euro NCAP‘s test procedures for its own tests. Child Occupant Protection
Child Occupant Protection (testing procedures, protocols, rating)
The 2-day course provides a comprehensive overview and Practical Demonstration Child Occupant Protection
insight on Euro NCAP’s and Latin NCAP‘s background, testing Seat Positioning, Labelling
procedures and the ratings. It puts both NCAP programs with- Pedestrian Protection
in the perspective of worldwide consumer testing and shows Pedestrian Protection (testing procedures, rating)
how consumer testing for automotive safety will develop in Grid Procedure
the future. The course will go into details of the current test Safety Assist
Safety Assist (testing procedures, rating)
procedures and will also present new future tests and ratings
AEB (City, Interurban)
for driver assistance systems.
Overall Rating
Weighting and Balancing (Spreadsheet, rounding issues)
The course will be held by technical managers and inspectors Euro NCAP/Latin NCAP Road Map
from both Euro NCAP and Latin NCAP. Upcoming changes in test procedures and ratings
Role of Global NCAP
Questions & Answers
Course Instructors:
Euro NCAP / Latin NCAP technical managers and inspectors
19.-20.02.2013 1906 São Paulo, Brazil 2 Days 1,800 BRL
29
SafetyWissen
UpDate
Euro NCAP / Latin NCAP / ASEAN NCAP

Protection Criteria in Frontal Impact
For each body region (grey boxes) the score is calculated
based on the worst injury criterion and applicable modifi-
ers. Where a value falls between the upper and lower limit Hybrid III 50% Male
the score is calculated by linear interpolation. The scores
Head
are presented visually, using colored segments within
4 points HIC 36 < 650; a3ms < 72 g
body outlines. The color used is based on the points 0 points HIC 36 > 1000; a3ms > 88 g
awarded for that body region as follows: unstable airbag contact (-1 point),
Modifier
Steering column displacement (-1 point)
4,00 points
2,67 – 3,99 points Neck
1,33 – 2,66 points My,extension < 42 Nm
Tension: < 2,7 kN @ 0 ms
0,01 – 1,32 points < 2,3 kN @ 35 ms
0,00 points 4 points < 1,1 kN @ 60 ms
Shearing: < 1,9 kN @ 0 ms
< 1,2 kN @ 25 – 30 ms
< 1,1 kN @ 45 ms
Hybrid III 5% Female* 2015 My,extension > 57 Nm
Tension: > 3,3 kN @ 0 ms
Head > 2,9 kN @ 35 ms
same as Hybrid III 50% 0 points > 1,1 kN @ 60 ms
Shearing: > 3,1 kN @ 0 ms
Neck > 1,5 kN @ 25 – 35 ms
> 1,1 kN @ 45 ms
My,extension < 36 Nm
4 points Tension: < 1,7 kN
Shearing: < 1,2 kN
Chest
My,extension > 49 Nm
0 points Tension: > 2,1 kN 4 points Deflection < 22 mm; VC < 0,5 m/s
Shearing: > 1,95 kN 0 points Deflection > 50 mm; VC > 1,0 m/s
Deformation A-Pillar (-2 points)
Modifier Compartment deformed (-1 point)
Chest Contact with steering wheel (-1 point)
Deflection < 18 mm
4 points
VC < tbd
Deflection > 41 mm Femur
0 points
VC > tbd 4 points Compression force < 3,8 kN
Compression force > 9,07 kN
0 points
> 7,56 kN @ 10 ms
Femur
4 points Compression < 2,6 kN
0 points Compression > 6,02 kN Knee
4 points Displacement < 6 mm
Knee 0 points Displacement > 15 mm
4 points Displacement < tbd Variable contact (-1 point)
Modifier
0 points Displacement > tbd Concentrated Loading (-1 point)
* proposed limits for the Euro SafetyWissen by

Tibia
NCAP full-width test as of 2015 4 points TI < 0,4; Compression force < 2 kN
(Status Nov. 2012) 0 points TI > 1,3; Compression force > 8 kN
Modifier z–displacement of worst pedal (-1 point)
Airbag Foot
Airbag Deployment Modifier for incom- 4 points x–displacement braking pedal < 100 mm
Modifier
plete unfolding of any Airbag (-1 Point)
0 points x–displacement braking pedal > 200 mm
footwell intrusion (-1 point)
Modifier
blocked pedal (-1 point)
30
IntegrateD Safety
teSt LaboratorIeS INGENIERIA Y SISTEMAS, S.A.
Passive and Active Safety Testing
www.ariestesting.com
testsystems@aries.com.es Driving Innovation
AVAT – Autonomous Universal Head Restraint & Seat Static Servo-Hydraulic Crash Simulation
Vehicle for ADAS Testing Launcher Load Test System Test Benches Systems
PB CARHS 125x93ALEMANIA.indd 6 04/12/12 12:01
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THE BEST SOLUTION FOR EVERY CLIENT.
Bertrandt AG, Birkensee 1, 71139 Ehningen, testing@bertrandt.com, www.bertrandt.com

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Euro NCAP
Protection Criteria in Side Impact
Airbag
Airbag Deployment Modifier for any
15 World SID 50% Male
ES-2 50% Male Modifier airbag which does not deploy fully 20
in the designed manner (-1 Point) Head
Head 4 points HIC 36 < 650; a3ms < 72 g
4 points HIC 36 < 650; a3ms < 72 g 0 points HIC 36 > 1000; a3ms > 88 g
0 points HIC 36 > 1000; a3ms > 88 g
Shoulder
4 points Lateral force < 1,6 kN
Chest 0 points Lateral force > 1,6 kN
4 points rib deflection < 22 mm; VC < 0,32 m/s Chest
0 points rib deflection > 42 mm; VC > 1,0 m/s rib deflection < 28 mm
4 points
T12 Load Modifier VC < 0,32 m/s
Modifier Backplate Load Modifier rib deflection > 50 mm
(total -2 points maximum) 0 points
VC > 1,0 m/s
Abdomen
Abdomen 4 points deflection < 47 mm
4 points abdominal peak force < 1,0 kN 0 points deflection > 75 mm
0 points abdominal peak force > 2,5 kN
Pelvis
4 points PSPF < 1,7 kN
Pelvis SafetyWissen by 0 points PSPF > 2,8 kN
4 points pubic symphysis peak force < 3,0 kN * proposed Limits for the World SID
0 points pubic symphysis peak force > 6,0 kN as of 2015 (Status Nov. 2012)
Pole Impact
The pole test is only made if the car is equipped with a head protection system.
The same criteria and modifiers are applied as in the MDB side impact (see above). Exception: Head: here
4 points are awarded if HIC 36 < 1000 and Ares,peak < 80 g and no direct contact of the head with the pole
otherwise 0 points are awarded - no sliding scale!
The scores awarded for MDB and pole side impact (max 16 points for each test) are scaled by half for the overall rating.
Capping Limit
For both frontal and side impact test the lower performance limits of the critical body regions are considered as a capping limit. If this
limit is exceeded, the entire test is awarded zero points. Critical regions are:
for frontal impact: Head, Neck, Chest - for side impact: Head, Chest, Abdomen, Pelvis
Whiplash
Additional up to 4 points are awarded for whiplash protection, based on geometric assessment and dynamic tests. The whiplash test is
part of the adult occupant protection box. Read more about this test on page 70.
Child occupant protection
The following tests are foreseen to assess child occupant protection and child restraint systems (CRS):
Dynamic assessment based on 1½ and 3 year old child in CRS in frontal and side impact (12 pts./CRS)
CRS installation test (12 pts.)
Vehicle based assessment, including airbag warning marking, airbag disabling, provision of three-point belts, the suitability for
universal seats, Gabarit, ISOFIX and integrated CRS (13 pts.)
Read more about the child occupant assessment on page 79
The pedestrian protection assessment is based on leg impact, hip impact and head impact. Read more on page 73.
Safety Assist
The category Safety Assist assesses the provision of Seat Belt Reminders (3 Pts.), Speed Assistance Systems (3 Pts.) and ESC (3 pts.).
Read more on page 96.
32
Happy to put their head on the line for you.
ADAC Crash Test Service.
K Be sure of success: Crash test system in the ADAC Technical Centre,
Landsberg, certified as official EuroNCAP Test House.
K As early as the development stage:
Be certain of passing important tests.
K Full-scale, sled, pedestrian protection tests:
All tests conducted in strict confidentiality.
ADAC e.V. Technikzentrum · Otto-Lilienthal-Straße 2 · 86899 Landsberg am Lech
Telephone: +49 (0) 81 91 93 86 41 · testing@adac.de · www.adac.de/technikzentrum
SafetyWissen
New
Euro NCAP: 2013 - 2016 Changes w.r.t. the previous year are indicated by a yellow background
2013 SA fitment req.:

Offset Frontal Impact 16 Dyn. Tests Frontal 16 Head Impact 24 Seat Belt Reminder 3 100%
Side Impact (MDB) 8 Dyn. Tests Side 8 Leg Impact 6 Speed Assistance Syst. 3 50%
Side Impact (Pole) 8 Installation of CRS 12 Upper Leg Impact 6 ESC 3 100%
Whiplash Front 4 Vehicle 13 SafetyWissen by
max. score (1) 36 49 36 9

normalised score (2) actual score / (1) actual score / (1) actual score / (1) actual score / (1)
weighting (3) 50% 20% 20% 10% Overall Score (5)
weigthted score (4) (2)x(3) (2)x(3) (2)x(3) (2)x(3) ∑(4)
Rating minimum normalised (2) / actual score by box for the respective star rating min overall score (5)
 80% 28.8 60% 29.4 60% 21.6 65% 5.85 80%
 70% 25.2 60% 29.4 50% 18 55% 4.95 70%
 40% 14.4 30% 14.7 25% 9 30% 2.7 60%
 30% 10.8 25% 12.25 15% 5.4 20% 1.8 55%
 20% 7.2 15% 7.35 10% 3.6 10% 0.9 45%

Side Impact (MDB) 8 Dyn. Tests Side 8 Leg Impact 6 Speed Assistance Syst. 3 50%
Side Impact (Pole) 8 Installation of CRS 12 Upper Leg Impact 6 ESC 3 100%
Whiplash Front 2 Vehicle 13 LDW / LKD 1 50%
Whiplash Rear 1 AEB Interurban 3 50%
AEB City 3 SafetyWissen by
max. score (1) 38 49 36 13

 80% 30.4 75% 36.75 60% 21.6 65% 8.45 75%
 70% 26.6 60% 29.4 50% 18 55% 7.15 65%
 50% 19 30% 14.7 40% 14.4 30% 3.9 50%
 30% 11.4 25% 12.25 20% 7.2 20% 2.6 40%
 20% 7.6 15% 7.35 10% 3.6 10% 1.3 30%
Tables are based on Euro NCAP Assessment Protocol – Overall Rating, Version 6.0 and Euro NCAP Rating Review - Report from the
Ratings Group Version 2.1
34
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testing
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SafetyWissen
New
Euro NCAP: 2013 - 2016 Changes w.r.t. the previous year are indicated by a yellow background

Full-width Frontal Impact 8 Dyn. Tests Side 8 Leg Impact 6 Speed Assistance Syst. 3 70%
Side Impact (MDB) 8 Installation of CRS 12 Upper Leg Impact 6 ESC 3 100%
Side Impact (Pole) 8 Vehicle 13 LDW / LKD 1 50%
Whiplash Front 2 AEB Interurban 3 50%
Whiplash Rear 1
max. score (1) 38 49 36 13

 80% 30.4 75% 36.75 65% 23.4 70% 9.1 75%
 70% 26.6 60% 29.4 50% 18 60% 7.8 65%
 50% 19 30% 14.7 40% 14.4 40% 5.2 50%
 30% 11.4 25% 12.25 20% 7.2 20% 2.6 40%
 20% 7.6 15% 7.35 10% 3.6 10% 1.3 30%

Full-width Frontal Impact 8 Dyn. Tests Side 8 Leg Impact 6 Speed Assistance Syst. 3 100%
Side Impact (MDB) 8 Installation of CRS 12 Upper Leg Impact 6 ESC 3 100%
Side Impact (Pole) 8 Vehicle 13 AEB Pedestrian 6 LDW / LKD 1 70%
Whiplash Front 2 AEB Interurban 3 70%
Whiplash Rear 1
max. score (1) 38 49 42 13

 80% 30.4 75% 36.75 65% 27.3 70% 9.1 75%
 70% 26.6 60% 29.4 55% 23.1 60% 7.8 65%
 50% 19 30% 14.7 40% 16.8 40% 5.2 50%
 30% 11.4 25% 12.25 20% 8.4 20% 2.6 40%
 20% 7.6 15% 7.35 10% 4.2 10% 1.3 30%
36
Passive Safety
New
UpDate Seminar: Euro NCAP 2013+
Description Who should attend

The Euro NCAP is going to change drastically during the years The seminar addresses engineers in the development of OEMs
2013-2016. After the introduction of the SafetyAssist category and suppliers, which are included in the development and verifi-
and the overall rating in 2009, the focus is now put on the ex- cation of active and passive safety. In addition it offers managers
pansion of the test and rating of accident mitigation technology the opportunity to get an insight in goals and methods of the Euro
for occupant and pedestrian protection. The required tests will be NCAP procedures and discuss it with experts from Euro NCAP.
gradually introduced from 2013.
In addition there are numerous changes and amendments for Course contents
passive safety. The child occupant safety will be reworked start- Introduction Euro NCAP
ing 2013, the World SID, the Flex PLI as well as the new Q-child Why a new rating? Overview and guidelines
dummies will replace current dummies. After all a new full frontal Adult Occupant Protection - new Tests, Dummies and
against the rigid barrier will require new development in restraint Barriers
systems. AEB City
Safety Assist - SAS, ESC, SBR, LDW, AEB Interurban
The UpDate Seminar goes into detail on all changes and gives Child Occupant Protection
answers on the following questions: Flex PLI - Grid Procedure - AEB Pedestrian
Overall Rating, new rounding
How will the new full width test be performed and rated? Future and Q&A
How will the whiplash rating be extended to the rear seats?
When and how will the emergency braking systems
implemented in the rating? Course objectives
What will the new child occupant safety rating be like? The seminar targets the changes in the Euro NCAP procedures
How will Speed Assist systems be rated in 2013? from 2013-2016. Participants will understand the changes, the
How will the balancing fort he overall rating develop? new requirements as well the schedule for the rating.
How will the rounding in the new integer procedure work?
The UpDate seminar will be hosted in cooperation with Euro NCAP

in Brussels. The date is right before the Manufacturer’s Viewing of
Euro NCAP so that participants can join the viewing afterwards.
Discuss all details and planned changes with Euro NCAP expert,
Director and Professor Andre Seeck (President), Dr. Michiel van
Ratingen (General secretary), Richard Schram (Technical Man-
ager) and Dirk-Uwe Gehring (General Manager BGS). Use this
opportunity to prepare yourself for the new rating.
Course Instructors:
Dirk-Uwe Gehring, Managing Director BGS Böhme & Gehring GmbH

Dr. Michiel van Ratingen, Secretary General Euro NCAP
Richard Schram, Technical Manager Euro NCAP
Director and Professor Andre Seeck, President Euro NCAP
05.-06.03.2013 2199 Brussels 2 Days 1.290,- EUR till 05.02.2013, thereafter 1.490,- EUR
37
Passive Safety
Knee Mapping Workshop

The Euro NCAP Test Procedure
The Euro NCAP plays a leading role among the tests assessing Overview of Euro NCAP crash tests
the passive safety of vehicles in Europe. Its influence now also ex- Euro NCAP requirements in the knee area
tends to other countries. Recently the knee impact test procedure Knee modifier, knee mapping test procedure
within the Euro NCAP frontal impact test was modified, the goal Sled test procedure for knee impact
being a less subjective assessment. A hard contact or a sharp Discussion of the assessment procedure and possibilities of
edge in the knee area implies the danger for a car manufacturer to interpretation
be punished with a so-called knee modifier (reduction in points). Workshop with analysis of test vehicles, which can be
The knee modifier is the most frequent penalty within the Euro provided by participants
NCAP and impairs some vehicles` otherwise 5-star ratings. The Future development of the test procedure
allocation of a knee modifier often is a controversial decision. If a
knee modifier has been allocated by the Euro NCAP inspector the
car manufacturer has the possibility of proving - by means of a Who should attend
complex sled test procedure - that the modifier was not justified. The seminar addresses specialists from the field of crash, en-
After a short introduction the main focus of the workshop is on gineers and technicians from numerical simulation and testing,
the current Euro NCAP assessment procedure for frontal impact project engineers and managers who want to have a first-hand,
in the knee area (knee mapping). The current requirements will up-to-date information and hints on how to avoid knee modifiers
be explained in detail, in particular the knee modifiers „Variable in Euro NCAP.
Contact“ and „Concentrated Loading“, the areas of inspection and
the threshold values. Positive / negative examples will facilitate
„The workshop was very informative and relevant. The final ana-
the participants’ understanding of the requirements and the as-
lysis of a test vehicle was very helpful.“
sessment procedure. Participants will learn how to avoid a modi-
Ray Longbottom,
fier. The sled test procedure will also be explained and discussed
SAIC Motor UK Technical Centre Ltd., UK
in detail.
In the afternoon a demo vehicle, which can be provided by par-
ticipants, will be analysed. Ralf Ambos, Euro NCAP inspector, can
give valuable hints here.
A perspective regarding the future development of the test proce-
dure will be given at the end of the seminar.
Course Instructor:
Ralf Ambos, Dekra Automobil GmbH

Ralf Ambos studied automotive technology at the university for technology and economy in Dresden, Germany. He has worked as a project manager
in passive vehicle safety for eight years. In 2004 he was trained as an inspector for Euro NCAP. In 2009 he joined Dekra Automobil GmbH.

SafetyWissen
U.S. NCAP
Tests and Criteria
0o
56 km/h ES-2 re SID IIS 32 km/h

62 75°
km
/h
/2
7°

50% 5% 55 km/h
Rigid 254 mm Pole

MDB, 1368 kg
SID IIs
45
4545
44 44 45
44
44
Injury Criteria Injury Risk Curves
Injury Risk Risk
Injury Curves for Frontal
Curves NCAP
for Frontal NCAP (HIII 5F dummy):
Injury Risk Curves for Frontal NCAP (HIII
(HIII5F dummy):
Injury Risk Curves for Frontal NCAP (HIII 5F5Fdummy):
dummy):
FRONTAL IMPACT (HIII(HIII
50M dummy): Injury Criteria Risk Curve
(HIII 50M 50M dummy):
dummy): Injury Criteria
InjuryCriteria
Injury Criteria Risk Curve
RiskCurve
Risk Curve
(HIII 50M dummy):
Injury
Injury
Criteria
Injury Criteria
Criteria
Injury Criteria
Hybrid III
Risk Curve
Risk Risk
Curve50% (Driver)
Curve
Risk Curve
Hybrid III 5% (Passenger)
⎛ ln(⎛HIC
ln( HIC
HIC 15) −−
15)
7.45231 ⎞⎞⎟ ⎞⎟ Head
− 7.45231 ⎛⎛ ln( HIC15) − 7.45231
Head
Head Head PheadP(AIS
P head (AIS
(AIS + )) 3=
33+ ) =⎛⎜⎜ ln(
=+Φ
Φ Φ ⎜ ⎛ ln(15)
HIC7.45231
15) − 7.45231 ⎞ P ln( HIC15)
15)− 7.45231 ⎞
7.45231⎟⎞⎞ ⎞
0.73998 ⎟⎠⎠ ⎠(HIC head (AIS
(AIS 3 3++ )) =
=Φ ln(HIC
Φ⎜⎛⎜⎝ ⎛⎜ln( −−7.45231
Head
head P
head (AIS 3+⎝ ⎝) = Φ
⎝ ⎜ 0.73998 ⎟Head 15)
) Head Head PP
(HIC
(HIC15
(HIC(HIC
15)
15)
) 0.73998 15)
Pheadhead (AIS 3+ ) = Φ
HIC 0.73998 ⎟⎠ ⎟
head (AIS 3+ ) = Φ ⎜
0.73998 Head ⎟⎠ ⎠
(HIC
15 15) ⎝ ⎠ 151515)) )
(HIC
(HIC ⎝⎝ 0.73998
0.73998
where
wherewhereΦ=
Φ =Φcumulative
= cumulative
cumulative normal
normal
normal distributi
distributi
distributi on on
on
(HIC
Φ= cumulative
= cumulative ⎝ 0.73998
normal distribution ⎠
where Φ = cumulative normal distributi on where Φ
whereΦΦ==cumulative
where cumulativenormal normal distribution
normaldistribution
distribution
1 11
1 where 1
ChestChest
Chest
Chest
Chest P Pchest (( AIS
_ defl 33+
( AIS+))3=
=+) = Chest Pchest _ defl (( AIS
AIS 33+)) = = 1
11
_ defl ( AIS 3+ ) = 10.5456
(deflection
(deflection in mm)in mm) Pchest
chest
P__chest
defl AIS Chest 0.4612 ( AIS33+
++) )==1 + e10.5456
0.4612
(deflection in mm) defl
+ 10.5456 −1.568*(
10.5456 −1.568*(
1.568*( ChestDefl Chest
)in
0.4612
(deflection
))Chestin mm) PPchest_ _defl
defl( AIS −1.7212*(ChestDefl ) 0.4612
1 + 1e +
(deflection
(deflection in mm)in mm) − ChestDefl 0.4612 Pchest
1 e e 10.5456−1.568*( (deflection
ChestDefl
(deflection )mm)
inin mm) chest _ defl 10.5456 −1.7212*(
10.5456 −1.7212*( ) 0.4612
) 0.4612
1+ e ChestDefl
(deflection mm) 11++e10.5456 −1.7212*(
ChestDefl
ChestDefl ) 0.4612
Femur 1 + ee ChestDefl
Femur 1
Femur P ( AIS 2+ ) = 1
(force in kN)
11 Femur
FemurFemur
FemurFemur 11 1 Femur
(force
(forcein kN) PP( AIS
( AIS222+
++) )==1 + e 5.7949 − 0.7619 _ Force
22 +
+ ))2= ininkN)
Femur kN)
(force(force
in kN)in kN)
(force in kN)
(force
(force in in
kN)kN) P P ( AIS
P (( AIS + ) = 5.7955.795
= 1 _ Force (force P ( AIS ) = 11++e e5.7949 − 0.7619
5.7949 Femur
− 0.7619 _ Force
Femur _ Force
P ( AIS
AIS 2 +11)+
+=1ee +5.795 − 0.5196
− 0.5196
e − 0.5196
FemurFemur _ Force
Femur _ Force
5.795 − 0.5196 Femur _ Force
1 + e 5.7949 −0.7619 Femur _ Force
1
11+ e1 Neck
Neck
Pneck_Nij (AIS3+) =
Pneck_Nij (AIS3 +) =
11
1−1.9688 Nij
Neck Pneck_Nij +
(AIS3 )) = 1
=+)+=) =3.22693.2269
Neck
(Nij
Neckand PP neck_Nij (AIS3
(AIS3 ++) )==11 + e 3.2269
Neck Neck
P (AIS3 1Nij Nij ++e e3.2269 −1.9688
Neck 3.2269 −1.9688
Pneck_Nij
neck_Nij (AIS3
Pneck_Nij +
(AIS3 −1.9688
−1.9688 (Nij
(Nijand
and
tension/compression in
neck_Nij
1 3.2269 −1.9688
Nij
Nij
(NijNeck 1+ e
1 + ee13.2269 Nij
Nij and
Nij and and tension/
(Nijtension/compression
and tension/compression
tension/compression
in in
in
1 + e −3.2269
1.9688 Nij (Nij
−1.9688 Nij tension/compression
and inin
tension/compression 1
(Nij and
kN)tension/compression
kN) in 1+ e kN)
tension/compression in Pneck _ Tens ( AIS 3+) = 11
kN)compression
kN) in kN) 1
1 1 kN)
kN) Pneck 52
_ Tens ( AIS
52 ( AIS33+ +
3+)) )=
==1 + e10.958−3.770 1 Neck _ Tension
P P ( AIS (
Tens AIS 3+) =3 +
AIS ) =
3 + ) = 1 kN) PP _ ( AIS 10.958 − 3.770 Neck_
Tens_ (Tens
neck Tens 10.958 −3.770 _ Tension
neck _neck
Pneck _P ( 3 + ) =
10.9745 − 2.375
10.9745 − 2.375 _ Tension
_ Tension
Neck Neck neck _ Tens 11++e10.958 −3.770
Neck Tension
_ Tension
1 + e1 +1e+ e10.9745− 2.375 Neck _ Tension 1+ ee
AIS 10.9745 − 2.375 _ Neck
neck _ Tens 1 e Neck Tension 1
5252( AIS 3+) =
Pneck _ Comp 11
+ 1 11
1 Pneck ( AIS
( AIS33+
+
3+)) )= 1
==1 + e10.958−3.770 Neck _ Compression
+)) =
Injury(Risk RiskCurves
Curves forSideSideNCAP
NCAP _ _Comp
PInjury AIS(33AIS =3+3) =) = PP (
P for
Pneck _ Comp
neck _neck ( AIS
_ Comp − 2.375
neck Comp
neck _ Comp AIS 10.958
11++e10.958 −
10.958 3.770
−3.770 _
Neck_ _Compression
Neck 53
+ e10.9745 − 2.375 _ Compression Compression
neck _ Comp ( AIS1 + −3.770
10.9745 Neck _ Compression
PComp ee110.9745 − 2.375 Neck Neck
_ Compression
Pneck = max imum(Pneck_Nij 1 + e e, Pneck Neck Compression
1 + 1 + 10.9745− 2.375 Neck _ Compression
Pneck ==max (P(P ,P _ Tens , P neck _ Comp ))
PP maximum ,P Comp) )
Injury (ES-2re
Risk 50M
Curves dummy):
for Sidee NCAP imum PP
P P=
Injury
Pneck =P max
max=Riskmax
(ES-2re
imum Curves
imum(P50M (Pfor
(Pneck_Nij
Side
dummy):
,, P ,NCAP
P_ Tens_ ,,Tens , P_ Comp
Pneck )) ) neck= max imum (P neck_Nij
neck_Nij , neck _ Tens
_ , ,P neck_
neck
_ _Comp
Comp
neck neck neck_Nij _ Comp
imum Pneck Tens Pneck _neck
neck _neck neck P neck Tens
neck_Nij neck _ Tens , neck
neck = max imum(Pneck_Nij , Pneck _ Tens , Pneck _ Comp )
neck_Nij Comp
InjuryCriteria
Injury Criteria (ES-2re50M
(ES-2re RiskCurve
50Mdummy):
dummy):
Risk Curve
Pjoint = 1-(1-Phead)x(1-Pneck)x(1-Pchest)x(1-P
(SID-IIs 5F) dummy):
femur
InjuryCriteria
Injury Criteria RiskCurve
Risk Curve Injury Criteria Risk Curve
SIDE IMPACT (MDB & Pole Test)
Head
Head ln(HIC
⎛ln(
ES-2re 50% 36)−−7.45231
HIC36) 7.45231⎞⎞ SID-IIs 5%
(HIC3636) )
(HIC PPhead (AIS3++))==ΦΦ⎛⎜⎜
head(AIS3 ⎟⎟ 53
Head
Head
Head ⎝ln(HIC
⎛⎝⎛ln( 0.73998
0.73998
36)−−7.45231
HIC36) 7.45231⎞⎠⎞⎠ ⎛ ln( HIC 36) − 7.45231 ⎞
(HIC
(HIC 36)36) PP (AIS3
(AIS3 ++) )==ΦΦ⎜ ⎜ ⎟ ⎟
Head Phead (AIS3+ ) = Φ⎜ ⎟
(HIC36) head
head
where cumulativenormal
where ΦΦ==cumulativenormal
⎝⎝ 0.73998 distribution
distribution
0.73998 ⎠⎠
(HIC36) ⎝ 0.73998 ⎠
Chest cumulativenormaldistribution
whereΦΦ==cumulativenormal
where distribution Φ = cumulative
where(SID-IIs 5F dummy):
normal distribution
Chest
11
chest((AIS
AIS33++))==
(ribdeflection
(rib deflectioninin Injury Criteria Risk Curve
Chest mm) PPchest 5.3895−0.0919*max.rib
11++ee5.3895−0.0919*max.
Chest
Chest
mm)
(rib deflection 11 Pelvis
ribdeflection
deflection
p pelvis ( AIS 2+) =
1
(rib
(rib deflection
deflection inin ( AIS3+
Pchest( AIS
Pchest 3+) )== (acetabular
mm)
in mm)
mm) 5.3895
5.3895 +rib
−0.0919*max.rib
−0.0919*max. iliac force in N)
1 + e 6.3055−0.00094 *F
11++ee deflection
deflection
⎛ ln( HIC 36)and
where F is the sum of acetabular − 7.45231 ⎞
iliac force
11 (HIC
Abdomen(total
Abdomen (total
Abdomen
Head P (AIS3+ ) = Φ⎜ ⎟
abdominal forceinin in the Shead
ID − IIs dummy ⎝in Newtons
abdomen((AIS
AIS33++)) ==
abdominal force ) 36 0.73998 ⎠
(totalN)
abdominal
N) PPabdomen
Abdomen
Abdomen
abdominal
(total
(total
force
N) inin 11++ e
e 11
6.04044
6.04044 − − 0.002133*
0.002133* FF where Φ = cumulative normal distribution
abdominal force
force in
N)N) PPabdomen ( (AIS
AIS 33++)abdominal
)== force force6.04044 − 0.002133*
11++ee6.04044 0.002133*
abdomenwhere
where FF=total
=total abdominal (N)inin−
(N) ES-2re
ES-2re FF
Pelvis
Pelvis 1
whereF F=total
where =totalabdominal11force
abdominal force(N) ES-2re (acetabular
(N)ininES-2re p pelvis ( AIS 2+) =
Pelvis(Force)
Pelvis
(Force) (Force) pelvis((AIS
PPpelvis AIS33++))==
7.5969−−0.0011*
0.0011*FF
+ iliac force in N)
1 + e 6.3055−0.00094 *F
11++ee7.5969
11
Pelvis(Force)
Pelvis (Force) P
Pwhere
where
pelvis
pelvis (FAIS
( AIS +3the
isis3the )pubic
)+= =pubic force
force in the ES
ES - - 2re
2re in Newtons
where F is the sum of acetabular and iliac force
e 7.5969
1 +e 7.5969 − 0.0011*
− 0.0011*
F in the FF in Newtons
1+ in the SID − IIs dummy in Newtons
whereFFisisthe
where thepubic
pubicforceforceininthetheESES- 2re
- 2reininNewtons
Newtons
SafetyWissen by Pjoint = 1-(1-Phead)x(1-Pchest)x(1-Pabdomen)x(1-Ppelvis) Pjoint = 1-(1-Phead)x(1-Ppelvis)
39
SafetyWissen
U.S. NCAP: Injury Risk Curves Hybrid III 50% ES-2re 50%
Hybrid III 5% SID-IIs 5%
multiple Dummys SafetyWissen by
40% 40%
35% 35%
30% 30%
Pchest (AIS 3+)

Phead (AIS 3+)
25% 25%
20% 20%
15% 15%
10% 10%
5% 5%
0% 0%
200 400 600 800 1000 1200 1400 1600 5 10 15 20 25 30 35 40 45 50 55 60
HIC (15 / 36) Chest Deflection (mm)
40% 40%
35% 35%
30% 30%
Pabdomen/pelvis (AIS 3+)
Pfemur (AIS 2+)
25% 25%
20% 20%
15% 15%
10% 10%
5% 5%
0% 0%
2 3 4 5 6 7 8 9 10 11 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500
Femur (Force in kN) Abdomen / Pelvis (Force in N)
40% 40%
35% 35%
30% 30%
Pneck_tens/compr (AIS 3+)
Pneck_Nij (AIS 3+)
25% 25%
20% 20%
15% 15%
10% 10%
5%
5%
0%
0%
1,5 2 2,5 3 3,5 4 4,5
0 0,2 0,4 0,6 0,8 1 1,2 1,4
Neck (compression/tension Force in kN) Neck (Nij)
40
High Speed Solutions
Intuitive high-speed camera systems of the i-SPEED family
Whether material testing or crashtest - one of the high-speed camera systems of the
i-SPEED family offers in any case the correct solution for your application.
For more informations please contact:
Olympus Deutschland GmbH
Inspection & Measurement Systems
Tel. 040 23773-4239 / Mail: ims@olympus.de
www.olympus.de
EN_Satzspiegel_i-SPEED Range_SafteyCompanion_2013_11-2012.indd 1 19.11.2012 09:18:14
One stop solution for vehicle safety

Vehicle safety as a part of complete vehicle engineering focuses – beyond the classic tasks
such as development of structures, restraining systems, pedestrian protection systems and
the interior – on the integration of active safety features.
• Feasibility study & concept development

• Body in white safety engineering
• Restraint system development & integration
• Pedestrian protection with active & passive systems
• Free Motion Headform development
• Virtual approach & alternative test methods
• Active safety
• Safety testing www.magnasteyr.com
SafetyWissen
U.S. NCAP:
Rating Scheme
Frontal Crash Test Side Pole Test Side MDB Test Rollover Test
Driver Passenger Front Seat Front Seat Rear Seat
Injury Criteria Injury Criteria Injury Criteria Injury Criteria Injury Criteria
Probabilty of Probabilty of Probabilty of Probabilty of Probabilty of Probabilty of

Injury (Risk Curves) Injury (Risk Curves) Injury (Risk Curves) Injury (Risk Curves) Injury (Risk Curves) Rollover
Pjoint Pjoint Pjoint Pjoint Pjoint Proll
RR*=Pjoint/base** RR*=Pjoint/base** RR*=Pjoint/base** RR*=Pjoint/base** RR*=Pjoint/base** RR*=Proll/base**
Stars Stars
Passenger (20%) (80%)
Driver Stars Rear Seat Stars
Stars
(50%) Front Seat Stars (50%) Overall Rollover
(50%)
(50%) Star Rating
(3/12)
Overall Frontal Star Rating Overall Side Star Rating
(5/12) (4/12)
Vehicle Safety Score (VSS)

SafetyWissen by
*RR = relative risk; **base = baseline risk = 15%
Rating procedure
Using the Injury Risk Curves on pages 30 and 31, the risk of a serious injury (AIS 3+) can be calculated from the injury criteria
measured in the crash test. The joint risk for an occupant can be determined using the following formulae:
Frontal Impact: Pjoint = 1 − (1 − Phead ) × (1 − Pneck ) × (1 − Pchest ) × (1 − Pfemur )
Side Impact: Pjoint =1−(1− Phead)×(1− Pchest)×(1− Pabdomen)×(1− Ppelvis)

This risk is compared to a so called baseline risk which was set to 15 %. This ratio is called relative risk (RR) from which the star
rating is determined using the following table:
RR 0 0,67 1 1,33 2,67
Stars     
42
BIA Deutschland GmbH
Hansaring 22 | D-63843 Niedernberg
Tel: +49 (0) 6028 9930-0 | Mail: info@biadeutschland.de
AUTOMOTIVE SAFETY
AUTOMOTIVE SAFETY TESTING

Instrumented Crash Wall  Universal Impact Simulation  Seat Belt Anchorage  Head &
Seat Back Restraint  Roof Crush & Door Intrusion  Acceleration-Deceleration Sled  Sled
Crash Facility  Laser-Measurement Device  Bumper Pendulum
ENGINE & POWERTRAIN
VEHICLE DYNAMICS
Roof Crush & Door Intrusion Test System BIA Universal Impact Simulation Test System COMPONENTS
AEROSPACE NDT
CLIMATIC CHAMBERS
Seat Belt Anchorage Test System FMVSS 226 Ejection Mitigation, the 11th
impactor available with BIA Universal Impact
Simulation Test System
Beyond Expectations
Your global partner who will optimize your automotive testing investment.
Automotive Safety Testing  Engine & Powertrain Testing  Vehicle Dynamics Testing
 Components for Test Systems  Climatic Test Chambers
www.bia.fr
BIA France | ZA les Boutries | 8 rue de l’Hautil | FR-78700 Conﬂans Sainte Honorine | Tel: +33 1 34 90 22 22 | Mail: info@bia.fr
SafetyWissen
IIHS Rating Testing Protocol Version XIII (May 2008)

Frontal Impact
SafetyWissen by Good Acceptable Marginal Poor
Head/Neck
HIC-15 ≤ 560 561 - 700 701 - 840 > 840
Nij ≤ 0,80 0,81 - 1,00 1,01 - 1,20 > 1,20
Neck axial tension (kN) ≤ 2,6 2,7 - 3,3 3,4 - 4,0 > 4,0
Neck compression (kN) ≤ 3,2 3,3 - 4,0 4,1 - 4,8 > 4,8
ares peak Values > 70 g result in downgrading
Chest
a3ms ≤ 60 61 - 75 76 - 90 > 90
Sternum deflection (mm) ≤ 50 51 - 60 61 - 75 > 75
Sternum deflection rate (m/s) ≤ 6,6 6,7 - 8,2 8,3-9,8 > 9,8
Viscous criterion (m/s) ≤ 0,8 0,9 - 1,0 1,1 - 1,2 > 1,2
Legs & Feet
Femur axial force (kN) ≤ 7,3 @ 0ms 7,4 - 9,1 @ 0ms 9,2 - 10,9 @ 0ms >10,9 @ 0ms
(Force duration corridors) ≤ 6,1 @ 10ms 6,2 - 7,6 @ 10ms 7,7 - 9,1 @ 10ms > 9,1 @ 10ms
Tibia-femur displacement (mm) ≤ 12 13-15 16-18 > 18

Tibia index (upper, lower) ≤ 0,80 0,81 - 1,00 1,01 - 1,20 > 1,20
Tibia axial force (kN) ≤ 4,0 4,1 - 6,0 6,1 - 8,0 > 8,0
Foot acceleration (g) ≤ 150 151 - 200 201 - 260 > 260
Seat / Head restraints Testing Protocol Version 3 (Mar 2008)
Static Assessment
Backset (mm) ≤ 70 71 - 90 91 - 110 > 110
Distance from top of head (mm) ≤ 60 61- 80 81 - 100 > 100
Dynamic Assessment (see also page 70)
Vector sum of the standardized < {0.450}2 {0.450}2 - {0.825}2 > {0.825}2
shear (FX) and tension (FZ)
values
{FX / 315}2 + {(FZ – 234) / 1131}2
Time to head restraint contact (ms) for values > 70 ms the rating is reduced by one level*
T1 acceleration (g) for values > 9,5 the rating is reduced by one level*
* only if both exceed the given level
The overall rating equals the static or dynamic rating, whichever is worse. Exceptions:
If the static rating is „acceptable“ but the backset is sufficient for a „good“ rating and the dynamic rating is „good“ then
the overall rating is also „good“.
If the static rating is „marginal“ or „poor“ no dynamic test is made and the overall rating is „poor“.
44
SafetyWissen
IIHS Rating Testing Protocol Version VI (Oct 2012)

Side Impact
Head/Neck
HIC-15 ≤ 623 624 - 779 780 - 935 > 935
Neck axial tension (kN)* ≤ 2,1 2,2 - 2,5 2,6 - 2,9 > 2,9
Neck compression (kN)* ≤ 2,5 2,6 - 3,0 3,1 - 3,5 > 3,5
Brust/Torso
Shoulder deflection (mm) Values > 60 result in downgrading
Ø Rib deflection (mm) ≤ 34 35 - 42 43 - 50 > 50
Worst Rib deflection (mm) 51 - 55 > 55
Deflection rate (m/s) ≤ 8,20 8,21 - 9,84 9,85 - 11,48 > 11,48
Viscous criterion (m/s) ≤ 1,00 1,01 - 1,20 1,21 - 1,40 > 1,40
Pelvis & Left Femur
Acetabulum force (kN) ≤ 4,0 4,1 - 4,8 4,9 - 5,6 > 5,6
Ilium force (kN) ≤ 4,0 4,1 - 4,8 4,9 - 5,6 > 5,6
Combined acetabulum and ≤ 5,1 5,2 - 6,1 6,2 - 7,1 > 7,1
ilium force (kN)
Femur A-P force (3 ms clip, kN) ≤ 2,8 2,9 - 3,4 3,5 - 3,9 > 3,9
Femur L-M force (3 ms clip, kN) ≤ 2,8 2,9 - 3,4 3,5 - 3,9 > 3,9
Femur A-P bending moment ≤ 254 255 - 305 306 - 356 >356
(3 ms clip, Nm)
Femur L-M bending moment ≤ 254 255 - 305 306 - 356 >356
(3 ms clip, Nm)
Testing Protocol Version II (Oct 2012)

Roof Crush (see page 56)
SWR = Fmax / m x g ≥ 4,00 3,99 - 3,25 3,24 - 2,50 < 2,5
Top Safety Pick

Criteria for Top Safety Pick award:
„Good“ rating in all 4 categories
ESC standard or optional
45
SafetyWissen
New
IIHS Rating: Small Overlap Testing Protocol Version I (Oct 2012)
Structure Rating  Good Acceptable Marginal Poor

Lower Occupant Compartment Intrusions in mm
lower hinge pillar (resultant)
footrest (resultant)
left toepan (resultant) ≤ 150 ≤ 225 ≤ 300 > 300
brake pedal (resultant)
parking brake pedal (resultant)
rocker panel (lateral) ≤ 50 ≤ 100 ≤ 150 > 150
Upper Occupant Compartment Intrusions in mm
steering column (longitutinal) ≤ 50 ≤ 100 ≤ 150 > 150
upper hinge pillar (resultant)
upper dash (resultant) ≤ 75 ≤ 125 ≤ 175 > 175
left instrument panel (resultant)
Injury Rating
Head/Neck  Good Acceptable Marginal Poor
HIC-15 ≤ 560 ≤ 700 ≤ 840 > 840
Nij ≤ 0,80 ≤ 1,00 ≤ 1,20 > 1,20
Neck axial tension (kN) ≤ 2,6 ≤ 3,3 ≤ 4,0 > 4,0
Neck compression (kN) ≤ 3,2 ≤ 4,0 ≤ 4,8 > 4,8
ares peak Values > 70 g result in downgrading
Chest  Good Acceptable Marginal Poor
a3ms ≤ 60 ≤ 75 ≤ 90 > 90
Sternum deflection (mm) ≤ 50 ≤ 60 ≤ 75 > 75
Sternum deflection rate (m/s) ≤ 6,6 ≤ 8,2 ≤ 9,8 > 9,8
Viscous criterion (m/s) ≤ 0,8 ≤ 1,0 ≤ 1,2 > 1,2
Thigh and Hip  Good Acceptable Marginal Poor
KTH Injury Risk (%) ≤5 ≤ 15 ≤ 25 > 25
Leg & Foot  Good Acceptable Marginal Poor
Tibia-femur displacement (mm) ≤ 12 ≤ 15 ≤ 18 > 18
Tibia index (upper, lower) ≤ 0,80 ≤ 1,00 ≤ 1,20 > 1,20
Tibia axial force (kN) ≤ 4,0 ≤ 6,0 ≤ 8,0 > 8,0
Foot acceleration (g) ≤ 150 ≤ 200 ≤ 260 > 260
46
SafetyWissen
New
Restraints & Dummy Kinematics Rating

Rating system based on a demerit system Demerits
Frontal Head Protection
Partial frontal airbag interaction 1
Minimal frontal airbag interaction 2
Excessive lateral steering wheel movement (>100 mm) 1
Two or more head contacts with structure 1
Late deployment or non deployment of frontal airbag automatic Poor
Lateral Head Protection
Side head protection airbag deployment with limited forward coverage 1
No side head protection airbag deployment 2
Excessive head lateral movement 1
Front Chest Protection
Excessive vertical steering wheel movement (>100 mm) 1
Excessive lateral steering wheel movement (>150 mm) 1
Occupant containment and miscellaneous
Excessive occupant forward excursion 1
Occupant burn risk 1
Seat instability 1
Seat attachment failure automatic Poor
Vehicle door opening automatic Poor
Restraints & Kinematics  Good Acceptable Marginal Poor

Sum of Demerits ≤1 ≤3 ≤5 >5
Small Overlap Overall Rating

Rating system based on a demerit system. Demerits result from the results in the injury, structure and restraints &
kinematics ratings.
Component Rating Good Acceptable Marginal Poor
Vehicle Structure Rating  0 2 6 10
Head/Neck Injury Rating  0 2 10 20
Chest Injury Rating  0 2 10 20
Thigh and Hip Injury Rating  0 2 6 10
Leg and Foot Injury Rating  0 1 2 4
Restraints / Kinematics Rating  0 2 6 10
The overall rating depends on the sum of demerits
Overall Rating Good Acceptable Marginal Poor
Sum of demerits ≤3 ≤9 ≤ 19 > 19
47
SafetyWissen
UpDate
Australasian NCAP (ANCAP)

ANCAP was harmonized with Euro NCAP until 2009. The harmonization ended with the introduction of Euro NCAP‘s overall rating in 2009.
ANCAP has now developed a new overall rating scheme that will be introduced in the period from 2011 -2017.
Frontal Impact Barrier Side Impact Safety Assist Pedestrian Protection

analog Euro NCAP analog Euro NCAP Technologies (SAT) analog Euro NCAP
max. 16 Points max. 16 Points Assessment of the equipment Scale
with assistance systems Poor/Marginal/Acceptable/Good
Number of
Seatbelt Reminder Pole Side Impact mandatory Roof Crush
additional
systems
analog Euro NCAP (old) analog Euro NCAP (old) systems analog IIHS
max. 3 Points max. 2 Points Scale
Poor/Marginal/Acceptable/Good
Combined Score Whiplash

max. 37 Points analog IIHS/RCAR
Scale
Poor/Marginal/Acceptable/Good
Overall Rating
SafetyWissen by
The requirements on which the overall rating is based are increasing until 2017 according to the following scheme:
Score required for the
respective star rating
Frontal- and Barrier-

Side-Impact each
Pole-Side-Impact
Combinied Score
SafetyWissen by
mandatory SAT
additional SAT
Roof Crush
Whiplash
as of 20.. 13 13 17 13 13 14 15 16 17 13 14 16 17 14 16 17 13 14 15 16 17 13 14 15 16 17
 ESC
+ 3PSB1
2013 + 2014 + 2015 +
Good
Good
Good
Mar
Mar
Acc
Acc
Acc
Acc
Acc
Acc
Acc
12,5 1 1 32,5 + HPT1 = 3 4 5 6 6

HPT2 SBR 3 TT
+ SBR1
+ EBA
 2013 + 2014 +
2015 + 2016 +
Good
Good
Mar
Mar
Mar
Acc
Acc
Acc
Acc
8,5 - 1 24,5 - - - ESC 3PSB1 SBR1 1 2 3 4 5

HPT2 SBR 3 + TT
+ HPT1 + EBA
 2016 +
2013 + 2015 +
Mar
Mar
Acc
Acc
Acc
4,5 - - 16,5 - - - - - - - ESC = SBR1 + - 1 2 3 4

3PSB HPT1
EBA + TT
 2016 +
2015 +
Mar
Acc
1,5 - - 8,5 - - - - - - - - - ESC = SBR1 + - - 1 2 3

3PSB
HPT1 + TT
 2016 +
3PSB +
Mar
Acc
- - - 0,5 - - - - - - - - - - - ESC - - - - 2
SBR1 +
TT
1
front (1st row of seats) ESC: Electronic Stability Control 3PSB: 3-Point Seat Belts
2
2nd row of seats SBR: Seat Belt Reminder EBA: Emergency Brake Assist
3
fixed seats in 2nd row of seats HPT: Head-protecting technology - side airbags TT: Top Tether
More details, including a list of additional SAT, are available in the „ANCAP RATING ROAD MAP 2011-2017“ which can be downloaded from
http://www.ancap.com.au/media
48
SafetyWissen
New
Latin NCAP Rating in Adult- and Child-Occupant Protection

Adult-Occupant Protection (see p. 30) Assessment Protocol Version 2.0
Star Rating Required Score (out of max. 16 (ODB)+1(SBR) = 17 points)*

 ≥ 14+1**
 ≥ 11
 ≥8
 ≥5
 ≥2 SafetyWissen by
If the dummy response exceeds the lower performance limit head, neck or chest, the rating is limited to no more than 1 star regardless
of the total number of points scored.
* 16 points from frontal ODB impact + 1 point for seat-belt reminders on front seats
** To be eligible for 5 stars the car must score over 14 points in the ODB test. In addition, it must have the full point on SBR,
4-Channel ABS and offer some side impact performance protection (ECE R95 specifications must be met).
Child-Occupant Protection Assessment Protocol Version 2.0
Star Rating Required Score (out of max. 49 points)

 ≥ 46
 ≥ 37
 ≥ 25
 ≥ 13
 >0 SafetyWissen by
ASEAN NCAP Rating in Adult- and Child-Occupant Protection

Adult-Occupant Protection (see p. 30) Assessment Protocol Version 1.0

 ≥ 14
 ≥ 11
 ≥8
 ≥5
 ≥2 SafetyWissen by
A one star downgrade is applied if a dummy response exceeds the lower performance limit head, neck or chest (= 0 points, see p. 30)
Child-Occupant Protection Assessment Protocol Version 1.0

 ≥ 43
 ≥ 34
 ≥ 25
 ≥ 15
 >0 SafetyWissen by
49
SafetyWissen
China NCAP
Frontal Impact with 100% overlap at 50 km/h
Dummy Region Points Criteria
5 HIC 36 < 650, a3ms < 72 g
Head
0 HIC 36 > 1000, a3ms > 88 g
2 Tension: < 2,7 kN @ 0 ms / < 2,3 kN @ 35 ms / < 1,1 kN @ 60 ms
Shear: < 1,9 kN @ 0 ms / < 1,2 kN @ 25 – 35 ms / < 1,1 kN @ 45 ms
Neck
0 Tension: > 3,3 kN @ 0 ms / > 2,9 kN @ 35 ms / > 1,1 kN @ 60 ms
H III 50% front Shear: > 3,1 kN @ 0 ms / > 1,5 kN @ 25 – 35 ms / > 1,1 kN @ 45 ms
5 Compression < 22 mm, a3ms < 38 g
Chest
0 Compression > 50 mm, a3ms > 60 g
2 Femur Load < 3,8 kN, Knee Slider displacement < 6 mm
Femur/Knee
0 Femur Load > 9,07 kN @ 0 ms / > 7,56 @ 10 ms, Knee Slider displacement > 15 mm
2 TI < 0,4, Compression force < 2 kN
Tibia
0 TI > 1,3, Compression force > 8 kN
0,8 HIC15 < 500
Head
0 HIC15 > 700
0,2 Fx < 1200 N, Fz < 1700 N, My < 36 Nm
H III 5% rear Neck
0 Fx > 1950 N, Fz > 2620 N, My > 49 Nm
1 Compression < 23 mm
Chest
0 Compression > 48 mm SafetyWissen by
 max. total 18
Frontal Impact with 40% overlap at 64 km/h

Dummy Region Points Criteria
HIC 36 < 650, a3ms < 72 g
4
Tension: < 2,7 kN @ 0 ms / < 2,3 kN @ 35 ms / < 1,1 kN @ 60 ms
Head, Neck
HIC 36 > 1000, a3ms > 88 g
0
Tension: > 3,3 kN @ 0 ms / > 2,9 kN @ 35 ms / > 1,1 kN @ 60 ms
Chest
4 Femur Load < 3,8 kN, Knee Slider displacement < 6 mm
Femur/Knee
0 Femur Load > 9,07 kN @ 0 ms / > 7,56 @ 10 ms, Knee Slider displacement > 15 mm
4 TI < 0,4, Compression force < 2 kN
Tibia
0 TI > 1,3, Compression force > 8 kN
1 HIC15 < 500, Fx < 1200 N, Fz < 1700 N, My < 36 Nm
Head, Neck
0 HIC15 > 700, Fx > 1950 N, Fz > 2620 N, My > 49 Nm
H III 5% rear
1 Compression < 23 mm
Chest
0 Compression > 48 mm SafetyWissen by
 max. total 18
50
SafetyWissen
Barrier Side Impact at 50 km/h Whiplash Test at 15,65 km/h*
Dummy Region Points Criteria Dummy Region Points Criteria
4 HIC 36 < 650, a3ms < 72 g 2 < 8 m²/s²
Head NIC
0 HIC 36 > 1000, a3ms > 88 g 0 > 30 m²/s²
Compression < 22 mm, Upper Neck 1 <340 N
4
VC < 0,32 m/s Fx+ 0 > 730 N
Chest
Compression > 42 mm, 1 < 475 N
ES-2 front 0 Upper Neck
VC > 1,0 m/s
Fz+ 0 > 1130 N
4 Compression force < 1,0 kN
Abdomen 1 < 12 Nm
0 Compression force > 2,5 kN BioRID II Upper Neck My
0 > 40 Nm
4 PSPF < 3,0 kN
Pelvis Lower Neck 1 <340 N
0 PSPF > 6,0 kN
Fx+ 0 > 730 N
1 HIC15 < 500
Head Lower Neck 1 < 257 N
0 HIC15 > 700
SID-IIs rear Fz+ 0 > 1480 N
1 Pelvis Force< 3500 N
Pelvis 1 < 12 Nm
0 Pelvis Force > 5500 N Lower Neck My
0 > 40 Nm
 max. total 18 SafetyWissen by
max. dyn.
seatback -2 > 32°
Additional Points deflection
dyn. seat
Points -4 > 20 mm
displacement
Driver 0,5 Audio Signal
HRMD interfe-
Visual / Audio Signal with -2 Y/N
1 rence
SBR Passen- occupant detection the raw score Sraw is scaled to a
ger Visual / Audio Signal without maximum of 4 points, according
0,5
occupant detection to the following rule:
max. raw score 8
Side Protec- if Sraw > 7, then S = 4
1 Side / Curtain-Airbag if Sraw < 4, then S = 0
tion
else S = 4/3*Sraw - 16/3
acc. GTR 8 or FMVSS 126 or
ESC 1  max. total 4 after scaling
ECE R13H
on at least 2 seat, no failure in *similar to Euro NCAP‘s mid severity pulse (page 70)
ISOFIX 0,5
frontal impact
Where a value falls between the upper and lower limit, the score is calculated by linear
max. SafetyWissen by interpolation.
 4
total
Overall Rating
Total Score Stars

++++
≥ 60 5+ 
Find all details in:
≥ 52 ... < 60 5 
≥ 44 ... < 52 4 
≥ 36 ... < 44 3 
≥ 28 ... < 36 2 
Free Download @ carhs.com/app
< 28 1 
51
SafetyWissen
New
JNCAP 0o
ODB 40%
0o
55 km/h
Frontal Impact 64 km/h
Dummy Region Weight Points Criteria

50% 50%
Hybrid III
50%
4 HIC 36 < 650 Hybrid III
Head 0,923 5%
0 HIC 36 > 1000

4 Tension: < 2,7 kN @ 0 ms / < 2,3 kN @ 35 ms / < 1,1 kN @ 60 ms
Neck 0,231
0 Tension: > 3,3 kN @ 0 ms / > 2,9 kN @ 35 ms / > 1,1 kN @ 60 ms
Chest 0,923 Rating Scheme Frontal &
2 Femur Load< 7 kN Side Impact:
Femur 0,923
0 Femur Load > 10 kN Required
Level
2 TI < 0,4 Score
Tibia 0,923
0 TI > 1,3
5 > 10,5
max. total 12 after weighting SafetyWissen by
4 HIC15 < 500 4 >9

Head 0,8
0 HIC15 > 700
4 Fx < 1200 N, Fz < 1700 N, My < 36 Nm 3 > 7,5
Neck 0,2
0 Fx > 1950 N, Fz > 2620 N, My > 49 Nm
H III 5% rear 4 Compression < 23 mm
Chest 0,8 2 >6
0 Compression > 48 mm
Abdomen 0,8 4 4 points awarded by default
1 ≤6
4 Femur Load < 4,8 kN
Femur 0,8
0 Femur Load > 6,8 kN
Side Impact
Dummy Region Weight Points Criteria
4 HIC 36 < 650 ES-2
Head 1,0
0 HIC 36 > 1000
55 km/h
4 Compression < 22 mm 90°
Chest 1,0
0 Compression > 42 mm MDB EEVC, 950 kg
ES-2 front
4 Compression force < 1,0 kN
Abdomen 0,5
0 Compression force > 2,5 kN
4 PSPF < 3,0 kN
Pelvis 0,5
0 PSPF > 6,0 kN
52
SafetyWissen
New
Whiplash Test
Dummy Criteria Weight Points Limits
4 < 8 m²/s²
NIC 1 Rating Scheme Whiplash:
0 > 30 m²/s²
Required
Upper Neck 4 <340 N Level
score is calculated based on the worst Score
Fx+ 0 > 730 N
Upper Neck 4 < 475 N 4 > 10
Fz+ 0 > 1130 N
injury criterion
4 < 12 Nm
BioRID II Upper Neck My 3 >8
0 > 40 Nm
2
Lower Neck 4 <340 N
Fx+ 0 > 730 N 2 >5
Lower Neck 4 < 257 N
Fz+ 0 > 1480 N 1 ≤5
4 < 12 Nm
Lower Neck My
0 > 40 Nm
Where a value falls between the upper and lower limit, the score is calculated by linear interpolation (sliding scale).
Overall Rating
max. weighted
max. score weight total total
score
Occupant Protection
Full-width Frontal
Driver 12 1,250 15
Passenger 12 1,250 15
Offset Frontal
Driver 12 1,250 15
Passenger (rear) 12 1,250 15
100 208
Side Impact
Driver 12 1,042 12,5 ≥170
Passenger* 12 1,042 12,5 ≥150
Whiplash ≥130
≥110
Driver 12 0,625 7,5
<110
Passenger 12 0,625 7,5
Pedestrian Protection (see P. 73)
Head Impact 4 18,750 75
100
Leg Impact 4 6,250 25
Seat Belt Reminder
Front 50 0,08 4
8
Rear 50 0,08 4
SafetyWissen by
*for the passenger the same score as for the driver is assumed
53
Passive Safety
Test Methods for Frontal Impact and Compatibilty

The testing procedures and requirements for frontal and side Analysis of accidents
protection that came into effect in 1998 as well as the stricter Estimation of the benefits of good compatibility
requirements of Euro NCAP have contributed to significantly im- Potential testing procedures for improving compatibility
proving the safety of vehicles. Research activities in the field of compatibility
Accident analyses and vehicle-to-vehicle crash tests show, how- UN/ECE activities regarding frontal impact
ever, that there is great potential in improving the interaction of Aspects of Car-to-Truck compatibility and small overlap
vehicle structures in a crash without impairing the vehicle’s own crashes
safety.
Compared to the controlled deformation behaviour of vehicle Course objectives
structures observed in Euro NCAP tests, vehicle structures absorb The target of the seminar is to convey the status of research proj-
much less energy in vehicle-to-vehicle crash tests with an equiva- ects on frontal impact and the improvement of vehicle-to-vehicle
lent impact severity. compatibility in the legislative institutions of the Economic Com-
Through an optimal interaction of energy absorbing vehicle struc- mission for Europe of the United Nations (U/ECE).
tures the injury risk of vehicle occupants can be moved to higher
impact speeds.
In the seminar the frontal impact and compatibility test methods Who should attend
under discussion are explained and the assessment criteria devel-
oped by different institutions are presented. This includes not only The seminar is targeted at managers, project managers, engi-
the research done within the Europe (FIMCAR project) but also neers and technicians in the automotive field who deal with the
proposals and research on an international level. frontal impact and compatibility issues and who want to obtain an
Further aspects, such as the problem of car-to-truck compatibility overview of the current status of research, future test methods
and small overlap collisions are also addressed and the respective and possible regulations.
measures and proposals are explained as well.
Course Instructor:
Dr. Thorsten Adolph,

Federal Highway Research Institute (BASt)
Dr. Thorsten Adolph studied automotive engineering at the University of Applied Sciences Cologne and received his doctorate at the Institute of
Forensic Medicine at the Ruprecht-Karls University Heidelberg. Since 2009 he has been working at the German Federal Highway Research Institute
(BASt) in the department Passive Safety, Biomechanics. Here he is responsible for frontal impact, biomechanics and electro-mobility. He is a mem-
ber of the Euro NCAP Frontal Impact Group and works in international projects and committees regarding frontal impact (FIMCAR, UN-ECE IWG).

Passive Safety
Crashworthy Car Body Design

- Design, Simulation, Optimization
Course description 2. Design Methods
In the development of a car body different – sometimes conflicting CAE conform design
– design requirements have to be met. Fulfilling crash regulations Parametric and associative Design
is a key task. Therefore it is mandatory that designers have a good Possibilities and limitations
understanding of the crash behavior of mechanical structures. 3. Crash Simulation
The combination of knowledge about mechanics and the ability Finite Element Modelling of a car body
to use modern design tools allows for an efficient development Finite Element Analysis with explicit Methods
process without unnecessary design iterations. The objective of Possibilities and limitations
the seminar is to present new methods for crashworthy car body 4. Technical implementation of safety measures
design. Structure (Load estimates, design principles, energy
At the beginning of the course the mechanical phenomena of absorbing members)
crash events will be discussed. Subsequently modern develop- Car bodies
ment methods (CAD design and crash simulation) will be treated. Safety systems
Thereafter modern implementations of safety design measures Pedestrian protection
will be presented. Mathematical optimization of structural design Post crash
– which is increasingly used in industry – will be covered at the 5. Use of mathematical optimization procedures on real world ap-
end of the course. plications
Approximation techniques
Optimization software & strategies
Course contents
Shape and Topology optimization
1. Mechanics of Crash Events
Accelerations during collisions
Structural loading during collisions
Who should attend
Examination of real crash events
This 2 day course addresses designers and simulation engineers
Stability problems
as well as project leaders and managers working in car body de-
Plasticity
velopment and analysis.
Course Instructor:
Prof. Dr.-Ing. Axel Schumacher, University of Wuppertal
Prof. Dr.-Ing. Axel Schumacher studied mechanical engineering at the universities of Duisburg and Aachen. He received his doctorate on structural
optimization from the university of Siegen. Following research projects for Airbus were focused on the optimization of aircraft structures. Thereafter
he worked in the CAE methods development department of Adam Opel AG as project leader for structural optimization. From 2003 - 2012 he was a
professor at the University of Applied Sciences in Hamburg and taught structural design, passive safety and structural optimization. Since 2012 he
has been professor at the University of Wuppertal, where he holds the chair for numerical methods and optimization methods in product develop-
ment.

SafetyWissen
Roof Crush
1829 mm
5° Centerline of Test Device
Headform with Load Cell

Forwardmost Point of Roof (FMVSS only)
762 254 mm
mm
Rigid Horizontal Support of
25° Sills / Chassis Frame
Centerline of Test Device
Initial Point of Contact
FMVSS 216a SafetyWissen by
Application:
Vehicles with a GVWR ≤ 4536 kg
Applied Force:
for vehicles with a GVWR ≤ 2722 kg:
F = 3,0 x GVWR x 9,8 m/s2
for vehicles with a GVWR > 2722 kg:
F = 1,5 x GVWR x 9,8 m/s2
Feed Rate: ≤ 13 mm/s
Testing Protocol Version II (Oct 2012)
IIHS Double Sided Test
Platen Displacement: 127 mm Requirements:
Feed Rate: 5 mm/s Platen displacement ≤ 127 mm
Single Side Test: Lab selects worst case Load on headform located at head position of 50% male ≤ 222 N
Assessment: Phase-In for GVWR ≤ 2722 kg:

based on Strength-to-weight ratio (SWR) = Fmax / m x g Manufacturing Period %*
SWR Rating 01.09.2012-30.08.2013 25%
≥ 4,00 Good 01.09.2013-30.08.2014 50%
≥ 3,25 till <4,00 Acceptable 01.09.2014-30.08.2015 75%
≥ 2,50 till <3,25 Marginal on or after 01.09.2015 100%
< 2,50 Poor * in % of the production of the respective period or in % of the
From 2010 a „Good“ rating in the roof crush test is a require- average production of the 3 previous years
ment for the Top-SafetyPick award. SafetyWissen by Introduction for GVWR > 2722 kg: 01.09.2016
56
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Seat model courtesy of BMW AG
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crash-systEms +
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for your vehicle development
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SafetyWissen
FMVSS 208: Frontal Impact Requirements: In-Position
In-Position – Test Configurations

Full-Width Test ODB Test
unbelted belted
ODB 40%
5 % Female Dummy
0° / ± 5° 0° / ± 5° 0o
32-40 km/h 56 km/h 40 km/h
5% 5% 5% 5% 5% 5%
0° / ± 30°
50 % Male Dummy
0o
32-40 km/h 56 km/h
Hybrid III Hybrid III Hybrid III Hybrid III

50% 50% 50% 50%
SafetyWissen by
FMVSS 208: Frontal Impact Requirements: Out of Position

Front seat Dummy Test configuration
chin on airbag module in steering wheel
Driver side HIII 5% female dummy
chin on top of steering wheel
1 year old child dummy in 23 defined CRS / positions
chest on instrument panel
3 year old CRABI - dummy
Passenger side head on instrument panel
chest on instrument panel
SafetyWissen by 6 year old CRABI - dummy
head on instrument panel
58
Configuration Rigid Barrier In-Position Deformable Barrier In-Position Out of Position
CMVSS 208, ADR 69/00, 96/79/EG, ADR 73/00,
Requirements FMVSS 208 FMVSS 208 FMVSS 208
FMVSS 208 (old) FMVSS 208 (old)
6 year 3 year
Dummy 50 % H III 50 % H III 5 % female 50 % H III 5 % female 5 % female 1 year
CRABI CRABI
HIC 36 = 1000 (FMVSS, ADR) HPC 36 = 1000
Head HIC 15 = 700 HIC 15 = 700 HIC 15 = 700 HIC 15 = 700 HIC 15 = 700 HIC 15 = 570 HIC 15 = 390
HIC 15 = 700 (CMVSS) a3ms = 80 g
NiJ = 1,0 (4 values) NiJ = 1,0 (4 values) NiJ = 1,0 (4 values) NiJ = 1,0 (4 values) NiJ = 1,0 (4 values) NiJ = 1,0 (4 values) NiJ = 1,0 (4 values)
Tension: Tension: Tension: Tension: Tension: Tension: Tension:
My = 57 Nm
Neck Fzmax = 4,17 kN Fzmax = 2,62 kN Fzmax = 2,62 kN Fzmax = 2,07 kN Fzmax = 1,49 kN Fzmax = 1,13 kN Fzmax = 0,78 kN
NIC Tension and shearing force
Compression: Compression: Compression: Compression: Compression: Compression: Compression:
Fzmax = 4,0 kN Fzmax = 2,52 kN Fzmax = 2,52 kN Fzmax = 2,52 kN Fzmax = 1,82 kN Fzmax = 1,38 kN Fzmax = 0,96 kN
a3ms = 60 g a3ms = 50 g
a3ms = 60 g a3ms = 60 g VC = 1 m/s a3ms = 60 g a3ms = 60 g a3ms = 60 g a3ms = 55 g
smax = 76,2 mm (FMVSS, ADR) smax = 30 mm*
Chest smax = 63 mm smax = 52 mm ThCC (smax) = 50 mm smax = 52 mm smax = 52 mm smax = 40 mm smax = 34 mm * currently no
smax = 50 mm (CMVSS) measurement possible
FFC (Fmax)
10
9,07 kN @ 0 ms
8
7,58 kN @ ≥ 10 ms
6
Femur Fmax = 10 kN Fmax = 10 kN Fmax = 6,805 kN Fmax = 6,805 kN Fmax = 6,8 kN
axial femur force [kN]

4
Protection Criteria for Frontal Impact Tests
0
0 10 20 30 40 50 60
loading duration [ms]
Knee smax = 15 mm
TCFC (Fmax) = 8,0 kN

Tibia TI = 1,3 (4 values) SafetyWissen by
SafetyWissen
59
Passive Safety
Development of Frontal Restraint Systems meeting Legal and

Consumer Protection Requirements
Course description entire system.
Belts, belt-load limiters, airbags, steering column, knee bolster, Finally future topics such as the compatibility of vehicles as well
seat… - only if all the components of a frontal restraint-system as pre-crash preparation and prevention of accidents are going to
harmonize exactly it is possible to perfectly meet the different le- be integrated into the seminar.
gal limit values as well as the requirements of consumer tests.
However, these requirements, e.g. FMVSS 208, U.S. NCAP, Euro Who should attend
NCAP et.al. are manifold and extensive, partly contradict each The seminar addresses simulation and test engineers, project
other, or the requirements superpose each other. Therefore it is a engineers and project managers as well as the heads of develop-
challenge for every development engineer to develop a restraint- ment departments in the field of passive safety who work with the
system by a clear, strategic procedure; time-saving and target- design of restraint-systems in vehicles.
oriented with an optimal result.
In this 2-day seminar this strategic way of development will be
shown. You will learn a procedure how to ideally solve the com- Course contents
plex development task of a typical frontal restraint-system design Identification of the relevant development load cases
within the scope of the available tools Test and Simulation. Es- Procedures for the development of a restraint-system
pecially the importance and the influence of individual system Influence and importance of individual system components
components (e.g. belt-load limiters) for the accomplishment of on the overall performance
development-sub tasks (e.g. minimum chest deflection) will be Development strategy for ECE and U.S.-restraint-systems
covered. In addition the influence of the airbag module design on Development path for the conformance to the OoP
the hazards of Out-of-Position (OoP) situations is going to be dis- requirements according to FMVSS 208
cussed, and a possible development-path for the compliance with
the OoP requirements according to the FMVSS 208 legislation will
be shown. The possibilities and limits of the development tools
test and simulation will be discussed and communicated. Last but
not least tips and tricks for a successful overall system design will
be part of this seminar.
In this seminar you will become familiar with a procedure for the
successful development of a frontal restraint-system. Furthermore
you will learn which development tool, simulation or test, is best
suited for the respective sub task. Moreover you will be made
aware of the influence and the importance of the individual com-
ponents of a restraint-system (belts, belt-load limiters, airbags,
steering column, knee bolster, seat,…) on the efficiency of the
Course Instructor:
Kai Golowko, Bertrandt Ingenieurbüro GmbH

Dipl.-Ing. Kai Golowko has been working in the area of vehicle safety since 1999. He started his career as a test engineer for passive safety at
ACTS. Since 2003 he has been working as senior engineer for occupant safety and pedestrian protection. Since 2005 he manages the department
vehicle safety at Bertrandt in Gaimersheim. In this position he is responsible for component development and validation and integrated safety.

Passive Safety
Energy Management and Mechanics -

Fundamentals of Occupant Protection in Frontal Crashes
Description Who should attend?
Constant changes of requirements - in particular in the consumer The course is intended for simulation engineers, systems engi-
protection tests –make the design of restraint systems continu- neers, project engineers and project managers and the heads of
ously more complex. Therefore, a deep understanding of the departments or teams in the crash area, dealing with the develop-
complete system – vehicle, restraint system and dummy - is nec- ment and integration of restraint systems.
essary to successfully adjust the system. A profound knowledge
on the mechanisms and parameters that influence the relevant
occupant protection criteria - such as the chest deflection - is Contents
essential. In addition, the application of the methods of energy Mechanical basics of frontal impact
Fundamental structure of the dummy (Hybrid III)
management, which can show - on the basis of force balances -
Extended data output in the simulation
the way to an energetically optimal system design, are extremely
Short overview of consumer tests and possible future
useful for systems analysis and the optimal design of restraint
systems. changes
Phases of retention: Coupling and controlled retention
Energy Management - energy balance - energy optimization
In this 1-day compact seminar, both the mechanics of the occu-
Relevant criteria for occupant protection: mechanisms and
pant restraint and the idea of energy management are discussed,
as well as the most important occupant protection criteria and parameters for their reduction
Examples of test and simulation
the strategies for their reduction. The focus of the seminar is on
frontal impact. Both experimental and simulation data are inter-
preted. You will learn about the phases of retention, the essential
parameters influencing occupant protection criteria and familiar
approaches for computing the balances of the restraint forces act-
ing on the occupant. Particular attention is paid to the influence of
the seat belt. The aim of the seminar is to gain an understanding
about the forces involved in energy absorption and their effects
on the occupants. Approaches for the energy based optimization
of the overall system are discussed. The calculation methods pre-
sented are illustrated by examples from numerical simulation and
dynamic tests.
Course Instructor:
Dr.-Ing. Burkhard Eickhoff, Autoliv B.V. & Co. KG
Burkhard Eickhoff studied mechanical engineering in Hannover (Germany). From 1999 to 2003 he worked as a test engineer for sled tests and
crash tests with Autoliv B.V. & Co. KG. Since 2003 he has been project manager in systems development (safety belt) of the same company. He is
involved in the definition and assessment of new restraint systems and he conducts feasibility studies using system simulation (MADYMO) as well
as dynamical tests. Moreover he works as a consultant regarding restraint system design. He finished his doctoral thesis at the Helmut Schmidt
University Hamburg in 2012 focussing on the reduction of belt induced thorax deflection in frontal crashes.

SafetyWissen
UpDate
Side Impact Test Procedures

Requirement ECE-R95, 96/27/EG, Euro NCAP IIHS
Impact angleside 90° side 90°
MDB velocity50 km/h 50 km/h
Mobile
EEVC (2000 Advanced Barrier), Mass IIHS, Mass 1500 kg, 379 mm
Deformable 950 kg, 300 mm above ground, 800 above ground, 759 mm height,
Barrier (MDB)
mm height, 1500 mm width 1676 mm width
1 ES-2 frontal seat on impact side,
Dummy additional for Euro NCAP on rear seat 2 SID IIs on impact side
Q1,5 on impact side and Q3 other side
Different weight in assessment
Head HPC < 1000 driver and passenger values for
Chest VC < 1,0 m/s HIC 15, Neck-Tens./Compr.,
Protection
Rib deflection D < 42 mm Head kinematics, Shoulder,
Criteria
Abdomen sum of APF < 2,5 kN Chest deflection, VC, Pelvis
Pelvis PSPF < 6,0 kN and Femur;
Car body evaluation, B-pillar SafetyWissen by
Pole (Side) Impact Tests according to Euro NCAP, FMVSS 201 and
FMVSS 214 new
FMVSS 214 new
Requirement Euro NCAP FMVSS 201 U.S. NCAP
(„Oblique Pole Test“)
Vehicle Velocity
29 km/h 29 km/h upto 32 km/h 32 km/h
(on Flying Floor)
lateral @ 90° on fixed
Impact angle lateral @ 90° on fixed pole lateral @ 75° on fixed pole lateral @ 75° on fixed pole
pole
Pole diameter 254 mm 254 mm 254 mm 254 mm
1 SID-H3 on impact ES-2 re oR SID IIs (Build Level D) j on
Dummy 1 ES-2 on impact side SID IIs 5 % on impact side
side impact side
HIC36 < 1000 SID IIs: HIC 36 < 1000
ares peak< 80g Lower Spine Acc. < 82 g
Chest deflection < 42 mm Pelvis Force < 5,525 kN
Protection
VC < 1,0 m/s Head HIC < 1000 ES-2 re: HIC 36 < 1000 see page 39
Criteria
Abdominal force < 2,5 kN Chest deflection < 44 mm
PSPF < 6 kN Abdominal Force < 2,5 kN
see page 32 PSPF < 6 kN
Pole Impact according to

FMVSS 201 shall be replaced by
„Oblique Pole“ Test according to new
FMVSS 214.
Test Configuration
SafetyWissen by
62
SafetyWissen
UpDate
Side Impact Test Procedures

MDB - Side Impact Tests according to FMVSS 214 / U.S. NCAP
Requirement FMVSS 214 old rule FMVSS 214 new rule U.S. NCAP
Impact angle side 90°, 27° crab angle side 90°, 27° crab angle side 90°, 27° crab angle
Impact velocity 54 km/h (48 km/h in 90° direction) 54 km/h (48 km/h in 90° direction) 61 km/h (55 km/h in 90° direction)
MDB, 1368 kg Mass, 279 mm MDB, 1368 kg Mass, 279 mm above MDB, 1368 kg Mass, 279 mm above
Barrier
above ground, 1676 mm width ground, 1676 mm width ground, 1676 mm width
Front seat: ES-2 re / Back seat: SID IIs Front seat: ES-2 re / Back seat: SID IIs
Dummy 2 DOT-SID
(Build Level D) (impact side) (Build Level D) (impact side)
SID IIs: HIC 36 < 1000

Chest TTI < 85 g (4-doors) Chest acceleration < 82 g
Chest TTI < 90 g (2-doors) Pelvis force < 5,525 kN
Protection
Pelvis acceleration < 130 g ES-2 re: HIC 36 < 1000 see page 39
Criteria
Chest deflection < 44 mm
Abdominal force < 2,5 kN
Pelvis force < 6 kN
Velocity Vectors
for
Moving
Deformable
Barrier
SafetyWissen by
SafetyWissen by
Phase-In Schedule FMVSS 214 new rule

SafetyWissen by Pole MDB
Test speed Vehicles with GVWR Convertibles excluded Percentage Percentage
> 8500 lb (3855 kg) that must that must
Production Period excluded comply comply
1.9.2010 - 31.8.2011 26 - 32 km/h yes yes 20 % 20 %
1.9.2011 - 31.8.2012 26 - 32 km/h yes yes 40 % 40 %
1.9.2012 - 31.8.2013 26 - 32 km/h yes yes 60 % 60 %
1.9.2013 - 31.8.2014 26 - 32 km/h yes yes 80 % 80 %
after 1.9.2014 0 - 32 km/h yes yes 100 % 100 %
after 1.9.2015 0 - 32 km/h no no 100 % 100 %
after 1.9.2016 0 - 32 km/h no no 100 %* 100 %*
* incl. altered and multistage vehicles
63
Passive Safety
Side Impact – Requirements and Development Strategies

In addition to the protection in a frontal impact, the protection in Challenges of side impacts
a side impact has in recent years gained a fixed place in the de- Overview of current regulations and test procedures
velopment of vehicles. The introduction of the side impact airbag Side impact-relevant protection criteria. Legal tests (FMVSS
has given a decisive impulse in this development. Even though 214, ECE R95,..). Other tests (NCAP, Euro NCAP, IIHS, car
side bags have now become a standard in almost all new ve- manufacturer-specific tests).
hicles, further improvements in side impact protection can and Development methods and tools
must be achieved. In order to make this possible, it is necessary Crash and occupant simulation, range of application and
to get a much more profound understanding of the highly complex limitations.
phenomena and modes of action in a side impact which goes far Performance of restraint systems in side impact
beyond the simple application of additional airbags. Analysis of the performance of protection and restraint
The seminar provides a comprehensive overview of today’s stan- systems in side impact. Discussion of the limitations,
dard test procedures including country-specific variations, the conflicts and problems.
legal regulations and the requirements of consumer protection. Development strategy for an optimal restraint system for side
In addition, tools, measuring methods and criteria, and especially impact.
virtual methods such as crash and occupant simulation, as well Target-oriented use of CAE-simulation and hardware tests.
as the analysis of the performance of the restraint systems will be Workshop with analysis of crash-data and discussion of the
discussed. Furthermore it will be explained how a target-oriented results
use of CAE-simulation and hardware tests can lead to optimal
passenger values and how at the same time the requirements „The seminar Side Impact is convincing, thanks to lecturers with a
regarding costs, weight and time-to-market can be met. A part very good relevance to practice, experience and knowledge about
of the workshop with crash-data analysis finally deepens the un- future requirements. The participants from different areas led to
derstanding. enriching discussions and offered the participant a new perspec-
tive on his or her work. All in all, well-organised by the carhs-team
and recommendable.“
Who should attend Bernd Westermann, Audi AG
The seminar addresses development engineers who are new in
the field of side crash, or who have already gained some experi-
ence in the field of safety, as well as developers of assemblies that
have to fulfil a crash-relevant function. Furthermore it is especially
interesting for project managers and managers, who deal with
side impact and who would like to gain a deeper understanding
of this topic in order to use it for an improvement of procedures.
Course Instructors:
Bart Peeters Weem and Stephanie Wolter, BMW AG
Bart Peeters Weem, MSc. studied mechanical engineering at the university of technology in Eindhoven with focus on system and control of multi-
body systems. Since 2003 he has worked at BMW on passive safety development. First as Simulation Engineer, later as project engineer and team
leader. Since 2011, he has been project referent for all passive safety topics of the current MINI line.
Stephanie Wolter, Dipl.-Ing. (FH) studied Engineering Physics at the University of Applied Sciences Munich. Since 1995 she has been working at
BMW AG in different functions in the field of side protection, such as pre-development, development of side airbags and as a project engineer in
various car lines. Moreover, she represents BMW-Group in various national and international bodies that deal with side impact and other aspects of
side protection, e.g. German Side Impact Working Group, ISO Working Groups, etc.

SafetyWissen
FMVSS 226 - Ejection Mitigation

Requirements: max. 100 mm
At up to 4 impact test locations on each side window in the first 3 rows of
seats the head excursion may not exceed 100 mm
Tests at two impact velocities: 16 km/h / 20 km/h
Head protection systems (e.g. curtain airbags) may be fired before the v=16 km/h / 20 km/h
impact:
at 20 km/h with a time delay of 1,5 s prior to the impact
at 16 km/h with a time delay of 6 s prior to the impact
Tests are done without glazing or with pre-damaged glazing
pre-damage: perforation in a 75 mm grid pattern
Valid for vehicles with GVWR ≤ 4536 kg
Phase-In: 2013 - 2017
m=18 kg
SafetyWissen by
Locating Targets:
Front Row Window Rear Row Windows
Daylight Opening (DLO)
25 mm Offset
Primary- B3 B4
A4
en by
Target
A3
SafetyWiss
Secondary- A1 A2 B1 B2
Target
1/3 1/3 1/3 1/3 1/3 1/3
Steps Front Row Window Rear Row Windows SafetyWissen by
1 Set Primary Target A1 in lower front corner Set Primary Target B3 in upper front corner
2 Set Primary Target A4 in upper rear corner Set Primary Target B2 in lower rear corner
3 Divide horizontal distance between A1 and A4 in thirds Divide horizontal distance between B3 and B2 in thirds
4 Move A3 at the first third vertically upward Move B1 at the first third vertically downward
5 Move A2 at the second third vertically downward Move B4 at the second third vertically upward
6 Measure Distances Dx (horizontal) and Dz (vertical) of the target center points
If Dx (A2 - A3) < 135 mm and Dz (A2 - A3) < 170 mm  Elimi- If Dx (B1 - B4) < 135 mm and Dz (B1 - B4) < 170 mm  Elimi-
7
nate A3 nate B4
If Dx (A4 - A3) (or A2 if A3 was eliminated in step 7) < 135 mm and If Dx (B3 - B4) (or B1 if B4 was eliminated in step 7) < 135 mm
8
Dz (A4 - A3/2) < 170 mm  Eliminate A3/2 and Dz (B3 - B4/1) < 170 mm  Eliminate B4/1
If Dx (A4 - A2) (or A3 if A2 was eliminated in step 8) < 135 mm and If Dx (B2 - B1) (or B4 if B1 was eliminated in step 8) < 135 mm
9
Dz (A4 - A2/3) < 170 mm  Eliminate A2/3 and Dz (B2 - B1/4) < 170 mm  Eliminate B1/4
If Dx (A1 - A4) < 135 mm and Dz (A1 - A4) < 170 mm  Elimi- If Dx (B3 - B2) < 135 mm and Dz (B3 - B2) < 170 mm  Elimi-
10
nate A4 nate B3
11 If only 2 targets remain: Measure absolute distance D the center points of the targets
12 If D > 360 mm, set additional 3rd target on the center of the line connecting the targets
If less than 4 targets remain, repeat steps 1-12 with the impactor rotated by 90 degrees. If this results in a higher number of targets
13
use the rotated targets.
If no target is found rotate the impactor in 5 degree steps, until it is possible to fit the impactor in the DLO-offset. Then place the
14
center of the target as close to the geometric center of the DLO as possible.
65
Passive Safety
New
Ejection Mitigation: FMVSS 226

Requirements - Testing - Development strategies
In 2011, the U.S. legislation adopted - with the Federal Motor The requirements of FMVSS 226
Vehicle Safety Standard (FMVSS) 226 - a new safety rule, which Performance requirements on the vehicle
aims at reducing the risk to be thrown out of the vehicle during Special requirements for non-standard vehicles
Requirements for the test bench
a car crash, especially in a rollover. The regulation calls for ap-
Requirements regarding test preparation and execution
propriate safety measures to secure the side windows of cars so
Testing procedure
that passengers can’t lean out further than allowed. To verify this, Vehicle preparation
impactor tests are carried out on the side windows of the standing Pre-damaging of laminated glass side windows
vehicle. For these tests, a new specially designed impactor has Determination of impact points
been developed. In these tests curtain airbags are usually em- Measurement equipment
ployed as protective systems. For the tests specific requirements Implementation and evaluation of the tests
on the duration of the inflation of the air bag are introduced, since Practical hints
the impact of the impactor takes place up to 6 seconds after the Development strategies for the fulfillment of the regulation
Design of appropriate airbags
ignition of the airbag. Additional retaining effects can be achieved
Benefits and effectiveness of safety glass windows
using laminated safety glass for the side windows. However, these Dealing with fixed side windows
must be pre-damaged before testing. Conflicts with other safety requirements
The seminar begins with the requirements of the new regula-

tion. This includes demands on vehicle performance, as well Who should attend
as requirements for the test rig (accuracy, stability, friction etc.) The seminar is aimed at development, test and simulation engi-
and rules for the preparation and execution of the test. In the neers who have to deal with the requirements of FMVSS 226 and
second part of the course, the testing procedure is described in want to get a comprehensive overview on the topic.
detail. This includes the preparation of the test vehicle, if neces-
sary the perforation of the side windows and the determination
of the impact points. The actual implementation of the test, and
the evaluation and documentation of results are also discussed. A
description of the measurement equipment and practical hints on
the experimental procedure complete this section. The last part of
the seminar focuses on development strategies to meet the legal
requirements. Here it is shown with which basic measures the
performance can be improved with regard to the requirements of
FMVSS 226. Finally conflicts with other safety requirements are
identified and discussed.
Course Instructor:
Dipl.-Ing. (FH) Valentin Zimmermann
Bertrandt Ingenieurbüro GmbH
Since 2009 Valentin Zimmermann has worked at Bertrandt Ingenieurbüro GmbH in Munich in the area of vehicle safety testing services and is a
lead engineer for various test series, test benches and pre development topics in the field of passive vehicle safety. His main focus as a technical
expert is on testing for FMVSS 226.

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SafetyWissen
Head Impact on Vehicle Interiors
ECE R21
Test Procedure
A pendulum equipped with a spherical impactor (165 mm) hits the interior parts in front of the driver
and passenger (side, pedal and steering wheel excluded) with a velocity of 24,1 km/h.
Protection Criteria
a3ms < 80 g; no failure of structure and sharp edges in impact zone
Pendulum test is not necessary, if it can be shown that there is no contact between head
and the instrument panel in case of a frontal impact.
This can be done by crash tests, sled tests and/or numerical occupant simulation.
(See app. 8 of ECE R21)
FMVSS 201u
Test Procedure
A Free Motion Headform (FMH) impactor hits the upper interior parts with a velocity of 24 km/h (A-,
B-, C-pillar, roof etc.).
FMH Impactor Data
Mass of FMH impactor: 4,54 kg
Head form according to SAE J 921 and J 977 including triaxial acceleration sensor.
Protection Criteria
HIC Calculation HIC = supt1,t2 t2-t1 < 36 ms; a [g]; t [s]
HIC value for FMH HIC(d) = 0,75446 HIC + 166,4

HIC(d) must not exceed 1000.
24 points defined for impact according Test Procedure TP-201 (each side, left and right)
other pillars: OP 1, OP 2
upper roof: UR
sliding door track: SD RH
roll bar: RB 1, RB 2
RP 1
stiffener / brace: ST 1, ST 2, BT
SR 3
RP 2
SafetyWissen by BP 1
SR 2
FH 2 SR 1
FH 1 BP 2
AP 1
BP 3
AP 2
BP 4
AP 3
68
Passive Safety
Head Impact on Vehicle Interiors

FMVSS 201 and ECE R21
To prevent injuries resulting from impacts of the occupants’ Introduction
heads on vehicle interior parts, these parts need to be de- Rules and regulations concerning head impact
signed in a way which allows sufficient deformation space to FMVSS 201
reduce the loads on the head. Internationally there are two ECE R21
important regulations regarding the design of interiors, such Development tools
as cockpits, roof and door liners: The U.S. FMVSS 201 and Numerical Simulation
the European Regulation ECE R21. Both regulations stipulate Test
requirements concerning the maximum head acceleration or Workshop: Determination of impact locations in a vehicle
the HIC in impacts on interior parts.
Development process and methods
Solving of conflicts of objectives
The objective of this course is to provide an overview of the typical deformation paths, padding materials
legal requirements and to show how these can be fulfilled.
Outlook
The focus of the seminar is on the development process and
the development tools and methods. In particular the interac-
tion of testing and simulation will be described and different Who should attend
design solutions will be discussed. Typical conflicts of objec- This seminar is especially suited for engineers and techni-
tives in the design - e.g. to fulfil NVH requirements, static cians who work on the development of vehicle interior parts
stiffness, or misuse, while fulfilling the safety standards at and who want to become familiar with the safety require-
the same time - are addressed in this seminar. Examples of ments that are relevant for these parts.
practical solutions will be shown and discussed.
In addition, the development according to the head impact

requirements in the overall-context of vehicle development is
described in this seminar.
In a workshop exemplary head impact locations in a vehicle inte-

rior and impact areas on a dashboard are determined.
Course Instructor:
Torsten Gärtner,
Adam Opel AG
Since 1997 Torsten Gärtner has worked as a simulation expert. From numerous projects he has extensive experience in the field of occupant simu-
lation and interior safety. He is a Technical Integration Expert for vehicle safety with Adam Opel AG. Before that he worked as department manager
for safety with Tecosim GmbH and he spent 10 years in various management positions with carhs gmbh.

SafetyWissen
Rear Impact / Whiplash Protection

Backset - Distance between the back Static Geometry Assessment
surface of the HRMD and the front
surface of the head restraint (cm) by IIWPG / IIHS
Measurement of the head restraint position by a
„Head Restraint Measuring Device“ (HRMD) and
good
rating in good, acceptable, marginal and poor.
acceptable
marginal
poor
International Insurance Whiplash Prevention
Group (IIWPG)
Distance between the height probe

of the HRMD and the top of the head Learn more about IIHS‘s
restraint (cm)
static and dynamic as-
sessment on page 44.
SafetyWissen by
GTR 7 - Static Requirements

Head rest height (mm) measured from R-Point: Backset (mm) measured with HRMD method ≤ 55
OR
front outboard ≥ 800 highest pos. and ≥ 750 lowest pos. Backset (mm) measured with R-Point method ≤ 45
front centre ≥ 750 lowest position
Width (mm) on either side of the torso line ≥ 85
rear outboard ≥ 750 lowest position
Pulses for Rear Impact Sled Tests

SRA 16 km/h Pulse (Euro NCAP low severity pulse) IIWPG (IIHS) 16 km/h Pulse (Euro NCAP medium severity pulse)
(KNCAP Pulse)
10 Time Acceleration 10
9 0 ms 0 g 9
8 10 ms 5,4 g 8
90 ms 5,4 g
7 7
102,8 ms 0 g
6 6
Acceleration (g)
Acceleration (g)
5 5
4 4
3 3
2 2
1 1
0 0
0 20 40 60 80 100 0 20 40 60 80 100
time (ms) time (ms)
SRA 24 km/h Pulse (Euro NCAP high severity pulse) Parameter Minimum Maximum
10 Accel. @ T=0 ms -0,25 g 0,5 g
9 Accel. @ T=27 ms 9,5 g 10,5 g
8 Time to Accel. 0 g 88 ms 94 ms
7 Delta-v 14,8 km/h 16,2 km/h
6
Acceleration (g)
5
4 Time Acceleration
3 0 ms 0 g
2 10 ms 7,5 g
1 90 ms 7,5 g
104,7 ms 0 g
0
0 20 40 60 80 100
70 time (ms)
SafetyWissen
Euro NCAP Whiplash Seat Test

Seat Performance Criteria
SafetyWissen by Low Severity Pulse Medium Severity Pulse High Severity Pulse
Higher Lower Capping Higher Lower Capping Higher Lower Capping
performance performance Limit performance performance Limit performance performance Limit
NIC 9.00 15.00 18.30 11.00 24.00 27.00 13.00 23.00 25.50
Nkm 0.12 0.35 0.50 0.15 0.55 0.69 0.22 0.47 0.78
Rebound velocity (m/s) 3.0 4.4 4.7 3.2 4.8 5.2 4.1 5.5 6.0
Upper Neck Shear Fx (N) 30 110 187 30 190 290 30 210 364
Upper Neck Tension Fz (N) 270 610 734 360 750 900 470 770 1024
T1 acceleration* (g) 9.40 12.00 14.10 9.30 13.10 15.55 12.50 15.90 17.80
T-HRC (ms) 61 83 95 57 82 92 53 80 92
* up to T-HRC (=Time to Head Restraint Contact)
If the Higher Performance Limit is reached 0,5 Points are awarded per criterion. A sliding scale is used between Higher and Lower Per-
formance Limit (0.5 .... 0 Points). Only the maximum score from either T1 acceleration or head restraint contact time (T-HRC) is used in
the assessment. If the capping limit is exceeded by one criterion, the entire test is rated with zero points.
Geometry assessment  Worst Case Geometry
Backset - Distance bewteen Head
and Headrest (cm)
0 1 2 3 4 5 6 7 8 9 10 11 1/n points (where n = the number of front seats) will be avail-
100 %
2
1 able for each front seat scoring more than 0 points in the worst
0 mm 0
case (= lowest and rearmost position) geometry assessment.
-1
-2
-3
-4
-5
-6
Seat Stability Modifier
-7 The high severity pulse is subject to an additional seatback
80 mm 0 % -8
40 mm 100 mm
-9 deflection assessment where a 3 point penalty is applied to
Distance between the top
of the head and the top of
seats with a rotation of 32° or greater
Modifier the headrest (cm)
100 % + 1 pt
50 % 0 pt Dummy Artefact Modifier
0 % - 1pt
A two point negative modifier is applied as a means of penalis-
ing any seat that, by design, places unfavourable loading on
other body areas or exploits a dummy artefact.
SafetyWissen by
The assessment is based on the worst performing parameter

from either the height or backset.
Whiplash Assessment
Step 1 Step 2 Step 3

3 dynamic tests Total score from 3 dyn. tests
max. 9 Points
Low severity pulse Dummy artefact modifier Geometry Assessment

max. 3 Points Scale Raw Score
-2 points +1 to -1 Points
for Adult Occupant
Worst Case Protection Score
Medium Severity Pulse Seat stability modifier max. 4 Points
max. 3 Points
-3 points Geometry
+ 1/n Points
(per front seat) Read more about
the Euro NCAP
High severity Pulse Whiplash Raw Score overall rating on
max. 3 Points max. 11 Points page 34
SafetyWissen by
71
Passive Safety
Whiplash Testing and Evaluation in Rear Impacts
Course description protection effect in a rear-end impact needs to be examined in

In real-world accidents, distortions of the cervical spine or so- an isolated vehicle seat by means of a sled test using a generic
called whiplash injuries following a rear impact are among the acceleration pulse. It turns out to be problematic, however, that
most expensive injuries for the insurance industry. About 75% of presently there is no traumato-mechanical explanation of the phe-
all injury costs of the insurers are caused by whiplash injuries nomenon “whiplash injury” and that all the currently discussed
in highly-motorised countries. About 80% of all injuries in a rear dummy-criteria with the respective limit values follow a so-called
impact are whiplash-injuries. This is why this type of injury – even “black-box approach”. Experts try to correlate the measured
though it is neither very serious nor lethal – has reached a high dummy criteria with the findings from accident data and to thus
priority in the endeavours to develop test procedures and assess- derive limit values. In this context the available dummy-technology
ment criteria which help in designing constructive measures in the with the different measuring devices and criteria, as well as the
car in order to avoid this type of injury. proposed limit values, are going to be presented.
As an introduction, this seminar is going to refer to the differ- In the last part of the seminar different seat design concepts
ent accident data for whiplash injuries, which offer many realiza- (energy-absorbing, respectively geometry-improving), sub-divided
tions but no consistent pattern with regard to the biomechanical into active and passive systems will be introduced, and their ad-
injury mechanisms. However, some organisations – mainly from vantages and disadvantages will be discussed.
the field of consumer information and insurance institutes – are
working on the development of test procedures and assessment Course contents
criteria. Some have already published test results. The most active Introduction into the characteristics of a rear-end impact
ones are Thatcham (UK) and IIHS (USA) which are united in the Presentation of existing accident data
group IIWPG (International Insurance Whiplash Prevention Group), Overview on the various organisations
SNRA and Folksam (Sweden) and the German ADAC. Relevance for the automotive industry and for the insurance
In 2008 Euro NCAP has introduced a whiplash test procedure as companies
part of its rating system. In 2014 an additional assessment for Dummy-technology for rear impacts
the rear seats will be added. The Euro NCAP assessment will be Explanation of the possible design measures in car seats
explained in detail in the seminar. Furthermore, the EEVC work Outlook on possible harmonization-tendencies
group 20, is active as a consulting authority concerning whiplash
injuries for the legislation in Europe.
Who should attend
The new Global Technical Regulation No. 7 (Head Restraints) is
The seminar addresses development engineers who are new in
unsatisfactory from the European point of view. Therefore the
the field of rear impacts or who have already got some experience
United Nations work on a second phase of this regulation. The
in the field of safety, as well as developers of subassemblies which
focus of this work is on improving the BioRID dummy and on the
have to fulfil a crash-relevant function. It is furthermore especially
definition of so called Seat Performance Criteria.
interesting for project managers and managers who deal with the
topic of rear-end impacts and who would like to obtain a better
All discussions about the assessment of whiplash injuries within
knowledge of this subject in order to use it for an improvement
the framework of consumer information have in common, that the
of procedures.
Course instructors:
Bernd Lorenz and Tobias Langner, Federal Highway Research Institute

Bernd Lorenz is Head of the department ‘Passive Vehicle Safety’ with the German Federal Highway Research Institute (BASt). He works on the
preparation of the European and worldwide safety regulations (UNECE, GTR). He is Member of the Board of Directors and several working groups of
Euro NCAP. Moreover he is Chairman of the BioRID TEG of the GRSP.
Tobias Langner is member of the research staff of the department „Passive Vehicle Safety“ of the German Federal Highway Research Institute
(BASt). His work focuses on whiplash, side impact (he is member of the EEVC WG 13 on side impact protection), Euro NCAP Testing (he is member
of the technical working group of Euro NCAP) and on European research projects in the field of passive vehicle safety.

Europe Directives 78/2009 and
Euro NCAP KNCAP JNCAP J-MLIT GTR
Test method Parameter 631/2009
TRIAS63 No. 9
Phase 1 Phase 2 lower limit upper limit lower limit lower limit lower limit upper limit
Velocity 40 km/h 40 km/h 40 km/h 40 km/h 40 km/h
Impact angle 0° 0° 0° 0° 0°
EEVC lower legform
Acceleration 200 g 170 g (250 g) 150 g 200 g 150 g 170 g 170 g (250 g)
impactor to bumper Bending 21° 19° 15° 20° 15° 19° 19°
Shearing 6 mm 6 mm 6 mm 7 mm 5 mm 6 mm 6 mm
Velocity 40 km/h 40 (44)5) km/h 40 km/h
Impact angle 0° 0° 0°
Flex PLI to bumper Tibia Bending 282 Nm6 340 Nm6 224 Nm 380 Nm 340 Nm (2
MCL Elongation 19 mm6 22 mm6 16,4 mm 22 mm 22 mm (2
ACL/PCL Elong. 10 mm6 10 mm6 0 mm 13 mm 13 mm (2
Velocity 40 km/h 40 km/h 40 km/h 40 km/h
upper legform im- Impact angle 0° 0° 0° 0°
pactor to bumper Sum force 7,5 kN 7,5 kN 5 kN 6 kN 7,5 kN
Bending 510 Nm 510 Nm 300 Nm 380 Nm 510 Nm
Velocity 20 - 40 km/h 20 - 40 km/h 20 - 40 km/h
upper legform
Impact angle 10° - 47° 10° - 47° 10° - 47°
impactor to bonnet 5 kN (1 5 kN (1 5 kN 6 kN
Sum force
leading edge Bending 300 Nm (1 300 Nm (1 300 Nm 380 Nm
Velocity 35 km/h
Impact angle 50°
small adult head-
Diameter 165 mm
form impactor to
Mass 3,5 kg
bonnet
1000 (2/3)
HPC 2000 (1/3)
Velocity 35 km/h 40 km/h 40 km/h 35 km/h
adult headform Impact angle 35° 65° (AH) / 50° (CH) 65° (AH) / 50° (CH) 40° / 40° / 45° (AH + CH)
impactor, child WAD (mm) – 1500-2100 (AH) / 1000-1500 (CH) 1700-2100 (AH) / 1000-1700 (CH) 1700-2100 (AH) / 1000-1700 (CH)
headform impactor Diameter 165 mm 165 mm 165 mm 165 mm (AH + CH)
to windscreen Mass 4,8 kg 4,5 kg (AH) / 3,5 kg (CH) 4,5 kg (AH) / 3,5 kg (CH) 4,5 kg (AH) / 3,5 kg (CH)
HPC 1000 (1 1000 1350 1000 1350 650 2000
Velocity 35 km/h 40 km/h 40 km/h 35 km/h 32 km/h 35 km/h
Impact angle 65° 65° 65° 65° / 90° / 50° 65° / 90° / 50° 65°
WAD (mm) 1700 - 2100 1700 - 2100 1700 - 2100 1700 - 2100 1700 - 2100 1700 - 2100
adult headform
Diameter 165 mm 165 mm 165 mm 165 mm 165 mm 165 mm
impactor to bonnet
Mass 4,5 kg 4,5 kg 4,5 kg 4,5 kg 4,5 kg 4,5 kg
1000 (2/3) (3 1000 (2/3) (3 1000 (2/3) (3
HPC 1000 1350 1000 1350 650 2000
1700 (1/3) (3 2000 (1/3) (3 1700 (1/3) (3
Velocity 35 km/h 40 km/h 40 km/h 35 km/h 32 km/h 35 km/h
Impact angle 50° 50° 50° 65° / 60° / 25° 65° / 60° / 25° 50°
WAD (mm) 1000 - 1700 1000 - 1700 1000 - 1700 1000 - 1350 / 1350 - 1700 1000 - 1700 1000 - 1700
Diameter 165 mm 165 mm 165 mm 165 mm 165 mm 165 mm
child headform Mass 3,5 kg 3,5 kg 3,5 kg 3,5 kg 3,5 kg 3,5 kg
impactor to bonnet 1000 (1/2) (4 1000 (1/2) (4
1700 (1/2) (4 1700 (1/2) (4
1000 (2/3) (3
HPC oder (wenn nur (4) 1000 1350 1000 1350 650 2000 or (only for (4)
2000 (1/3) (3
1000 (2/3) (3 1000 (2/3) (3
1700 (1/3) (3 1700 (1/3) (3
BAS AEB Pedestrian as of 2016
Test Procedures and Protection Criteria for Pedestrian Protection
active interventions alternative: Collision SafetyWissen by

Avoidance System
UpDate
1
Monitoring only Table based on O. Zander, BASt, updated Nov. 2012
SafetyWissen
2
injury criteria proposed by GRSP Flex-TEG
3
entire bonnet
4
child headform area
5
test velocity will be increased when leg impact is introduced in legal test (J-MLIT)
6
planned limits as of 2014
73
SafetyWissen
Pedestrian Protection Test Procedures

in Euro NCAP Points to be tested that lie between WAD 1500
und 1700 are tested with child-/small adult
Adult Headform Impactor
4,5 kg
headform impactor, if the points are on the
moveable/hinged bonnet top. Otherwise the
adult headform is used.
Child-/small Adult Headform
40
Impactor
km
Upper Legform 3,5 kg
/h
Impactor
40
km
/h
1700 mm
Legform Impactor 1500 mm
Upper Legform
Impactor for SUV
25 mm
SafetyWissen by
Pedestrian Protection Test Procedures according to

EC Directive 78/2009 Adult Headform Impactor
4,5 kg
Phase 2
Child-/small Adult Headform
35
Impactor
km
Upper Legform 3,5 kg

/h
Impactor
rear bonnet edge/
35
max. 2100 mm
km
/h
1700 mm
Legform Impactor
Upper Legform
Impactor for SUV
25 mm
SafetyWissen by
more SafetyWissen: Impactors p. 92
74
SafetyWissen
New
Euro NCAP - Pedestrian Protection: Assessment Protocol Version 6.0
Head Impact Grid Method Testing Protocol Version 6.1
Between WAD 1000 and WAD 2100 impact points are located on
a fixed 100 mm grid, the selection of „Worst Case“ points by the
test institute is no longer required. The manufacturer provides a
result prediction (points) for the Grid-Points. Euro NCAP verifies
10 randomly selected points, the manufacturer can nominate up
to 10 additional randomly selected points. A tolerance of 10% is
applied to the verification tests, i.e. even if the actual HIC is 10% WAD
1000
above or below the margins of the predicted score, the predicted
score is applied. At the verification points the actual test result is
divided by the manufacturer‘s prediction. This so called correction
factor is applied to all the grid points to obtain the final score:
Actual tested score WAD

= Correction Factor 1500
Predicted score
WAD
Per Grid-Point 0 - 1 points are available according to the follow- 1700
ing scheme:
HIC15 < 650 1,00 Points

WAD SafetyWissen by
650 ≤ HIC15 < 1000 0,75 Points 2100
1000 ≤ HIC15 < 1350 0,50 Points
1350 ≤ HIC15 < 1700 0,25 Points
1700 ≤ HIC15 0,00 Points The test results of blue points will be applied to all the grid point(s)
in each zone.
„Default“ Results Total score:

Grid points on the A-pillars are defaulted to red = 0 points. Grid The total score will be calculated as follows:
points on the windscreen that have distance of more than 165
mm from the windscreen base are defaulted to green = 1 point. ∑Predicted Score x Correction Factor
Defaulted locations are not included in the random selection of + ∑Default Scores
verification tests. Where the vehicle manufacturer can provide + ∑Scores from Blue Zones
evidence that shows an A-pillar is not red, those grid points will be = Total
considered in the same way as other points. ÷ Number of Grid Points
Unpredictable Grid Locations: blue Zones = Percentage of max. achievable score
In the following areas x 24 (Maximum achievable score)
Plastic scuttle = Total Score for Headform Test
Windscreen wiper arms and windscreen base
Headlamp glazing
Break-away structures
the manufacturer may define a „blue zone“ consisting of up to 2
adjacent grid points, for which no prediction is made. A maximum
of eight zones may be blue over the entire headform impact area.
The laboratory will choose one blue point to assess each zone. more SafetyWissen: Impactors p. 92
76
Pedestrian
Protection
hirtenberger
www.hirtenberger.at/automotive
Passive Safety
Pedestrian Protection -
Requirements, Test Methods and Design Strategies
Course Description sures (such as active hoods) are needed to provide the neces-
The European regulation on pedestrian protection is entering sary space in case of an accident. The seminar covers both
its second phase. The requirements are tightened and de- the passive basic layout of the front end and the integration of
signer must find adequate solutions. This seminar provides active systems, including sensors and actuators.
the basic knowledge and the tools of trade for pedestrian pro-
tection. It also shows development strategies and examples of Course contents
passive and active solutions.
Terms and definitions
The regulations for pedestrian protection have been devel-
oped in the nineties, due to the goal to reduce the number of Regulations overview
fatalities by half by the year 2010. Moreover it was a goal to Impactors and test methods
establish a partner protection that does not solely focus on Development Methods:
protecting vehicle occupants, but also to provide protection Numerical simulation
for “weaker” road users such as pedestrians and cyclists. The Dynamic testing
details of the regulation have been developed by two working System development
groups of the European Commission (WG 10 /WG 17) and Solutions:
have ultimately been modified based on suggestions by the Passive solutions
industry and several feasibility studies. The tests are based on Active Systems
impactor tests representing the most vulnerable body regions Future trends
in pedestrian accidents, namely head, hips and legs
In parallel to the European regulation, several new regulations Who should attend
that differ only slightly have been developed internationally. The seminar addresses simulation and test engineers, project
In addition to phase 1 of the EC regulation there are the new engineers and project managers as well as heads of devel-
phase 2, the Japanese regulation and the Euro NCAP rating. opment departments in the field of vehicle safety who deal
Due to the lack of a clear worst case scenario, however, it is with the design of motor vehicles with regard to pedestrian
difficult to fulfil all those requirements at the same time. The protection.
seminar clarifies the differences in test methods and assess-
ment criteria.
Pedestrian-friendly design has changed the look and design
of vehicle front-ends in recent years. A trade-off between the
requirements of pedestrian protection and other requirements
is necessary in the development of vehicles. In some cases
it is possible to provide additional space for deformation by
conventional (or passive) means, in some cases active mea-
Course Instructors:
Maren Finck, EDAG GmbH & Co KGaA

Dipl.-Ing. (FH) Maren Finck has been working at EDAG since 2008 and is as a project manager responsible for passive vehicle safety regarding
pedestrian safety, from concept to production for active and passive systems.
Previously, she worked several years at carhs GmbH and Tecosim as analysis engineer with a focus on pedestrian safety and biomechanics.
Ralf Reuter, carhs.training gmbh

Ralf Reuter studied mechanical engineering and business administration at the technical universities of Darmstadt and Eindhoven. Since 1997 he
has worked for carhs in various management positions. He deals with vehicle safety issues intensively, in particular with the latest developments in
rules and regulations as well as consumer testing. As he is in charge of the SafetyWissen which has been published by carhs for many years, he
keeps his knowledge up-to-date and benefits from the inputs of carhs’ trainer and expert network.

SafetyWissen
UpDate
Child Occupant Protection Assessment in Euro NCAP

Protocol Version 6.1
Requirements for points for Child Protection Rating: child seats (CRS1) must be recommended by vehicle manufacturer. CRS must be available for purchase within 5
working days. CRS must be type approved and evaluated by ETC or similar programs with a “good” performance rating.
Dynamic assessments
Requirements for Points in Dynamic Assessments: no partial or full ejection of child dummy out of CRS / CRS must not be partially or wholly
unrestrained by any of the vehicle interfaces
Dummy Q1½ Q3
Head Contact with the vehicle: any head contact with the vehicle results in 0 points for the head performance
Frontal Impact
points 4 0 4 0
no head contact with CRS no direct evidence + Head ares peak g < 80 < 96
head contact with CRS Head a res 3ms g ≤ 72 ≥ 88 ≤ 87 ≥ 100
Forward Facing CRS
worst score from
points 4 0 4 0
forward head
relative to Cr point mm ≤ 549 ≥ 550 ≤ 549 ≥ 550
excursion
max. 24 points
Rearward Facing CRS

no compressive load on top of head, head
head exposure points 4 0 4 0
fully restrained within CRS
points 2 0 2 0
neck tension upper neck Fz kN ≤ 1.9 ≥ 3.0 ≤ 1.9 ≥ 3.0
points 2 0 2 0
chest acceleration chest a res 3ms g ≤ 41 ≥ 55 ≤ 50 ≥ 66
Side Impact
max. 49 points
Requirements for Points in Side Impact: head containment within shell of CRS, also there must be no fracturing of the CRS
points 4 0 4 0
no head contact with CRS no direct evidence + Head ares peak g < 80 < 80
head contact with CRS Head a res 3ms g ≤ 72 ≥ 88 ≤ 72 ≥ 88
Installation of CRS
universal seats points 5
max. 12 pt.
semi-universal seats points 5

recommended seats points 2
Vehicle Based Assessment
if any passenger seat is not equipped with a 3 point belt 0
provision of three-point seat belts
points are awarded for the vehicle based assessment
compatibility of 2 nd row outboard seats with Gabarit according to UN
points 1
ECE 16.05
compatibility of all other passenger seats with Gabarit according to UN
points 1
ECE 16.05
3 seating positions that can simultaneously accommodate any top pick
points 1
max. 13 points
CRS
3 seating positions that can simultaneously accommodate i-Size CRS points 1
2 passenger seats meet ISOFIX usability requirements points 1
2 seating positions comply with requirements for largest size of rear-
points 1
ward facing ISOFIX seats
passenger airbag warning and automatic disabling points 4
SafetyWissen by
passenger airbag warning and manual disabling points 2

1 integrated CRS points 1
2 integrated CRS points 1
1 integrated “Group I-III” CRS points 1
1
CRS = Child Restraint System
Special requirements are applied to 2 seaters and cars with limited rear space!
Details: www.euroncap.com 79
Passive Safety
New
Euro NCAP CRS-Installation Workshop

Child Safety is a high priority for Euro NCAP and is implemented Theory Session:
in the child safety rating since the beginning. Within the current Overview Child Occupant Protection Requirements for Euro NCAP
updates of the rating the child protection rating will be reworked Detailed explanation of installation test
Evaluation of child seat installation scores
fundamentally in the time from 2013 to 2015. The dynamic tests
will switch from P dummies to Q dummies. From 2015 all tests Praxis Session:
Installation of child seats from current Top Pick list into different
will be performed with the larger dummies: Q6 and Q10 replace cars
the smaller dummies Q1.5 and Q3. This should result in a better
testing of the vehicle-side restraint systems due to the fact that
older children are not using child seats and child seat equipment Course objectives
anymore but the vehicle seat belt. The goal of this workshop is the practical experience of the new
In addition to that Euro NCAP will release a child seat installation Euro NCAP child seat installation test: How is the test performed
test in 2013. In this test, the ease of installation of the child seats and what is important for Euro NCAP?
into the car will be tested. Euro NCAP will publish a so called Top
Pick list of child seats which feature a good performance in child Who should attend
seat tests (e.g. within the European Test Consortium ETC or simi- The seminar is designed for professionals in the automotive de-
lar test programs) and represent different sizes (group 0 – III) as velopment and child seat development who are in charge of the
well as installation concepts (seat belt mount, ISOFIX with Support vehicle – child seat interface and are interested in the praxis of
Leg/Top Tether). the new test.
These seat models have to perform a installation test within the
Euro NCAP rating which will for example test if there is enough
space for the mounting of the seat, if the seat can be sufficiently
tightened and if the anchor points are easily reachable.
The child protection rating protocol shows the requirements in
detail, but there might be room for interpretation concerning the
Image: Albrecht E. Arnold / pixelio.de
installation test. This workshop will give a summary of the proce-

dure and of the point of view of Euro NCAP concerning the test.
Seats of the current Top Pick list will be installed in different vehi-
cles to explain and show the rating procedure in detail. The par-
ticipants will get the opportunity to actively take part in the action
to achieve practical experience. The installation test can also be
performed on cars / child seats brought by the participants. For
this please inform us in advance.
Course Instructors:
Britta Schnottale, Federal Highway Research Institute
Britta Schnottale is working as a scientific assistant in the department for “Passive Safety and Biomechanis” of the German Federal Highway Re-
search Institute (BASt). Here she is responsible for questions regarding the safety of children in vehicles. This includes, apart from national research
projects, working in EU projects for child safety. Moreover she is a representative in the EEVC working group 18 (child safety) as well as in NPACS
(New Programme for the Assessment of Child restraint Systems).
Tobias Langner, Federal Highway Research Institute
Dipl.- Wirt.- Ing. Tobias Langner is working as a scientific assistant in the department for “Passive Safety and Biomechanis” of the German Federal
Highway Research Institute (BASt). He is project manager for Euro NCAP crash tests at the BASt. In his position as Euro NCAP inspector he analyses
the post-crash vehicles together with a lead inspector of Euro NCAP.

Passive Safety
Child Protection Systems for Front and Side Impacts

Global Requirements (ECE R44/NCAP/NPACS) and Development Strategies
Course description and Q10) than in the current protocol from 2015 onwards.
For the transport and the protection of children in cars, child This will enable Euro NCAP to better assess the performance
protection systems have been on the market since the 70ies. of the vehicle’s restraint systems.
It was, however, only after the introduction of the European Course contents
test regulation ECE-R 44 in 1980, that their quality and ef-
Introduction: historical development of child safety,
fectiveness have reached a minimum standard that was
accident statistics, usage rates of child protection
acceptable at that time. Further developments of the legal
systems, injury biomechanics of children
regulations along with additional tests of different European
consumer protection organizations – e.g. the German Stiftung Child dummies: P-series, Q-series
Warentest, ICRT (International Consumer Research and Test- Legal requirements: ECE-R 44 and other legal
ing; governing body of the European product testers), Öko requirements, sled tests, full-size front and side impact
Test – and also the motor press (auto motor & sport, ADAC, tests with special requirements concerning child
Auto Bild, ÖAMTC) finally led to a significant decrease in the protection
number of accident victims among children. Unfortunately the Consumer protection tests, other tests, harmonization:
applied test setups and rating procedures in the sled tests Euro NCAP, NPACS;
vary greatly and partly lead to significantly diverging results, ISO suggestion side impact, AMS, ADAC, others
which can cause misunderstandings among consumers, man- Child protection systems: types and classifications,
ufacturers and developers. standards, ISO-FIX, Top Tether, Ease of Use/Misuse
Right from the start Euro NCAP has also tested child protec-
tion systems in full-size-front and side-impact tests and has
introduced a separate test and assessment protocol for the Who should attend
evaluation of the protective effect of Child Restraint Systems The seminar addresses engineers who deal with the develop-
(CRS). However, hereby only CRS recommended by the auto- ment and design of child restraint systems and their integra-
motive OEMs are used in the tests. tion into the passenger protection systems.
The endeavours for research and harmonization of the New
Programme for the Assessment of universal Child Seats Course objectives
(NPACS), founded in 2002, can be seen as the latest devel- In this seminar you will learn to understand the specific prob-
opment on an European level. Members of NPACS are ICRT, lems in child safety and you will become familiar with the
ADAC and several European governments. In an initial phase, approaches concerning child safety with which you can meet
the test procedures of the ADAC and ICRT are to be harmon- the different requirements.
ised.
Euro NCAP has revised it’s child occupant assessment. As
of 2013 Q dummies are used in the dynamic assessment. In
addition a CRS installation test has been introduced. A sig-
nificant change will be the consideration of older children (Q6
Course Instructor:
Britta Schnottale, Federal Highway Research Institute

Britta Schnottale is working as a scientific assistant in the department for “Passive Safety and Biomechanis” of the German Federal Highway Re-
search Institute (BASt). Here she is responsible for questions regarding the safety of children in vehicles. This includes, apart from national research
projects, working in EU projects for child safety. Moreover she is a representative in the EEVC working group 18 (child safety) as well as in NPACS
(New Programme for the Assessment of Child restraint Systems).

SafetyWissen
RCAR Insurance Tests
Lowspeed Structural Crash Tests
Front
Vehicle width (front)
40% Overlap
R = 150 mm 15 km/h
75Kg
SafetyWissen by
10°
Rear
R = 150 mm
R=50mm
Vehicle Width Mobile Barrier
15 km/h
15 km/h
40%
10°
Mobile Barrier
SafetyWissen by Barrier height Ground clearance
(700mm+/-10 mm) (200 mm +/- 10 mm)
Bumper Test
15%
5 km/h 5 km/h
SafetyWissen by
10 km/h 10 km/h
75Kg
Vehicle Width at Front Axle
Barrier ground clearance measured from the track surface to the lower surface of the bumper barrier:
Test Ground Clearance Remarks
Front 100% 455 mm
±3
Rear 100 % 405±3 mm or 455±3mm EU and Asia (AZT...) 405 mm, USA (IIHS) 455 mm
Front / Rear 15% 405 mm or 455 mm
±3 ±3
Asia (IAG...) and USA (IIHS) 405 mm
82
Dummy & Crashtest
Seminars on Dummies and Crash Test

Basics
Introduction to Sled Simulation for the Development of
 2 Days www.carhs.de
Occupant Protection Systems
Introduction to Crash Testing  2 Days www.carhs.de
Introduction to Data Acquisition in Safety Testing 2 Days 84
Protection Criteria in Automotive Safety 1 Day www.carhs.de
Introduction to Passive Safety 2 Days 16
Dummy Basics 2 Days www.carhs.de
Dummy Calibration  1 Day www.carhs.de
Dummy Trainings
Dummy Update 1 Day www.carhs.de
Hybrid III  2 Days 90
BioRID II  2 Days 90
ES-2 / ES-2RE  2 Days 90
SID IIs  2 Days 90
P- / Q-Child dummies  1 Day 90
Hybrid III - 3 and 6 year old child dummies  1 Day 90
Dummy seating for Euro NCAP  2 Days www.carhs.de
Pedestrian Protection Test Procedures  3 Days www.carhs.de
Pedestrian Protection: Technical Update 1 Day www.carhs.de
Pedestrian Protection Workshop 1:

 1 Day www.carhs.de
Euro NCAP Grid Procedure
Pedestrian Protection Workshop 2:
 1 Day www.carhs.de
The Flex PLI
CrashTesting 2013 1 Day 12
SafetyUpDate Aschaffenburg, Germany 2 Days 12
PraxisConference Pedestrian Protection  2 Days 13
83
Dummy & Crashtest
Introduction to Data Acquisition in Safety Testing
Course Description Calibration and Certification

Sensor technology and data acquisition are central elements of Dummy certification
safety testing. A 100% reliability of the used technology in com- Sensor calibration
bination with the highest accuracy of the employed sensors are SAE J211
the basis for the success and usefulness of the tests in vehicle Procedures
Test preparation
development. Test execution
The course first presents a short overview on the historical de- Test evaluation
velopment of data acquisition technology in the safety field and
continues to go into details of current technologies of sensors, Goal of the workshop
data acquisition as well as dummy and vehicle instrumentation. The course participants will learn about the technology and ter-
Based on the procedures of a safety test, the different tasks of minology of sensor and data acquisition technology used in safety
calibration and certification of sensors, filtering and evaluation of testing. They will be qualified to define tests, to supervise tests
signals, as well as the calculation and evaluation of measurement and to interpret and evaluate test results.
errors will be explained. Who should attend
This introduction course aims at new test engineers and project The course is targeted towards project-, test- and simulation-
engineers as well as engineers from simulation departments. The engineers at automotive OEMs, suppliers and engineering service
course provides the basic knowledge in crash data acquisition and providers.
gives a comprehensive overview on the procedures employed in
data acquisition in the crash testing environment.
Course Contents
Sensors
Basic sensor principles
Sensors in safety testing
Selection of sensor systems
Systems for data acquisition (DAS)
State of the art in DAS technology
InDummy and Onboard DAS
Filtering
Instrumentation
Image: KT Automotive
Overview dummy instrumentation
Overview vehicle instrumentation
Overview instrumented barriers
Evaluation & Measuring Errors
Error calculation (set-up of sensors, sensors, DAS, evaluation...)
Sources of errors in crash testing
Interpretation of signals
Course Instructor::
Dipl.-Ing. Thomas Wild, Continental Safety Engineering International GmbH
Thomas Wild studied Electrical and Tele-Communications Engineering at the Technical University Darmstadt. Since 1996 he has been employed
at Continental Safety Engineering International as a measurement engineer. 1998 - 2001, he assumed additional responsibilities as an application
engineer in the algorithm development. Since 2003 he is team leader measurement and video technology. Since 1997 he works in the working
group Data Processing in Vehicle Safety (MDVFS).
18.-19.04.2013 2095 Alzenau 1,5 Days 1.025,- EUR till 21.03.2013, thereafter 1.165,- EUR

Series production of image sensor cases (artificially multiplied)
Every image is a work of art!

The pco.dimax HD+ high speed camera combines innovative
CMOS and electronics technology – for exceptional results in
automotive safety tests! The pco.dimax HD+ offers real
12 bit image dynamic, it is free of black referencing by the user,
delivers highest color quality and unites all this with
extraordinary light sensitivity at lowest read out noise levels.
www.pco.de
in America: www.pco-tech.com
Frontal Impact Rear Impact
Side Impact Dummies Child Dummies
Dummies Dummies
HIII HIII HIII World HIII BioRID P Q
ES-2 ES-2re SID-IIs Crabi Cami HIII
50% 5% 95% SID 50% II Series Series
ECE-R94 •
ECE-R95 •
Europe
ECE-R44 • 2)
Euro NCAP • 3) • 3) • •
FMVSS208 • • • •
FMVSS214 • • 1)
FMVSS213 • • • •
USA
FMVSS202a •
U.S.-NCAP • • • •
IIHS • • •
Japan Trias 47 (1-4) • •
Current Dummy Landscape
JNCAP • • • •
Asia
China Gesetz • •
SafetyWissen
UpDate
China NCAP • • • • • •
Korean NCAP • • • 3) •
ADR (Frontal, Side) • •
AUS
Australian NCAP • • • •
1) planned as of 2016 SafetyWissen by
2) planned as of 2014
3) planned as of 2015
86
Testing Technology for R&D Labs - Product Inspection - Durability Labs
SRS Testing from the Expert for Experts

Impact Test Systems for R&D,
ECE & FMVSS Conformity Check
Video Analysis Tools
Cold Gas Deployment Systems
Airbag Deployment Test Stands
Pyrotechnical Analysis
Customized Applications
HuDe GmbH D-41812 Erkelenz

info@hude.com - www.hude.com - (+49) 2431-96800
For our safety, JASTI !

JASTI manufactures Anthropomorphic Test Devices, Hybrid III 3-years old Child,50th and 5th
percentile, ES2re and SID2s to protect one of these children from a trafific accident and to keep your
smile foever !
JASTI CO.,LTD. 4-3 Miyoshi 2-chome, Koto-Ku,TOKYO 135-0022 JAPAN TEL:(81)+03-5245-3661 http://www:jasti.jp
SafetyWissen in Cooperation with
BGS Böhme & Gehring GmbH
Overview Dummies
Weights, Dimensions and Instructions for Calibration
Adult Dummies for Frontal / Rear Impact
Seating
Weight
Height Instruction for Calibration
(kg)
(cm)
Hybrid II 50 % Male 74,4 90,7 CFR 49 Part 572, Subpart B
SAE Engineering Aid 25
Hybrid III 5 % Female 49,1 78,7
CRF 49 Part 572, Subpart O
CFR 49 Part 572, Subpart E
Hybrid III 50 % Male 77,7 88,4
1999/98/EG
Hybrid III 95 % Male 101,2 93,5 SAE Engineering Aid 26
BioRID II 77,7 88,4 User Manual
Adult Dummies for Side Impact

Seating
Weight
(kg)
(cm)
Eurosid 1 Certification Procedure
Eurosid 1 72,0 90,4
96/27/EG, ECE R-95
ES-2 72,0 90,9 FTSS - User Manual / ECE R-95
ES-2 re 72,0 90,9 CFR 49 Part 572, Subpart U NPRM
US-SID 76,7 89,9 CFR 49 Part 572, Subpart F
US-SID/Sid-H3 77,2 89,9 CFR 49 Part 572, Subpart M
SID IIs 44,5 79,0 User Manual
SID IIs FRG 44,0 78,7 CFR 49 Part 572, Subpart V NPRM
WorldSID 5% Female 48,27 User Manual
WorldSID 50% Male 74,88 87,0 User Manual
Child Dummies
Seating
Weight
(kg)
(cm)
P0, P¾, P6, P10 3,4 - 32,0 34,5 - 72,5 User Manual
P1½ 11,0 49,5 P1½ User Manual
P3 15,0 56,0 User Manual
Q1 9,6 47,9 Q1 User Manual
Q1½ (18m) 11,1 49,9 Q1,5 User Manual
Q10 35,5 73,4 Q10 User Manual (Rev. A Draft)
CRABI 12m 10,0 46,4 CFR 49 Part 572, Subpart R
Hybrid II - 3 Jahre 15,1 57,2 CFR 49 Part 572, Subpart C
Hybrid II - 6 Jahre 21,5 64,5 CFR 49 Part 572, Subpart I
Hybrid III - 3 Jahre 16,7 54,6 CFR 49 Part 572, Subpart P
Hybrid III - 6 Jahre 23,4 63,5 CFR 49 Part 572, Subpart N
88 Source: BGS-Seminar

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Dummy & Crashtest Seminars by our Partner
Dummy – Training
Course description
The seminars give you the opportunity to gain efficiency and security in the use and handling of dummies.
After a short theoretical introduction you are going to be trained in the handling of the respective dummy-type in a dummy lab in practical
exercises in work groups.
Course contents
Introduction of the respective dummy-type
History, development, assemblies, standard instruments, optional measuring points, DUMMY Hybrid III 5%, 50%, 95%
recent modifications, regulations for application/test, calibration DATE 04.-05.03.13 11.-12.11.13
Complete disassembly of the dummies in work groups
COURSE ID 2174 2175
Explanation of the functions of the assemblies and the individual parts, special features,
deviations from other dummy-types, practical tips for the handling of individual PRICE 1.190,- EUR (each)
assemblies, sensors and cabling, special tools, other devices, cleaning DUMMY BioRID II
Complete assembly of the dummies in work groups
DATE 06.-07.03.13 13.-14.11.13
work steps, possible assembly errors, Assembly of the measuring sensor, cabling,
adjustments of joints, storing/transport COURSE ID 2176 2177
Dummy calibration PRICE 1.190,- EUR (each)
Demonstration and explanation of the calibration tests
DUMMY ES-2 / ES-2re
DATE 11.-12.03.13 18.-19.11.13

Aims
Efficiency and security in use and handling of dummies COURSE ID 2178 2179
Exact knowledge about assembly, mechanics and sensor positions PRICE 1.190,- EUR (each)
Understanding of the measuring possibilities and limits
DUMMY SID IIs, SBL-C and SBL-D
DATE 13.-14.03.13 20.-21.11.13

Who should attend
Project and test engineers, technicians, mechanics COURSE ID 2180 2181
PRICE 1.190,- EUR (each)
DUMMY P-/Q-Child Dummies
DATE 18.03.13 25.11.13
COURSE ID 2182 2183
PRICE 690,- EUR (each)
DUMMY Hybrid III 3 and 6 y/o
DATE 19.03.13 26.11.13
COURSE ID 2184 2185
PRICE 690,- EUR (each)
VENUE Bergisch Gladbach
LANGUAGE
Course Instructors:
BGS Dummy Specialists, BGS Böhme & Gehring GmbH
BGS operates the dummy calibration laboratory of the German Federal Highway Research Institute (BASt). BGS calibrates crash test dummies for
the automotive industry. The seminars are held by experienced engineers from BGS‘ team.

SafetyWissen
BioRID II
The BioRID (Biofidelic Rear Impact Dummy) was devel- and with the pelvis attached to a sled which is struck
oped in 1999 to assess the risk of injuries caused by a by a pendulum to ensure a defined acceleration. This
rear end collision. The BioRID has been developed and sled is accelerated up to 17,8 g and reaches a velocity
is under continuous improvement in cooperation with of up to 3,4 m/s. The acceleration of the first thoracic
the „BioRID User Group“. vertebra and the rotation of the cervical spine are pre-
Dimensions and weight of the BioRID II are equal to cisely specified.
the Hybrid III 50 % Dummy. Arms and legs were taken The BioRID II is used in the Euro NCAP rear impact test-
over unmodified. Pelvis and head were slightly modi- ing.
fied. Spine and chest are completely redesigned. The Source: BGS-Seminar Dummy-Training BioRID II
spine consists of 24 vertebrae who are able to displace
Dimensions of BioRID II
against each other like the human spine. The cervical
muscular system is simulated by two springs and a H-Point above seat 8,6 cm
damper in the neck. The torso jacket consists of sili- H-Point to backrest dist. 13,7 cm
cone. Inside the jacket in the abdominal area there is Sitting Height 88,4 cm
a cavity filled with 2.06 litres of water. The jacket en- Weight of Head 4,5 kg
closes the spine and is mounted with 15 metal pins in
Weight of Torso 42,4 kg
the spine.
The BioRID undergoes calibration without extremities Total Weight 77,7 kg
Frontal Impact ATDs

Side Impact ATDs
Rear Impact ATDs
Children ATDs
Aerospace & Military ATDs
Pedestrian ATDs
FEA Models
Calibration Labs
Crash Wall Load Cells
Dummy Instrumentation
Engineer to Order
Localized Support
Users Training
Spare Parts Management
www.humaneticsatd.com
SafetyWissen in Cooperation with
Impactors for Pedestrian Protection
Lower Legform (TRL) Flexible Pedestrian Legform

Impactor: Flex PLI
50 mm
max.
FEMUR SECTION
C.G. of femur Instrumentation:

Foam flesh
Femur:
Skin 432 mm 3 strain gauges
Damper attached to
shear system Knee:
217 mm
3 potentiometers
66 mm
Direction of travel
Tibia:
926 mm
4 strain gauges
233 mm
Deformable knee element
Accelerometer
494 mm
New Legform Impactor for pedestrian testing

Flexible Femur and Tibia
Knee with „Ligaments“
C.G. of tibia Developed by JARI (Japan Automobile Research Institute)
To be used for global technical regulation GTR
TIBIA SECTION more realistic assessment of injury risks
70 mm
Diameter
Length Diameter Mass Length Diameter Mass

926 mm ca. 132 mm 13,4 kg 975 mm 132-140 mm 13,4 kg
Upper Legform Adult Headform Impactor Child Headform Impactor

50 mm End plate
Load transducer End plate
Accelerometer
Weight as Accelerometer
required
Skin
Skin
Sphere Sphere
Torque limiting
50 mm
joint
350 mm
50 mm
Strain gauges 13,9 mm 11 mm
ø 165 mm
ø 130 mm
Rear member
Front member Diameter Mass

Diameter Mass Child
Adult Headform 165 mm 4,8 kg 130 mm 2,5 kg
Foam with rubber skin Headform
ACEA-Headform 165 mm 3,5 kg Japan -
Length Width Mass Japan - Child 165 mm 3,5 kg
165 mm 4,5 kg
350 mm ~ 155 mm 11 to 18 kg Adult Headform Headform
SafetyWissen by
92
DESIGNING, MANUFACTURING AND
INSTALLING COMPLETE AND ENCOPIM
RELIABLE SOLUTIONS FOR PASSIVE
SAFETY
BOOSTING INNOVATION
Seats strength Universal Impact Test System
Interior impact
Seat belt anchorages Pedestrian protection &
steering system
Side intrusion & roof crush
Interior fittings
& seats
Ejection mitigation
www.encopim.com
Bumper impact
Crash Test Sensors

capacitive and piezoresistive
ASC acceleration sensors
ASC is one of the leading international manufacturers of high quality

acceleration sensors. In close cooperation with our customers, we
provide individual system solutions from planning to production in
Germany. Furthermore, we offer our customers extensive mainte-
nance and repair services for sensors from all manufacturers.
Flexibility is one of our strengths. Let's talk about it.
Interested
s?
in product test
Our products: ea se ge t
Pl
• Crash test sensors • Position Transducers
in touch!
• Rate Sensors • Tilt sensors • System cabling
www.asc-sensors.de
Active Safety, Driver Assistance, Electronics, Sensors
Seminars on Active Safety, Driver Assistance, Electronics and Sensors
Duration Language Page

Active Safety, Integrated Safety and Driver assistance
Advanced Driver Assistance and Crash Avoidance
2 Days 98
Systems
The Synergies of Integrated Safety 1 Day 102
Analysis of accident causation and accident avoidance 1 Day www.carhs.de
Vehicle Dynamics & Safety of Motorcycles 1 Day 105

Demographic Change: New Challenges for Vehicle
1 Day www.carhs.de
Safety and Driver Assistance
Sensors
Automotive Safety Sensors –
NEW 2 Days 104
Requirements, Features, Functions and Applications
Product Liability / Functional Safety
Product Liability in the Automotive Industry 2 Days www.carhs.de
Functional Safety - ISO 26262 Requirements and

2 Days www.carhs.de
solutions
SafetyUpDate Aschaffenburg, Germany 2 Days 12
SafetyAssist 1 Day 12
94
...driving to vehicle innovations
Efficiency and Safety for tomorrow‘s mobility:

■ DEVELOPMENT OF INNOVATIVE VEHICLE CONCEPTS
■ REDUCTION OF HARDWARE PROTOTYPES
USING FULL VEHICLE SIMULATION
■ INTEGRATED SAFETY
■ SMART MATERIALS AND JOINING TECHNOLOGY
■ SIMULATION AND TESTING
■ LONG-TERM FUNDED RESEARCH PROGRAMMES
www.v2c2.at
SafetyWissen
UpDate
NCAP Tests for Active Safety and Driver Assistance
1. Caluclation of Static Stability Factor (SSF) read more about U.S. NCAP: p. 39
2. Dynamic Test: Fishhook Maneuver
3. Rollover Rating based on statistical model
Fishhook Maneuver
Static Stability Factor (SSF)
Test complete
SSF = t / (2h)
Zone where tip-up

Center of gravity
U.S. NCAP
most likely to occur

Overcorrection height, h
~ 540 degrees
tip-up:
both inside tires lift Track width, t
at least two inches
off the pavement 80 %
Chance of Rollover
simultaneously 70 %
Rollover Rating
60 % Statistical Model
Initial rapid steering 50 %
input ~ 270° Tip
40 %
No Tip
30 %
22 %
20 %
Entrance speed between 35 19 %
to 50 mph 10 %
(56 to 80 km/h)
0 %
0,95 1,05 1,15 1,25 1,35 1,45 1,55
1,20 Static Stability Factor (SSF)
SafetyWissen by
Safety Assist Assessment based on

read more about Euro NCAP: p. 30
Seat belt reminder:
On all front row seats 2 Points
additionally on all rear seats 1 Point
Speed Assist Systems
Euro NCAP

SLIF Speed Limit Information Function MSA Manual Speed Assistance ISA Intelligent Speed Assistance
Communicating 1,5 (Camera and Map based) 1,5 (Camera and Map)
Speed Limit 0,5 (Camera or Map based) 0,5 (Camera or Map)
Warning Function 1 2
Speed Limitation 1 1
The final score for the overall rating will be scaled from maximum of 4.5 points to a maximum of 3 points.
ESC
if ESC is standard or optional on each variant and
passes the “sine with dwell” test described in ECE-R13H (see p. 103): 3 Points SafetyWissen by
Braking Performance Tests: Measurement of the stopping distance from 100 km/h on dry and wet road.
JNCAP
Publication of results without further evaluations: http://www.nasva.go.jp

Publication of a list indicating the availability of driver assistance systems (ABS, ESC, ACC, Lane Keep
Assist ...) for tested vehicles. SafetyWissen by
Rollover assessment like in U.S. NCAP (see above))

KNCAP
Braking Performance Tests: Measurement of the stopping distance from 100 km/h on dry and wet
road. Check if vehicle stays within the 3,5 m wide track while braking
Publication of results without further evaluations: http://www.car.go.kr SafetyWissen by
96
Occupant protection. Active safety. Driver assistance.
Driven for Life.

Advanced Driver Assistance and Crash Avoidance Systems
Course description are legal barriers such as the Vienna Convention, the func-
After the quantum leaps in passive safety in the last three tional safety, and the test and validation procedures.
decades, the hope for further improvements is on acci-
dent avoidance. A major step is already underway with the Course contents
implementation of the Electronic Stability Control (ESC) and Active Safety: Accident Analysis, Legislation, Market trends,
the Brake Assist. Similar benefits are anticipated through Customer Expectations.
Advanced Driver Assistance Systems (ADAS) which sup- The sensors of Active Safety.
port and unburden the driver to address driver errors which Vehicle Dynamic Control: ABS, ESC, Brake Assist, Active
are responsible for 90 % of all accidents: Sensor (cameras, Steering.
radar, laser, ultrasonic) monitor the traffic to provide safety Driver Assistance:
relevant information to the driver and warn him of any acci- Informing Systems
dent hazards before ultimately intervening to mitigate a crash. Warning Systems
Systems like the Adaptive Cruise Control even enable semi- Intervening Systems
autonomous driving in specific traffic scenarios. Autonomous Systems
System / Driver Interaction: HMI, dilemmas, conflicts.
The seminar describes in detail and comprehensibly today’s Functional safety.
and tomorrow’s active safety systems, their requirements,
modes of operation, and the utilized sensors. After introduc-
Who should attend
ing of the vehicle dynamic systems (ABS, ESC, Brake Assist,
The seminar addresses technicians and engineers working in
Active Steering), the driver assistance systems are discussed
research and development in the automotive industry, especially
according to the escalation strategy 1. informing -, 2. warning
systems engineers, project engineers and project managers as
-, 3. intervening -, and 4. autonomous systems. Based on
well as all experts from vehicle safety, who would like to get an
the scientific findings of the accident analysis, the systems
overview of the current and future solutions and methods in Active
are consistently mirrored on real world accidents in order to
Vehicle Safety.
understand the accident causes, and how the system can
avoid the accident. Finally, the seminar provides an outlook
how today’s ADAS systems will be enhanced step by step to
temporary autonomous driving.
In addition to these technical aspects, the seminar discusses

the system’s interactions with the driver. A key topic is the
Human Machine Interface (HMI), the driver acceptance of the
system, his reactions and behavior. A major issue however is
the conflict between the system and the driver, the warning
and intervention dilemma in particular. Other points of interest
Course Instructor:
Dr. Lothar Grösch, Groesch Automotive Safety Consulting
Dr. Lothar Groesch has been working in safety engineering for more than 37 years, both at one of the leading OEMs in Passive & Active Safety,
and w/ a major supplier in pioneering new automotive safety sensors & systems. From 2000 to 2009, he worked in the United States as a Product
Director for Automotive Safety Systems, thus he is particularly familiar w/ U.S. specific requirements. Although joining the carhs TrainingCenter quite
recently, he has a long experience in guest teaching at several universities in the U.S. & Germany, as well as in company internal training seminars,
technical marketing, customer presentations & workshops. In 2009 Dr. Grösch has founded Groesch Automotive Safety Consulting and is primarily
working in driver assist and accident avoidance systems.
TERMIN
Date Course
KURS ID
ID Venue
ORT Duration
DAUER Price
PREIS Language
SPRACHE
12.-13.09.2013 2083 Alzenau 2 Days

Tage 1.290,-
1.190,- EUR till
bis 15.08.2013,
26.03.09, danach
thereafter
1.290,-
1.490,-
EUR EUR deutsch

©TRW Automotive 2012
JUST THINK:
REGENERATIVE
BRAKING
FOR EVERY CAR
IN EUROPE.
Cognitive Safety Systems from TRW can help protect people and
the planet. A range of advanced safety technologies are helping
to reduce emissions and improve fuel efficiency worldwide.
TRW’s Green Thinking – the safety everyone deserves.
ADVANCED THINKING / SMART THINKING / GREEN THINKING
http://cognitivesafetysystems.trw.com
SafetyWissen
New
Euro NCAP Test Methods for Autonomous Emergency Brake Systems
14 Approach to stationary target

20
v0 =10 km/h ... 50 km/h in 5 km/h steps v=0 km/h
v0 (km/h) Points for Accident Avoidance Remarks

10 1 Prerequisites for scoring in AEB City:
15 2 minimum 1.5 points (out of 2) from the whiplash assessment of front seats
AEB City
20 2 up to 20 km/h accidents must be completely avoided

25 2 For v0 > 20 km/h accident mitgation is rewarded. The score is calculated
30 2 from the remaining impact velocity vI
35 2 Points for Accident Avoidance * (v0-vI)/v0
40 1 Example: At v0=30 km/h the target is impacted at a remaining velocity of
vI=10 km/h:
45 1 2 Points * (30 km/h - 10 km/h) / 30 km/h = 1,333 Points
50 1
The raw score of a maximum of 14 points is scaled down to a maximum of 3 points and is part of the Adult Occupant assessment.
14
20 Approach to stationary target
v0 =30 km/h ... 80 km/h v=0 km/h
Approach to slower target

v0 =30 km/h ... 80 km/h v=20 km/h
d0
Approach to braking target
v0 =50 km/h d0 =12 m v0 =50 km/h, a=-2 m/s²
v0 =50 km/h d0 =40 m v0 =50 km/h, a=-2 m/s²
AEB Inter Urban
v0 =50 km/h d0 =12 m v0 =50 km/h, a=-6 m/s²

v0 =50 km/h d0 =40 m v0 =50 km/h, a=-6 m/s²
stationary target slower target
braking target
v0 (km/h) Points for Collision Warning Points for Accident Avoidance Points for Collision Warning
30 2 1 1 1 point each for
35 2 1 1 avoidance and
40 2 1 1 for warning per
45 2 1 1 scenario
50 3 1 1
55 2 1 1
60 1 1 1
65 1 2 2
70 1 2 2
75 1 - 2
80 1 - 2
The raw score is scaled down to a maximum of 3 points and is part of the Safety Assist assessment. The weighting of the scenarios
is to be decided.
100
Software Solutions for
ADAS and Integrated Safety
The Synergies of Integrated Safety
Course description resulting from the integration of both “worlds”, and the archi-
After the quantum leaps in passive safety, the focus has been tecture of the future safety systems.
shifting to active safety. In addition, the integration of active
and passive safety offers a high potential to optimize all the Course contents
safety systems during all (pre-) phases of an accident.
Overview: active and passive safety systems
As a 1st step, all the safety systems must be networked in or- Potential of integrated systems:
der to make all information of all systems available to all other F unctional integration: New safety systems and applications
System Architectures: Domain Controller
systems. This functional integration does not only enhance Packaging integration: Architectures and integration concepts
many functions, but will also result in new safety functions.
This will be exemplified extensively in combining occupant
protection with vehicle dynamic control and driver assistance Who should attend
systems. Specifically, the effectiveness of restraint systems The seminar is addressed to everybody interested in an up-
can be increased significantly by utilizing information about date of key technologies for integrated safety:
the vehicle stability or of predictive sensors, Vice versa, the newcomers, graduates, managers, specialists.
crash sensors may activate the vehicle brakes during a mul-
tiple collision in order to prevent worse things.
The downside of functional safety is its increasing complex-

ity. As a result, new system architectures are needed: Safety
domain controller instead of hierarchic architectures will al-
low the physical integration of sensors and electronics. This
packaging integration will reduce the space, weight and cost
of the safety systems. In example, the inertial sensors of
Electronic Stability Control and the crash sensors can be as-
sembled in one box. Another challenge is the implementation
of software modules from different suppliers on the same do-
main controller, utilizing AUTOSAR as software platform. And
last but not least, the systems must be scalable at lowest cost
over all variants of a vehicle platform.
This seminar gives an overview of the possibilities arising

from integrating safety systems. After a comprehensive and
detailed description of the sensors and electronics of both
passive and active safety, the course focuses on the benefits
Course Instructor:
TERMIN
Date Course
KURS ID
ID Venue
ORT Duration
DAUER Price
PREIS Language
SPRACHE
01.02.2013 2084 Alzenau 21 Tage

Day 740,-
1.190,-EUR
EURtillbis
04.01.2013,
26.03.09, danach
thereafter
1.290,-
840,-EUR
EUR deutsch

SafetyWissen
Test of ESC Systems in ECE-R13H and FMVSS 126

Step 1: Slowly-Increasing-Steer Manoeuvre to determine parameter A
At a constant velocity of 80±2 km/h the steering angle is ramped at 13.5 deg/s until a lateral acceleration of 0.5 g is reached. Out of 2 series
(1x left turn / 1x right turn) with 3 repetitions of the manoeuvre the steering angle A (in degrees) at which the lateral acceleration is 0.3 g is
determined using linear regression.
Step 2: Sine with Dwell Manoeuvre to assess Oversteer Intervention and Responsiveness
At a velocity of von 80±2 km/h the vehicle is subjected to two series of test runs using a steering pattern of a sine wave at 0.7
Hz frequency with a 500 ms delay beginning at the second peak amplitude:
δ
Introduction
ECE: M1 and N1 vehicle
New types from 1.11.2011

New registrations from 1.11.2013

FMVSS: all vehicles with GVWR ≤ 4.536 kg
Steer angle
from 01.09.2011 100% of the vehicles produces
-δ
SafetyWissen by
One series uses counterclockwise steering for the first half cycle, and the other series uses clockwise steering for the first half cycle. In
each series of test runs, the steering amplitude is increased from run to run, by 0.5 A, starting at 1.5 A. The steering amplitude of the final
run in each series is the greater of 6.5A or 270 degrees, provided the calculated magnitude of 6.5A is less than or equal to 300 degrees.
If any 0.5A increment, up to 6.5A, is greater than 300 degrees, the steering amplitude of the final run is 300 degrees.
Performance Requirements:
Yaw Rate
1 s after completion of the steering input (t0) < 35 % of the first peak value of yaw rate recorded after the steering wheel angle changes sign.
1.75 s after completion of the steering input (t0) < 20 % of the first peak value of yaw rate recorded after the steering wheel angle changes sign.
Lateral displacement of the vehicle center of gravity with respect to its initial straight path when computed 1.07 seconds after the
Beginning of Steer (BOS)
for vehicles with GVM (GVWR) ≤ 3500 kg > 1,83 m
for vehicles with GVM (GVWR) > 3500 kg > 1,52 m
Steer angle
lateral displacement
1,83 m
(1,52 m) yaw rate ψ
SafetyWissen by
t
35% 20%
100%
ψPeak
t=1,07 s t0 t0 + 1 s t 0 + 1,75 s
103
New
Automotive Safety Sensors –

Requirements, Features, Functions and Applications
Course description by activating the brakes and the steering. Even today, autono-
Sensors are the crucial sensory organs of vehicle safety sys- mous driving in specific situations is possible, such as the
tems: Recognizing accident hazards and events in millisec- adaptive cruise control
onds, they activate and control crash avoidance and occupant 3. Communication with satellites (GPS), from car-to-car- and
protection systems accurately, reliable and effectively. Micro- from car-to-infrastructure (C2C2X) along with digital maps
mechanical oscillators feel vibrations due to shocks, thus will play an important role in the future of automotive safety
controlling seat belt pre-tensioners and airbags according systems.
to the crash type and severity. Micro-mechanical gyroscopes The seminar illustrates comprehensibly and simple the physi-
register any vehicle rotations, thus stabilizing the vehicle path cal principles of these sensor and measuring systems, their
and movement as needed. Driver assistance systems con- characteristics, their advantages and drawbacks with respect
trolled by cameras keep the vehicle in the lane and recognize to specific applications, along with their applications in to-
a pedestrian surfacing in front of the vehicle. Radar and laser day’s and future vehicle safety systems.
beams are scanning the road for frontal-, side- and rear col-
lisions. Course contents
In order to adequately control restraint systems, crash sen- Introduction: Automotive sensor systems
sors must accurately discriminate frontal crashes, side im- Physical sensor and measurement principles
pacts, rear-end collisions and vehicle rollover. New tests such Requirements and applications in automotive safety systems
as the lateral pole crash or the small overlap frontal crash Passive Safety:
continuously increase the requirements to the crash sensors Crash sensors, rollover sensing, pedestrian impact sensors,
and the intelligent restraint control. Utilizing predictive sen- predictive crash sensors, sensor topologies and configurations
sors will effectively increase the effectiveness of occupant Interior sensing, occupant sensing
protection systems. During multiple collisions, the restraint Intelligent restraint control, restraint triggering algorithms,
controller can activate the vehicle brakes in order to reduce structure and functions of restraint controller
the crash severity. Interior sensors recognize the presence, Active Safety:
Radar-, laser- and ultrasonic sensors, sensor data analysis and
position (out-of-position), size and weight of the occupants,
evaluation, system control algorithms
this tailoring the protection specifically to each occupant. Monocular and stereo camera, Photon-Mixing Device, digital
Driver assistance and crash avoidance systems are utilizing image processing
three types of sensors: Communication systems
1. Inertial sensors to monitor the vehicle movements, both Sensor Fusion
accelerations along and rotations around the vehicle axes. Who should attend
Utilizing micro-electro-mechanical systems (MEMS) smaller The seminar addresses technicians and engineers working in
that one tenth of a millimeter, they are extremely sensitive to research and development in the automotive industry, espe-
control the vehicles intended path by activating the steering cially systems engineers, project engineers and project man-
and braking system. agers as well as all experts from vehicle safety, who would
2. Surround sensors such as radar, laser, ultrasonic and cam- like to get an overview of the sensors used in current and
eras scan the vehicle environment for any hazards, not only future automotive safety systems.
for driver information and warning, rather to avoid accidents
Course Instructor:
10.-11.07.2013 2149 Alzenau 2 Days 1.290,- EUR till 12.06.2013, thereafter 1.490,-

Vehicle Dynamics & Safety of Motorcycles
Course description Vehicle-bound airbag systems

Motorcycling is one of most exciting and pleasurable means Driver-bound airbag systems
of transportation. Unfortunately it also is the one with the Vehicle Dynamics and Assistance for Motorcycles
highest risks for accidents and injuries. Basics of vehicle dynamics
While the number of fatally injured car occupants has de- Integral braking systems
clined significantly over the last 30 years due to advances Anti-lock systems
Anti-slip systems
in car safety, motorcycles are further associated with high
numbers of injuries and fatalities. Future Developments
Vision-based assistance systems
Passive safety systems have not made a recognizable impact
Communication-based assistance systems
in the motorcycle market and vehicle dynamics assistance
systems for braking or slip are just being introduced and their
effectiveness is still to be shown. Who should attend
The training course is focussing on engineers at OEMs and
The new course on Vehicle Dynamics & Safety of Motorcycles suppliers, both in development and product management.
starts by presenting the issue of motorcycle safety based on Furthermore it will provide valuable insights to representa-
recent accident data around the world and shows the dif- tives from sales organizations, expert witnesses, government
ferences between countries. The course then introduces organizations, motorcycles associations and insurance com-
motorcycle-based passive safety systems and their limits and panies.
then discusses the basics of vehicle dynamics where also the
fundamental differences between cars and motorcycles are
shown. Furthermore the course goes into details of vehicle
dynamics assistance systems and their relevance for safety.
Finally new developments for vision-based and communica-
tion-based assistance systems are discussed and their poten-
tial to reduce accidents is evaluated.
Course contents
Motorcycle Accidents
Type and causes for accidents
Country specific situation
Development of accident statistics
Passive Safety Systems for Motorcycles
Role of helmets and garments
Course Instructor:
Dr.-Ing. Patrick Seiniger, German Federal Highway Research Institute (BASt)

Until 2004 Dr. Seiniger studied mechanical engineering at the technical university Darmstadt. He continued as a research as-
sistant in the area of vehicle technology at TU Darmstadt where he also received his doctorate. The topic of his doctoral thesis
was ,Recognition and avoidance of non-braking curve accidents with motorcycles‘. Since 2009 he is with the Federal Highway
Research Institute in Bergisch Gladbach, Germany working in the field of advanced driver assistance and motorcycle safety.

Simulation & Engineering
Seminars on Engineering and Simulation

Basics
Introduction to Numerical Simulation for Automotive
1 Day www.carhs.de
Engineers
CAE Intensive Training  17 Days www.carhs.de
Car Body Design for Analysis Engineers 2 Days 108
Methods and Algorithms for numerical Simulation 2 Days www.carhs.de
Structural Mechanics for Simulation Engineers 1 Day www.carhs.de
Lightweight Design
Lightweight Design Strategies for Car Bodies 2 Days 109
NEW Design of Composite Structures 2 Days 110
NEW Manufacturing Technologies for Composite Parts 2 Days www.carhs.de
Material Models
Material Models of Metals for Crash Simulation 1 Day 111
Material Models of Plastics and Foams for Crash
2 Days 112
Simulation
Material Models of Composites for Crash Simulation 1 Day 114
Simulation of Automotive Components from Short-Fibre
1 Day 116
Reinforced Plastics
Optimization
Structural Optimization in Automotive Design – Theory
2 Days 117
and Application
Management & Quality
Quality Assurance and Process Management in CAE 2 Days www.carhs.de
Project Management in CAE  2 Days www.carhs.de
Safety Simulation
Introduction to Occupant Simulation and Validation 1½ Days www.carhs.de
Introduction to Airbag Simulation 1 Day 118
Pedestrian Protection Simulation 1 Day www.carhs.de

automotive CAE Grand Challenge 2 Days 10
Human Modeling 1½ Days 11

ANSA pioneering software systems
for multidisciplinary
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Composites training with best-in-class experts. Material Characterization
Advanced Materials CAE Technology
Order your free copy at www.carhs.de

Car Body Design for Analysis Engineers
Description Measures for improved dynamic behavior

In general analysis engineers have a sound knowledge on Part dimensioning taking into account vehicle vibrations
numerical methods and experience in structural analysis with Dynamic Analysis of full vehicles
the Finite Element Method. To make a valuable contribution Measures for improved acoustic behavior
to the vehicle development process using numerical simula- Acoustic design of a car body
tion, knowledge on car body design and functional layout is Simulation methods
required. To efficiently undertake lightweight design all fun- Realization of safety measures
damental requirements have to be taken into account early Energy absorption Elements
in the design process. These requirements will be outlined Vehicle car bodies
Safety systems
in the seminar. Additionally the characteristics of the specific
Pedestrian protection
organization of the development process have to be incorpo- Post crash
rated. The objective of the seminar is to transfer the knowl-
Use of Optimization Methods in industrial Applications
edge needed for an analysis engineer to play a part in vehicle Introduction into mathematical optimization
development. Especially the examination of design variants of Approximation techniques
existing car bodies makes the seminar descriptive, Optimization software
Optimization strategies
Shape optimization
Contents
Topology optimization
Load carrying principles of lightweight design
Load assumptions
Design principles Who should attend?
Technology of car body construction This 2 day seminar is aimed at analysis engineers working in
Car body architecture the automotive industry.
Structural materials and pre-products
Material selection
Manufacturing methods
Joining techniques
Development process described at the example of the
improvement of static properties
Principal structure of the development process
CAE-compatible CAD
Finite Element modelling of a car body
Static behaviour of the car body structure
Finite Element Analysis of Joints
Course Instructor:
ment.

Lightweight Design Strategies for Car Bodies
Description Structures of lightweight design

To design and develop light weight vehicles ready for series pro- Space-frame structures
duction is becoming increasingly important. Especially for fully Shell structures (grooves, ribs, ...)
electric vehicles with large and heavy battery packs light car bod- Foams and inlays
Composite sandwich structures
ies are indispensable. But also for other propulsion concepts light- Related joining techniques (adhesive bonding, ...)
weight is desirable. The focus in this seminar will be given to pro- Advanced CAE methods for lightweight design
duction ready vehicle concepts, and ideas taken from the extreme Stability (buckling, ...)
light weight design are integrated into the considerations. A sym- Dynamics and Acoustics
biosis of the use of modern lightweight materials and the design Fracture mechanics, multi-scale models (observation of cracks,
of appropriate lightweight structures leads to efficient lightweight etc.)
design. This multi-disciplinary task is only possible with develop- Crash of small structures
ment strategies that can simultaneously handle requirements of Analysis of joints
Robustness analysis
crash protection, vehicle dynamics, comfort, acoustics, durability Optimization of shape and dimension
and production of the vehicle. The aim of this seminar is to provide Case studies
the competencies for the development of light vehicle structures. Selected Vehicle Components
Ultra-lightweight vehicle concepts
Contents Vehicle concepts for mass production
Potentials of lightweight design
Motivation and problem definition
Current lightweight vehicle concepts Who should attend?
The “Lightweight Loop”
This seminar is aimed at designers, analysis engineers and project
Principles of lightweight design managers from car body, component and system development.
Definition of requirements
Determination of design loads
Principal design rules
Approaches of bionics
Fail-safe, safe life, damage tolerance
Methodical concept finding (architecture, topology)
Materials and their specific design rules
Material selection
Acquisition of material data
Steel, aluminum, magnesium
Fiber composites
Material mix and recycling
Course Instructor:
ment.
12.-13.03.2013 2155 Auburn Hills, USA 2 Days 1.290,- USD till 12.02.2013, thereafter 1.490,- USD

New
Design of Composite Structures
Description Contents
Since the mass is one of the main factors influencing the fuel con- Introduction
sumption of vehicles, increasing demands to reduce energy usage E lastic behavior of composites
and CO2 emissions, force the automotive industry to consider the
F ailure of composite materials
use of alternative designs and new materials. Composite materi-
als have proven their potential to reduce the weight of structures M echanics of composite materials and structures
in many applications (e.g. in aerospace and motorsport). As com- C onnection technologies for composites
posites have a special set-up and behave completely different D esign and CAD modeling of composite structures
than traditional materials, engineers must learn how to employ
D amage tolerant design and repair
these materials to take advantage of their special characteristics
F atigue and strength of composites
in the design of vehicle structures. In the seminar real world ex-
amples are used to create a basic understanding of designing
composite structures. Then the theoretical and practical founda-
tions of composite design are explained.
Aim of the course

After participating in the seminar participants are able to design
and develop composite structures. They understand the specific
requirements of composite structures and the related design con-
cepts. In the seminar special attention is directed to the concur-
rent consideration of loading, design and manufacturing related
requirements. Accordingly, the different composition methods - in-
tegral, differential, fully laminated and sandwich – are addressed.
The seminar also provides knowledge about preliminary design
and detailed FE analysis based on classical laminate theory. Fur-
thermore, participants learn to judge manufacturing defects, to
evaluate in-service defects and to develop repair measures.
Who should attend?

This seminar is especially designed for engineers and techni-
cians that work in the development departments of automo-
tive manufacturers, suppliers and engineering service provid-
ers and deal with the design and development of composite
components.
Course Instructor:
Dr. techn. Roland Hinterhölzl, LCC TU Munich
Since 2010 Dr. techn. Roland Hinterhölzl is head of the numerical simulation department of the Institute for Carbon Composites at the Technical Uni-
versity of Munich. The focus of his work is on process simulation and structural analysis for the automotive and aviation industries. Dr. Hinterhölzl
received his doctorate in 2000 at the University of Innsbruck on the simulation of the time-dependent behavior of composite materials, after he has
spent several months at the Department of Aerospace Engineering and Engineering Mechanics at the University of Texas at Austin and CRREL (USA).
Subsequently, he developed innovative composite components at the aerospace supplier FACC AG and headed the structural analysis department.
18.-19.11.2013 2197 München 2 Days 1.290,- EUR till 21.10.2013, thereafter 1.490,- EUR

Material Models of Metals for Crash Simulation

Besides an appropriate spatial discretisation of the structure The course addresses engineers working in the field of crash
and a profound knowledge of the required load cases, ap- simulation and heads of simulation departments interested in
propriate material modelling is a key ingredient for predictive the important topic of material modelling.
crash simulations. The materials to be described are diverse,
but the load carrying structure today still mainly consists of Contents
metallic materials.
Overview of metallic materials used in cars
The seminar deals with the following materials: Material models for metals
mild and high strength steels Overview of experimental methods for material
AHSS and UHSS steels

characterization
Identification of material parameters from experiments
wrought Al and Mg alloys
Discussion of the sensitivity material parameters
cast Al and Mg alloys
The objective of this 1 day course is to give the participants

an overview of material models of metals used in crash simu-
lation. In a first step the deformation behavior and the dam-
age mechanisms of each material class are explained based
on the material structure. The influence of strain rate on ma-
terial behavior is an important aspect in the context of crash
simulation and will be discussed in the seminar. In a second
step material models for crash simulation are introduced. In
the third step the tests needed for the characterization of
materials are described and the parameter identification for
the material models is discussed. Finally and using example
simulations the sensitivity of simulation results regarding the
identified material parameters is shown.
Course Instructor:
Dr.-Ing. Helmut Gese, MATFEM Partnerschaft Dr. Gese & Oberhofer, Munich
In 1993 Dr.-Ing. Helmut Gese founded the engineering consultancy MATFEM (from 1999 the company has been named MATFEM partnership Dr.
Gese & Oberhofer). MATFEM offers technical and scientific consultancy services at the intersection of material science and finite element methods.
Besides performing FEM analysis projects the area of activity covers experimental and theoretical characterization of materials and the develop-
ment of new material models for simulation.

Material Models of Plastics and Foams for Crash Simulation
Numerical simulation has become a fundamental element in Overview of foam materials used in vehicle construction
the development of motor vehicles. Today, many important Simulation of elastic and visco-elastic foam materials
design decisions, especially in the field of crash, are based with volume elements
on simulation results. During the last few years there has
Available material models in explicit finite element
been an increase in the use of foam materials in vehicles.
These are, due to their variety and structure, much more programs
complicated regarding the characteristics of the materials Simulation of crushable foam materials and hard foams
than “simple” materials such as steel or aluminium, which with volume elements, available material modes in
can be modelled rather well. Characterization of foam materi- explicit computing programs
als is a great challenge for the simulation expert. Although Simulation of anisotropic (honey comb-) materials
by now there are different modelling approaches available in Overview of elasto-plasticity at finite strain
explicit FEM-programs such as LS-DYNA and PAM-CRASH,
Simulation of polymers in crash load cases
these are, however, often not satisfactory. The application of
Simulation of plastics with elasto-plastic material laws
these special material models require a sound knowledge and
experience. Simulation of plastics with visco-elastic material laws
Simulation of plastic components
The seminar provides an overview over plastics and foam ma-
terials used in automotive engineering and their phenomenol-
ogy. On the first day you are going to obtain an introduction Who should attend?
into the simulation of elastic and visco-elastic polymers, such The seminar addresses experienced CAE engineers and
as elastomers and elastic polymer foams with volume ele- heads of CAE departments with an interest in plastic and
ments. You are thereby coming to understand the available foam materials simulation. At least 1-year of experience with
material models in explicit finite element programs. FEM-programs such as LS-DYNA and PAM-CRASH is sug-
gested for participating in this course.
On the second day the focus is on the treatment of plastics,
such as thermo- and duroplastics through elasto-plasticity
with isotropic hardening. Non-associated deformation is go-
ing to be discussed as well. The seminar is rounded off with
the development of a material law for destructible materials.
For a demonstration you are going to see examples created
with the program LS-DYNA. References to material models in
LS-DYNA and PAM-CRASH are going to help you in applying
what you will have learnt.
Course Instructor:
Prof. Dr.-Ing. Stefan Kolling, Giessen University of Applied Sciences
Stefan Kolling is Professor for Mechanics at the Giessen University of Applied Sciences (THM). Previously he worked as a simulation engineer at the
Mercedes Technology Center in Sindelfingen. He was responsible for methods development in crash simulation. In particular he was involved in the
modelling on non-metal materials such as glass, polymers and plastics. Prof. Kolling graduated from the Universities of Saarbrücken and Darmstadt,
from where he also received his Ph.D. He is author of numerous publications in the field of material modeling.

More than Modelling!
• Simulation driven innovation
• CAE process automation
• Lead time reduction
• Visualization
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Further information about all Altair solutions at:
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Material Models of Composites for Crash Simulation

Increasing demands for weight reduction paralleled by re- The course addresses simulation and project engineers, proj-
quirements for improved crash performance and stiffness of ect managers as well as researchers involved in the analysis
structures have strongly pushed the development of advanced and design of composite parts and structures.
composites. The use of composite materials today is not limit-
ed to niche applications or secondary parts; they are increas-
ingly used for important load carrying structural components
in series production.
In this one day seminar Prof. Anthony Pickett presents the

foundations of structural impact and crash analysis of com-
posites with the Finite Element Method. At the beginning of
the seminar an overview of current and upcoming industrial
applications of composite materials is given. Thereafter con-
cepts for the correct physical modelling of the complex load
degradation and failure mechanisms in numerical simulation
are presented. The course concentrates on the numerical
simulation of the crash behavior of composites and is ac-
companied with demonstrations using the PAM-CRASH code.
Contents
Current and upcoming areas of application of composite
materials
Analysis of composite materials
Available material models and their application
Modelling methods for plies and laminates
FEM modelling of composites
Failure mechanisms and their representation
PAM-CRASH ply and delamination models
Necessary material tests
Examples
Course Instructor:
Prof. Anthony Pickett, Ph.D., ESI GmbH / University of Stuttgart.

Prof. Anthony Pickett studied at the University of Surrey (UK) where he also received his doctorate on composite materials. He then worked at ESI
GmbH for more than 15 years, during which time he led numerous industrial, national and international research projects on composites processing
and composite crash simulation. From 2002 until 2007 he had a chair in composite materials at Cranfield University (UK). Currently he is scientific
director at ESI GmbH and teaches composite materials modelling at the Institute of Aircraft Design at the University of Stuttgart.

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2013
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Attend - Present - Sponsor - Exhibit

We are delighted to announce our special guest speaker, Chris Boardman
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Simulation of Automotive Components from Short-Fibre Reinforced

Plastics
Short-fibre reinforced plastics have established themselves Fundamentals of short-fibre reinforced plastics
as a material for mechanically demanding automotive com- Processing of short fibre reinforced plastics for automotive
ponents. However they provide great challenges for the de- components
sign engineer. Loading rate, temperature, and ambient media Manufacturing process simulation
dramatically change the mechanical properties. In addition, Coupling of process and structure simulation
the manufacturing process conditions of the plastic result in Material models for the structural-mechanical description
direction dependent mechanical deformation and failure be- Simulation of the crash behavior
haviour. As a consequence the simulation engineer has to use Analysis of the mechanical behavior and short and long term
new and advanced methods in the simulation. loading
Experimental determination of material properties
This one-day seminar presents simulation methods that al- Calibration of material models
low the analysis of short-fibre reinforced plastics automotive Failure mechanisms and strength assessment
components under crash, short-term and long-time mechani-
cal loading. The focus of the seminar is on the combination of
different phenomenological and micromechanical modelling Who should attend?
approaches for the mechanical behavior of these materials. The seminar is aimed at engineers and managers of calcula-
The basic knowledge of the special behavior of these ma- tion departments that already have experience in the struc-
terials is provided and the importance of the coupling of the tural simulation of automotive components and want to ex-
manufacturing process simulation (injection moulding) with tend their knowledge regarding the simulation of short-fibre
the structural simulation for meaningful simulation results will reinforced plastics.
be explained. Finally, the description of the failure behavior of
these materials is discussed. Practical examples are used to
demonstrate the above to the seminar participants.
Course Instructor:
Prof. Dr.-Ing. Markus Stommel, Saarland University

Professor Dr.-Ing. Markus Stommel studied mechanical engineering (specialising in plastics engineering) and received his PhD in the same faculty.
For more than 7 years he has been Managing Director and Project Manager with PART engineering. The company specializes on calculation and
design projects for plastic and rubber products in the automotive industry. Since 2007 he has been Professor of Polymer Materials at the University
of the Saarland. His research focus is on engineering of materials and failure modelling of plastics and elastomers for numerical simulation.

Structural Optimization in Automotive Design – Theory and Application
Description overview over different optimization disciplines and proce-

In recent years Simulation has gained importance in all en- dures, the areas of application and their individual limitations
gineering disciplines. In the automotive industry the develop- and.
ment process evolved from an experiment based to a virtual
development process. Through this move towards simulation,
mathematical optimization also gained importance and new Contents
opportunities for its application have been opened within the Local and global optimization methods and coupled
development process. Only a few years ago it would have strategies
been unthinkable to find the optimal cross section and the Approximation methods
number and location of ribs for a cast part through math- Lagrange function, dual method
ematical optimization, which is now common practise.
Optimality criteria methods
As there exists no single optimization method that is suited for Bionic optimization procedures (CAO, SKO, evolutionary
all problems it is important to gain an overview over various algorithms, optimization with particle swarms)
optimization methods and their characteristics. In the seminar Coupling with FEM
the most popular and reliable optimization methods will be Formulation of optimization problems
presented. The focus will be on the explanation of the basic Sensitivity analysis
concepts and ideas rather than on the detailed mathematical
Determination of important variables and variable
derivations and formulations.
reduction
Emphasis will be on practical applications. Possibilities for us- Sizing
ing optimization methods will be demonstrated through many Shape optimization, use of morphing techniques,
industrial examples. topology optimization
Robustness optimization
The following questions will be answered in the seminar: Multi disciplinary and multi objective optimization
Which optimization methods are suited for which Numerous application examples
problems and which are not?
How big is the optimization effort?
How can the optimization effort be minimized?
Who should attend?
The seminar is suited for engineers and technicians from re-
Which possibilities exist for the formulation of different
search and development departments, users that intend to
optimization problems?
enlarge or fresh up their background knowledge and new-
What can lead to failure of an optimization? comers that want to get an overview of the subject.
At the end of the seminar participants will have gained an
Course Instructor:
Prof. Dr. Lothar Harzheim, Adam Opel AG

After receiving his PhD and before joining the simulation department of Opel Prof. Dr. Harzheim worked in the Group of Professor Mattheck on the
development of the optimization programs CAO and SKO. At Opel he is responsible for optimization, bio engineering and robustness. In this position
he not only introduced and applied optimization methods but has also developed software for topology optimization. Prof. Dr. Harzheim regularly
holds seminars for applied structural optimization and teaches at the Technical University of Darmstadt. He is the author of the book „Strukturoptim-
ierung: Grundlagen und Anwendungen“.

Introduction to Airbag Simulation -

Modelling, Folding and Simulation
The airbag today is an important and well-established com- Airbag-technology
ponent of the occupant protection system of a motor vehicle. What is an airbag? Regulations, layout and function,
Apart from the standard airbags for driver and passenger airbag-types and characteristics, the airbag as a part of
used for the protection of the chest and the head more and the restraint system
more different airbags come into operation. Every airbag Airbag modelling
needs to be carefully designed and optimized for its purpose. Assembly of a simple model, meshing, components,
materials, ignition and inflation process, contacts,
A good airbag simulation is a decisive prerequisite for a cost- validation with drop test, integration in the vehicle,
effective development of the airbag system. For this it is not mounting, optimization. Examples for different crash
only necessary to understand airbags and airbag compo- solvers.
nents, their interaction and their integration into the vehicle’s
Airbag-folding
interior, but also to know and to be able to apply the modelling
techniques. Basics of folding (folding-suitable model meshing),
problems and solutions, modelling tools for folding,
In this 1-day very practice-oriented seminar you will learn the demonstrations and exercises, new folding approaches.
basics of this. The modelling of an airbag consisting of mesh- Summary
ing, definition of material models, thermodynamic description
and integration in the vehicle are in the focus of this seminar.
Who should attend?
The seminar addresses simulation engineers, project engi-
Examples using LS-DYNA, PAM-CRASH and MADYMO are
neers and project managers, as well as heads of department
shown. Finally, the modelling of the airbag-folding will be dis-
in the field of crash who deal with the development of airbag
cussed in detail. If you are interested in specific questions,
systems.
these can be discussed before the seminar and integrated
as far as possible.
Course Instructor:
Torsten Gärtner,
Adam Opel AG
Since 1997 Torsten Gärtner has worked as a simulation expert. From numerous projects he has extensive experience in the field of occupant simu-
lation and interior safety. He is a Technical Integration Expert for vehicle safety with Adam Opel AG. Before that he worked as department manager
for safety with Tecosim GmbH and he spent 10 years in various management positions with carhs gmbh.

SafetyWissen
UpDate
Important Abbreviations
A CDC Collision Deformation Classification

A-PCS Advanced Pre-Collision System (Lexus) CEA Comité Européen des Assurances
AAA American / Australian Automobile Association CFD Computational Fluid Dynamics
AAAM Association for the Advancement of Automotive Medicine CFR Code of Federal Regulations (USA)
AAM Alliance of Auto Manufacturers (OSRP, USCAR) CLEPA Comité de liaison européen des fabricants
aBAS Advanced Brake Assist System d’equipements et de pièces automobiles
ACC Adaptive Cruise Control CMbB Crash Mitigation by Braking (Ford)
ACEA Association of European Automobile Manufacturers CMBS Crash Mitigation Brake System (Honda)
ACL Anterior cruciate ligament CMM Coordinate Measuring Machine
ACU Airbag Control Unit CMOS Complementary Metal Oxide Semiconductor
ADAC Allgemeiner Deutscher Automobil Club(German CMVR Central Motor Vehicle Rules
Automobile Association) CMVSS Canadian Motor Vehicle Safety Standards
ADAS Advanced Driver Assistance Systems COG Center of Gravity
ADOD Average Depth of Deformation CONTRAN Conselho Nacional de Trânsito
ADR Australian Design Rules COP (1) Carry over Parts
AE-MDB Advanced European Mobile Deformable Barrier COP (2) Child Occupant Protection (Euro NCAP)
AEB Autonomous Emergency Braking COS Completion of Steer
AEBS Autonomous Emergency Brake System CRABI Child Restraint Airbag Interaction (Child Dummy), USA
AHOD Average Height of Deformation CRS Child Restraint System
AHOF Average Height of Force CSM Computational Structural Mechanics
AIS (1) Abbreviated Injury Scale CSMA/CA Carrier Sense Multiple Access / Collision Avoidance
AIS (2) Automotive Industry Standards CSMA/CD Carrier Sense Multiple Access / Collision Detection
AISC Automotive Industry Standards Committee CV Closing Velocity
ANCAP Australasian New Car Assessment Program D
AOP Adult Occupant Protection (Euro NCAP) DAS Data Acquisition System
APF Abdominal Peak Force DCU Domain Control Unit
APPO Assessment Protocol Prove Out (Euro NCAP) DGPS Differential Global Positioning System
APROSYS Advanced PROtection SYStems DLO Daylight Opening
APSS Active Pedestrian Safety System DT Deployment Time
ARAI Automotive Research Association of India
ASIC Application-Specific Integrated Circuit E
ASIL Automotive Safety Integrity Level (functional safety) EBA Emergency Brake Assist
ASIS Adavanced Side Impact System EBD Electronic Brake Force Distribution
ATD Anthropomorphic Test Device ECE Economic Commision for Europe (United Nations)
AZT Allianz Zentrum Technik ECOSOC United Nationions Economic and Social Council
EDM Engineering Data Management
B EES Energy Equivalent Speed
BAS Brake Assist EEVC European Enhanced Vehicle-Safety Committee
BASt Germany’s Federal Highway Research Institute ELSA ELectric SAfety (UNECE/WP29 Working Group)
BDA Bonnet Deployment Actuator EMC Electromagnetic Compatibility
BIS Bureau of Indian Standards EOU Ease of use
BLE Bonnet Leading Edge ES-2 re Euro SID 2 Rib Extension
BMVBS German Federal Ministry of Transport, Building and Urban ESC Electronic Stability Control
Development ESV Enhanced Experimental Vehicles Safety Program /
BoD Board of Directors (Euro NCAP) Enhanced Safety of Vehicles Prog.
BOS Beginning of Steer ETC European Test Consortium
BSD Blind Spot Detection ETSC European Transport Safety Council
C Euro NCAP European New Car Assessment Programme
C-NCAP China New Car Assessment Programme EVITA Experimental Vehicle for Unexpected Target Approach (TU
C2C Car-to-Car Darmstadt)
CAD Computer Aided Design EVPC Electric Vehicles Post Crash
CAE Computer Aided Engineering EVT Euro NCAP Vehicle Target
CAN Controller Area Network F
Cars21 A Competitive Automotive Regulatory System for the 21st FARS Fatality Analysis Reporting System
Century FCW Forward Crash Warning
CAT Computer Aided Testing FCWS Forward Collision Warning System
CATARC China Automotive Technology and Research Center FEM Finite Element Method
CCD Charge Coupled Device FFC Femur Force Criterion
CCIS Co-operative Crash Injury Survey
119
SafetyWissen
UpDate
Flex PLI Flexible Pedestrian Legform Impactor IRCOBI International Research Council on the Biomechanics of
FMH Free Motion Headform (FMVSS 201) Impact
FMVSS Federal Motor Vehicle Safety Standards IRF Injury Risk Function
FPS Frontal Protection System ISA Intelligent Speed Assistance
FPSLE Frontal Protection System Leading Edge ISM Intelligent Speed Management
FRG Floating Rib Guide ISO International Organization for Standardization
FSI Fluid-Structure-Interaction ISS Injury Severity Score
FTDMA Flexible Time Division Multiple Access ITC Inland Transport Committee (UN ECE)
FW Full Width J
FWDB Full Width Deformable Barrier J-MLIT Japan: Ministry of Land, Infrastructure and Transport
FWRB Full Width Rigid Barrier JAMA Japan Automotive Manufacturers Association
G JARI Japan Automobile Research Institute
G.S.R. General Statutory Rules JASIC Japan Automobile Standards Internationalization Center
GAMBIT Generalized Acceleration Model for Brain Injury Threshold JNCAP Japan New Car Assessment Program
GCS Glasgow Coma Scale K
GIDAS German in-Depth Accident Study KMVSS Korean Motor Vehicle Safety Standards
GRSG Groupe de Rapporteurs sur la Sécurité Générale (WP29 - KNCAP Korean New Car Assessment Program
General Safety Provisions) KTH Knee - Thigh - Hip
GRSP Groupe de Rapporteurs sur la Sécurité Passive (WP29 -
Passive Safety) L
GSR General Safety Regulations LDWS Lane Departure Warning System
GTR Global Technical Regulation LHD Left Hand Drive
GVM Gross Vehicle Mass LIDAR Light Detection and Ranging
GVWR Gross Vehicle Weight Rating LIN Local Interconnect Network
LINCAP Lateral Impact New Car Assessment Program (U.S.
H NCAP)
HBM Human Body Model LKAS Lane Keeping Assist System
HGV Heavy Goods Vehicle LKD Lane Keeping Device
HIC Head Injury Criterion LKS Lane Keeping System
HIT Head Impact Time LL Lower Leg
HITS Harmonisation Interlab Test Series LNL Lower Neck Load
HLDI Highway Loss Data Institute LTR Land Transport Rules (New Zeeland)
HLLC High Level Liaison Committee
HMI Human Machine Interface M
HNT Horizontal Negative deviation from Target cell load MAIS Maximum AIS (Abbreviated Injury Scale)
HOF Height of Force MCL Medial Collateral Ligament
HPC Head Performance Criterion MDB Mobile Deformable Barrier
HPM H-Point Manikin MOST Media Oriented Systems Transport
HPS Head Protection System MSA Manual Speed Assist
HPT Head Protecting Technology MTBI Mild Traumatic Brain Injury
HRC Time to head restraint first contact MVWG Motor Vehicle Working Group (EU)
HRMD Head Restraint Measuring Device N
HRV Head Rebound Velocity NASS National Automotive Sampling System
HTD Hardest to detect NASS CDS NASS Crashworthiness Data System
HV High Voltage NASS GES NASS General Estimates System
I NASVA National Agency for Automotive Safety & Victims‘ Aid
IARV Injury Assessment Reference Value (Japan)
ICPL Injury Criteria Protection Level NCAP New Car Assessment Program
ICRT International Consumer Research and Testing NCSA National Center for Statistics and Analysis (an Office of
IG Informal Group NHTSA)
IHC Intelligent Headlight Control NHTSA National Highway Traffic Safety Administration (USA)
IHRA International Harmonized Research Activities NIC Neck Injury Criterion
IIHS Insurance Institute for Highway Safety NNT Number Needed to Treat
IIWPG International Insurance Whiplash Prevention Group NPACS New Programme for the Assessment of Child-restraint
INRETS Institut National de Recherche sur les Transports et leur Systems
Sécurité NPRM Notice of Proposed Rule Making
INSIA Instituto Universitario de Investigación del Automóvil O
IRC Injury Risk Curve OC Occipital Condyles
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SafetyWissen
UpDate
ODB Offset Deformable Barrier T

OICA Organisation Internationale des Constructeurs TCMV Technical Committee - Motor Vehicles (EU)
d’Automobiles TDM Time Division Multiplex
OoP Out of Position TDMA Time Division Multiple Access
P TEG Technical Evaluation Group
PADI Procedures for the assembly disassembly and inspection ThCC Thoracic Compression Criterion, also TCC
PCL Posterior Cruciate Ligament THOR Test Device for Human Occupant Restraint
PDB (1) Partnership for Dummytechnology and Biomechanics THUMS Total Human Model for Safety
PDB (2) Progressive Deformable Barrier TRL Transport Research Laboratory (UK)
PDC Park Distance Control TRT Total Reaction/Response Time
PDI Pedestrian Detection Impactor TT Top Tether
PEAS Primary Energy Absorbing Structure TTB time to brake
PLI Pedestrian Legform Impactor TTC Time to Collision
PMD Photonic Mixer Device TTD Time to Decision
PMHS Post Mortem Human Subjects TTI Thoracic Trauma Index
PMTO Post Mortal Test Object TTP/A Time-Triggered Protocol Class A
PNCAP Primary New Car Assessment Programme TTP/C Time-Triggered Protocol Class C
PoC Point of Collision TTS time to steer
PP Pedestrian Protection (Euro NCAP) U
PPAD Partner Protection Assessment Deformation U.S. NCAP United States New Car Assessment Program
PSPF Pubic Symphysis Peak Force UART Universal Asynchronous Receiver Transmitter
PTS Poly Trauma Score UBM Upper Body Mass
R UMTRI University of Michigan Transportation Research Institute
Radar Radio Detection and Ranging UN United Nations
RCAR Research Council for Automobile Repairs USCAR The United States Council for Automotive Research
RE Rib Extension (for EuroSID II) V
RFCRS Rearward Facing Child Restraint System VAN Vehicle Area Network
RHD Right Hand Drive VC Viscous Criterion
RID Rear Impact Dummy VDC Vehicle Dynamics Control
S VERPS Vehicle Related Pedestrian Safety
S.O Statutory Order VNT Vertical Negative deviation from Target cell load
SA Safety Assist (Euro NCAP) VR Virtual Reality
SAE Society of Automotive Engineers VRTC Vehicle Research & Test Center (NHTSA)
SAS (1) Safety Assist Systems (Euro NCAP) VRU Vulnerable Road User
SAS (2) Speed Assistance System VSS Vehicle Safety Score (U.S. NCAP)
SAT Safety Assist Technology W
SBR Seat Belt Reminder WAD (1) Wrap Around Distance
SCOE Standing Committee on Implementation of Emission WAD (2) Whiplash Associated Disorders
Legislation WG Working Group
SEAS Secondary Energy Absorbing Structure WP Working Party
SgRP Seating Reference Point WPI Worchester Polytechnic Institute
SID Side Impact Dummy WS World SID
SINCAP Side Impact New Car Assessment Program (U.S. NCAP) WS5F World SID 5th%ile Female Dummy
SLD Speed Limitation Device WSTC Wayne State University Tolerance Curve
SLIF Speed Limit Information Function WSU Wayne State University
SMA Shape Memory Alloy
SOB Small Overlap Barrier (IIHS)
SRA Swedish Road Administration
SRP Seat Reference Point
SRS Supplementary Restraint System
SSF Static Stability Factor (U.S. NCAP)
SSR Speed Sign Recognition
ST Sensing Time
STATS19 British Accident Statistics
STNI Soft Tissue Neck Injury
SUV Sports Utility Vehicle Free Download @ carhs.com/app
SWR Strength-to-weight ratio (roof crush)
122
The carhs.training Team
Margarete Debes joined carhs in July 2001 after a maternity leave.
As a secretary she is in charge of the general administration and accounting of carhs. Since 2007 she has
looked after seminars at the carhs TrainingCenter. She handles seminar registrations, takes care of the
seminar instructors and makes sure that the seminar attendees are well catered during the seminars.
Margarete Debes is married and has a fourteen year old son. If there is any spare time, after taking care of
her family and her little house which was built in 1918, she enjoys reading or practises yoga. She works out in the gym or
goes for nordic walking to keep in good shape.
Since 2008 Constantin Hoffmann is managing the Safety Expo in Aschaffenburg and since 2012 he is
leading the marketing and sales activities for the SafetyWissen App. Right after his engineering studies
at the Technical University Darmstadt he studied Technical Sales Management in Aschaffenburg. With his
experiences in the automotive industry which he gathered in California and Munich, he is now in the busi-
ness development for apps and events. In his free time he works on antique motorcycles in his shop or is
looking for new challenges riding his mountain bike.
Rainer Hoffmann is the founder and CEO of carhs.training GmbH. After his studies in mechanical enginee-
ring in Germany and at Wayne State University in Detroit, his first jobs gave him a deep insight in vehicle
safety and computer simulation. In 1994 he founded EASi Engineering GmbH which was later renamed
to carhs GmbH. Innovations in technology and services are the motivation for his daily work. He has been
the driving force behind the development of Finite-Element airbags, coupling between Finite-Element and
Rigid-Body solvers, origami folding of airbags, and the SafetyWeek with SafetyUpDate and SafetyExpo.
His grown-up sons share his passion for old and fast motorcycles and cars.
Ralf Reuter joined carhs in 1997. He started as a project engineer with carhs right after graduating from
the Universities of Darmstadt and Eindhoven. Today he is part of carhs‘ management team where he is
responsible for finance and personnel and is in charge of the operational planning for the seminar and
conference business. He is also the „editor in chief“ of the SafetyCompanion. In addition to that he a course
instructor, amongst others for our new SafetyWissen >Compact< Seminar Euro NCAP. In his spare time he
goes in for sports - mountain biking, hiking or cross country skiing - his motto is „The journey is the reward ... and it may
well be exhausting“.
After finishing high school Dirk Ulrich wanted to see the world and joined the German Navy and indeed he saw
the whole world. Following this useful experience Dirk Ulrich settled down and studied mechanical engineering at
the Technical University of Darmstadt, from where he also received his PhD. Thereafter he joined the Compu-
tational Methods department of Audi R & D where he was responsible for the application of nonlinear FEM in
automotive development and undertook the first crash simulations for the aluminium space frame. He left Audi
to work in different management positions for several CAE software vendors (ESI, SOFY, TASS). Since 2007 Dirk Ulrich has worked
at carhs.training and has headed the sales and CAE training activities. Here he develops educational seminars and conferences for
CAE-driven automotive development and is a competent partner of our customers for sales of training activities.
Since 2010 Teresa Will has strengthened the team of carhs.training. In the beginning of 2012 she finished her
training as a management assistant in office communication. She handles the seminar registrations and the com-
munication with our customers. She is also managing the organisation of seminar and events. In her spare time
she likes to read and enjoys the nature with her dogs.
In 2012 Albina Zharku started her training as a management assistant in office communication at carhs.
training. Among others she handles the training and conference registrations and keeps course description
and client database up to date. In her free time she likes a good workout and spends time at home with
her family.
123
Terms & Conditions
Registration
You can register for seminars directly via our webpage www.carhs.de or send us the completed and signed registration form, by mail or fax. By signing the
registration or by transmitting the e-mail/internet-registration the participant accepts the terms of participation. Your registration data are saved electronically
for internal purposes.
Confirmation of registration/Invoice
Immediately after receipt of the registration you obtain a written confirmation of registration and an invoice. Invoices need to be paid within 30 days from
the issuing date of the invoice, however, not later than 7 days before the beginning of the seminar, without deductions. We reserve the right to exclude
participants who have not paid in time from the participation in the seminar.
Participation fee
The participation fee for one seminar is in Euro per person plus VAT and includes training material, participation certificate, drinks during breaks and lunch.
Since the place of provision of seminars held in Germany is inland, participants from abroad have to pay VAT too (it may however be possible to apply for a
refunding of the purchase tax at the Federal Tax Office). A partial participation in our seminars does not entitle to a reduction in the participation fee.
Discount for universities and public research institutions
Universities and public research institutions receive a 40% discount on seminar fees.
Number of participants
The number of participants is limited in order to ensure an efficient realization of the seminar. Registrations are considered in the order of their arrival. An
early registration is thus recommended. In the case of additional registrations we try to set an alternative date.
Cancellation
The cancellation of the registration is possible free of charge until 4 weeks before the beginning of the seminar. In the case of a cancellation until 2 weeks
before the beginning of the seminar we have to charge a fixed charge of EUR 100. In the case of a later cancellation or if the participant does not attend
the seminar, the full amount has to be paid. For conferences and seminars listed in the category ‘Events’ the following terms apply for cancellations: The
cancellation of the registration is possible free of charge until 4 weeks before the beginning of the seminar. In the case of a cancellation until 2 weeks before
the beginning of the seminar we charge 50 % of the seminar fee. In the case of a later cancellation or if the participant does not attend the seminar, the
full amount has to be paid.
Replacement participant
It is possible at any point to register a substitute participant for the registered participant. The same terms of participation as for the registered participant
apply for him or her.
Cancellation or postponing of a seminar
We reserve the right to cancel or postpone seminars for organisational reasons (e.g. if the minimum number of participants is not achieved). In the case
of a cancellation we try to book you to another date and/or location, if you should wish so. Otherwise you obtain a refund for the fees already paid, further
entitlements are excluded.
Liability
Naturally the lecturers express their personal opinions, and information and data are published or made available. We cannot assume liability for the content
of the information given, or for the data, or for the success of the seminar. We are not liable for the loss of or damage to objects brought to the seminar,
unless the damaging of this object can be ascribed to deliberate or negligent behaviour by our employees or other auxiliary persons. We thus kindly ask you
to not leave valuables or important materials in the seminar room during breaks. We do not guarantee that the products, procedures and names mentioned
in seminars and manuals are free from industrial property rights.
Copyright
The manuals distributed within our seminars are copyrighted and must not – not even in extracts – be copied or used commercially without the consent of
carhs.training gmbh and the respective lecturers.
Seminars held by our Partner Companies
For Seminars organized by our partner BGS and Human Factors Academy, carhs acts as an agent only. For these Seminars only the terms and conditions
of our partners apply.
Applicable law/Jurisdiction
The contract is subject to German law.
For businessmen in the sense of HGB (German Commercial Code) the following applies: Jurisdiction for all claims and litigations resulting from the con-
tractual relationship, including special procedures deciding claims arising out of a bill of exchange or summary procedures, is Aschaffenburg, Germany.
All prices mentioned in this publication are exclusive of VAT.
124
TrainingCenter
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carhs.training gmbh Seminar Registration
Siemensstraße 12
D-63755 Alzenau
Germany
FAX to +49 (0) 60 23 – 96 40 70
Yes, I will attend the carhs Seminar:
Seminar-title
Date Course ID
NAME, FAMILY NAME
DEPARTMENT
PHONE
eMAIL
COMPANY
ADDRESS
POSTCODE / CITY
INVOICING ADDRESS
DATE / SIGNATURE
125
TrainingCenter
Directions to the carhs.training office in Alzenau
45
Exit/Ausfahrt Alzenau
Nord Exit/Abfahrt Alzenau Industriegebiet
44 Mömbris
500 m
ca 1,3 km
45 Gießen
66 Fulda
N 500 m Siemensstr.
Industriestr.
66 Train Station
Alzenau-Nord
Kreuz Hanau
ALZENAU Exit/Ausfahrt Alzenau
Mitte
FRANKFURT HANAU
45
Kahl
3 45
Airport Frankfurt
Hösbach
Dreieck Seligenstadt
ASCHAFFENBURG 3
Würzburg
For seminars and conferences held outside Alzenau you will receive directions to the seminar venue along with the
confirmation of your registration.
We recommend the following hotels:

Hotel Zeller Hotel Käfernberg
Aschaffenburger Str. 2 Mömbriser Straße 7 - 9
63796 Kahl am Main 63755 Alzenau-Hörstein
+49 (0) 6188-9180 +49 (0) 6023-9410
www.hotel-zeller.de www.hotel-kaefernberg.de
Distance to carhs: 5-10 min. by car Distance to carhs: 5-10 min. by car
Prices: from 96 Euro Prices: from 49 Euro
Hotel Ölmühle
Markthof 2 Imprint
63776 Mömbris Published by
carhs.training gmbh, Siemensstrasse 12, D-63755 Alzenau Germany
+49 (0) 6029-9500 Tel. +49 (0) 6023-9640-60, Fax +49 (0) 6023-9640-70
www.hotel-oelmuehle.de Managing Director: Rainer Hoffmann; Commercial Register: Aschaffenburg HRB
Distance to carhs: 15 min. by car 9961
Copyright
Prices: from 52 Euro © 2012 by carhs.training gmbh. All details, including but not limited to, illustrations,
product descriptions and documents published in this book are the sole property of
carhs gmbh. Any copying or distribution in whole or in parts is subject to a written
Pension Villa Dominikus permit by carhs gmbh. All rights reserved. carhs is a registered trademark of carhs
Womburgstraße 17 gmbh, viilab is a registered trademark of
carhs.communication gmbh
63776 Mömbris
Title © iStockphoto.com/nadla; pixelio.de/Albrecht E. Arnold
+49 (0) 6029-4102 Liability
www.villa-dominikus.de No warranty is given, either expressly or tacitly, for the completeness or correctness
of the information in this publication or on websites referred to in this publication.
Distance to carhs: 15 min. by car We can and will not be liable for any damages arising from the use or in connection
with the use of the information in this publication, being direct or indirect damages,
Prices: from 25 Euro. consequential damages and/or, but not limited to, damages such as loss of profit
or loss of data. We reserve the right of changes of the information contained
For seminars and conferences held outside Alzenau you without previous announcement. We can and will not be held liable nor responsible
will receive a list of recommended hotels along with the for the information contained in and on webpages referred to in this publication.
Furthermore we declare, that we do not have any influence, outside of our domain,
confirmation of your registration. If you need any help in for the pages presented in the Internet. Should any illegal information be spread
via one of our links, please be so kind to inform us immediately, to enable us to
finding a hotel please do not hesitate to contact us. remove said link.
126
Seminar Calendar 2013
Knowledge for Tomorrow‘s Automotive Engineering
January February March April May June
1 T 1 F Integrated Safety p.102 1 F 1 M 1 W 1 S
2 W 2 S 2 S 2 T 2 T 2 S
3 T 3 S 3 S 3 W 3 F 3 M Material Models of Plastics p.112
4 F 4 M Energy Management p. 61 4 M Side Impact p. 64 4 T 4 S 4 T and Foams
5 S 5 T 5 T Euro NCAP 5 F 5 S 5 W Material Models of Metals
6 S 6 W 6 W Frontal UpDate p. 37 6 S 6 M 6 T Material Models Composites
Functional Safety www
7 M 7 T 7 T Restraint Systems p. 60 7 S 7 T 7 F Short-Fibre Reinfor. Plastics
8 T 8 F 8 F Euro NCAP >Compact< www 8 M 8 W 8 S
9 W 9 S 9 S 9 T 9 T 9 S
10 T 10 S 10 S 10 W automotive CAE 10 F 10 M p. 60
Frontal Restraint Systems
11 F 11 M 11 M Structural Optimization in 11 T Grand Challenge 2013 p. 10 11 S 11 T
p.117
12 S 12 T 12 T Automotive Design 12 F Whiplash Testing & Rating p. 72 12 S 12 W Euro NCAP and global Tests p. 28
13 S 13 W 13 W Vehicle Vibration www 13 S 13 M 13 T for Consumer Protection
14 M 14 T 14 T Introduction to Occupant 14 S 14 T 14 F Head Impact
www SafetyWeek 2013
15 T 15 F 15 F Simulation 15 M Lightweight Design Strate- 15 W 15 S
p.109
16 W 16 S 16 S 16 T gies for Car Bodies 16 T p. 12 16 S
17 F 17 S 17 S 17 W Intro. Pedestrian Protection p. 78 17 F 17 M Car Body Design for Analysis p. 55
18 F 18 M Introduction to Durability www 18 M Crashworthy Car Body 18 T Introduction to Data Acquisi- 18 S 18 T Engineers
p. 55 p. 84
19 S 19 T Euro NCAP 19 T Design 19 F tion in Safety Testing 19 S 19 W PraxisConference p. 13
20 S 20 W Latin NCAP CAE Quality www 20 W Introduction to Passive 20 S 20 M 20 T Pedestrian Protection 2013
21 M 21 T Product Liability in the 21 T Safety p. 16 21 S 21 T 21 F
www
22 T 22 F Automotive Industry 22 F 22 M Child Protection Systems p. 81 22 W 22 S
23 W 23 S 23 S 23 T 23 T 23 S
Project Management in CAE www
24 T 24 S 24 S 24 W 24 F 24 M Introduction to Passive p. 16
25 F 25 M Structural Mechanics www 25 M 25 T Euro NCAP and global Tests 25 S 25 T Safety
p. 28
26 S 26 T Lightweight Head Impact 26 T Design of Composite 26 F for Consumer Protection 26 S 26 W International Crash Rules p. 20
p.110
27 S 27 W Summit 2013 CRS Installation 27 W Structures 27 S 27 M 27 T and Regulations
28 M Intr. to numerical Simulation www 28 T Crash Safety alt. Drives p. 25 28 T 28 S 28 T 28 F Knee Mapping Workshop
29 T Intr. to Airbag Simulation p.118 29 F 29 M 29 W 29 S
30 W International Crash Rules 30 S 30 T 30 T 30 S
p. 20
31 T and Regulations 31 S 31 F
Course Venue Alzenau Course Venue Bergisch Gladbach Course Venue Hanau Course Venue Aschaffenburg Subject to changes. Find updates and additional information at
Course Venue São Paulo, Brazil Course Venue Landsberg Course Venue Würzburg Course Venue Brussels www.carhs.de/en/training
Seminar Calendar 2013
Knowledge for Tomorrow‘s Automotive Engineering
July August September October November December
1 M 1 T 1 S 1 T 1 F 1 S
2 T 2 F 2 M 2 W 2 S 2 M
3 W Introduction to Data Acquisi- p. 84 3 S 3 T 3 T 3 S 3 T
4 T tion in Safety Testing 4 S 4 W 4 F 4 M Lightweight Design Strate- 4 W
Functional Safety www p.109
5 F 5 M 5 T 5 S 5 T gies for Car Bodies 5 T
6 S 6 T 6 F 6 S 6 W Introduction to Data Acquisi- 6 F
p. 84
7 S 7 W 7 S 7 M 7 T tion in Safety Testing 7 S
8 M p. 64 8 T 8 S 8 T FMVSS 226 Ejection Mitigation p. 66 8 F 8 S
Side Impact
9 T 9 F 9 M Compatibility p. 54 9 W 9 S 9 M
10 W p.104 10 S 10 T International Crash Rules 10 T 10 S 10 T
Sensors in Vehicle Safety p. 20
11 T 11 S 11 W and Regulations 11 F 11 M 11 W
12 F 12 M 12 T Introduction to Driver As- 12 S 12 T Structural Optimization in 12 T
p. 98 p.117
13 S 13 T 13 F sistance Systems 13 S 13 W Automotive Design 13 F
14 S 14 W 14 S 14 M 14 T 14 S
Sensors in Vehicle Safety p.104
15 M 15 T 15 S 15 T Product Liability in the 15 F 15 S
www
16 T Motor Cycle Safety p.105 16 F 16 M Numerical Simulation www 16 W Automotive Industry 16 S 16 M
17 W Manufacturing of Composite 17 S 17 T Grazer SafetyUpDate p. 11 17 T 17 S 17 T
www Side Impact p. 64
18 T Structures 18 S 18 W Creativity techniques www 18 F 18 M Material Models Design of 18 W
19 F 19 M 19 T 19 S 19 T Plastics/Foams Composite Str. 19 T
20 S 20 T 20 F 20 S 20 W Material Models of Metals p.111 20 F
21 S 21 W 21 S 21 M Crashworthy Car Body 21 T Material Models Composites p.114 21 S
p. 55
22 M 22 T 22 S 22 T Design 22 F Short-Fibre Reinfor. Plastics p.116 22 S
23 T 23 F 23 M Pedestr. Protect. Simulation www 23 W Euro NCAP and global Tests 23 S 23 M
p. 28
24 W 24 S 24 T 24 T for Consumer Protection 24 S 24 T
Project Management in CAE www
25 T 25 S 25 W 25 F 25 M Car Body Design for Analysis 25 W
p.108
26 F 26 M 26 T 26 S 26 T Engineers 26 T
Frontal Restraint Systems p. 60
27 S 27 T 27 F 27 S 27 W Introduction to Passive 27 F
p. 16
28 S 28 W 28 S 28 M 28 T Safety 28 S
29 M 29 T 29 S 29 T 29 F 29 S
30 T 30 F 30 M Crash Safety alt. Drives p. 25 30 W 30 S 30 M
31 W 31 S 31 T 31 T
Course Venue Alzenau Course Venue Bergisch Gladbach Course Venue Hanau Course Venue Aschaffenburg Subject to changes. Find updates and additional information at
Course Venue Graz Course Venue Landsberg Course Venue Munich www.carhs.de/en/training
A ND DEM A NDS M A X IMUM PRECISION IN V ERY COMPAC T SPACES.
CIS – THE INNOVATI V E COMPAC T IMPAC T SIMU L ATOR.
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Excellent crash test results
Maximum performance in minimum space.
DIS-5010A & DIA-512A
The compact 32-channel DIS-5010A on-board data logging system features
a functional design and small dimensions. Four connected units provide
the option of measuring up to 128 channels and that on a surface area no
larger than a sheet of A4. A maximum of 16 units can be connected thus
making it possible to measure 512 channels simultaneously.
The DIA-512A airbag timer can be combined with the DIS-5010A
series either directly in the vehicle or on crash sleds. A trigger
signal facilitates the ignition of the air bag after a preset
delay time. The delay, the ignition and the duration can be
set separately for each of the 12 channels.
[Pedestrian Safety]
The sputted straingage technology used in the ASE A- (500 G &
1,000 G) and ASDE-A series (1,000 G) of damped accelerometers undamped Accelerometer
from KYOWA allows the solution to be extremely compact and damped Accelerometer
ASE-A-500 by KYOWA
light as well as providing oil damping for the seismic mass of
the transducer. The advantage of these accelerometers over their
Sampling: 100 kHz
undamped counterparts is that excessive peaks in the measure-

ment output signal near the upper frequency limit are almost
completely excluded.
Euro NCAP requires damped accelerometers
When using a damped accelerometer, such as the ASE-A series, there
for tests in pedestrian protection. The ASDE-A is no high resonant vibration during impact tests on the windscreen
series is the perfect drop-in replacement for and the bonnet, in contrast to the undamped accelerometer.
old, undamped accelerometers.
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ZSE ELECTRONIC MESS-SYSTEME & SENSORTECHNIK GmbH _ Tel.: +49 (0) 71 42 68 45 _ instruments@zse.de _ www.zse.de

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KNOWLEDGE FOR TOMORROW´S AUTOMOTIVE ENGINEERING

NEW 2013 Learn from the Best 48 Pages SafetyWissen

Dummy and Crashtest

Kistler – the leading technology supplier for meas- www.kistler.com

Page 106 - 118

Australia §  Side ................ 27, 51

10 Events: The carhs.training Conferences 2013

14 SeminarOverview: Passive Safety: Requirements and Strategies

37 NEW UpDate Seminar: Euro NCAP 2013+

38 Knee Mapping Workshop

55 Crashworthy Car Body Design

69 Head Impact on Vehicle Interiors: FMVSS 201 and ECE R21

Keep up-to-date by visiting www.carhs.de

83 SeminarOverview: Dummies and Crash Test

94 SeminarOverview: Active Safety, Driver Assistance, Electronics and Sensors

105 Vehicle Dynamics & Safety of Motorcycles

106 SeminarOverview: Seminars on Engineering and Simulation

111 Material Models of Metals for Crash Simulation

119 SafetyWissen: Important Abbreviations

Register for our monthly SafetyNews at

carhs.training: Knowledge for the automotive development of tomorrow.

Your team of carhs.training

Rainer Hoffmann Ralf Reuter

South East Asia

D-64293 Darmstadt, Germany

Dr. Dirk Ulrich Teresa Will

1 Day Seminar 2 Day Seminar

In-house Seminars „carhs.training has organized numerous in-

Train your staff professionally and individually - Get in touch with

Do you want to train your customers or organize a customer event?

Congress Park Hanau, Germany

4th International Symposium May 13-14, 2013

Simulation in Automotive Engineering

September 17-18, 2013

With simultaneous translation

more information www.carhs.de/gsu

WORLD‘S L ARGEST CONFERENCE ON

With simultaneous translation

BGS Böhme & Gehring GmbH www.carhs.de/pkf

Passive Safety: Requirements and Strategies

Workshop Duration Language Page

Injury Biomechanics and Accident Research 2 Days 18

Demographic Change: New Challenges ... 1 Day www.carhs.de

International Crash-Rules and Regulations 2 Days 20

Knee Mapping Workshop  1 Day 38

Test Methods for Frontal Impact and Compatibilty 1 Day 54

Product Liability in the Automotive Industry 2 Days www.carhs.de

Functional Safety - ISO 26262 2 Days www.carhs.de

Development Strategies & Methods

Development of Frontal Restraint Systems 2 Days 60

Energy Management & Mechanics 1 Day 61

Side Impact  2 Days 64

NEW Ejection Mitigation: FMVSS 226 1 Day 66

Whiplash Testing and Evaluation in Rear Impacts 1 Day 72

Pedestrian Protection 1 Day 78

NEW CRS Installation Workshop  1 Day 80

Child Protection Systems for Front and Side Impacts 1 Day 81

Conferences & Events

SafetyUpDate Graz, Austria 2 Days 11

PraxisConference Pedestrian Protection  2 Days 13

We care for vulnerable We protect

Introduction to Passive Safety of Vehicles

Course description Course contents

Australia § Side ................ 27, 51

SSF Roof Crush

EEVC Legform Find all details in:

Curtain Airbag SSF Roof crush

Usability rear belts FCWS, ACC, AEBS, Assistance systems