Browse Topic: Safety belts

Items (789)

Advanced Seat Belt System for Occupant Restraint

F-0078-2022-17502

5/10/2022

ABSTRACT

Richards, Marv

Webbing Service Life for Occupant Restraints

ARP6073 (Current)

10/1/2021

This document applies to webbing used on occupant restraint systems in service on 14 CFR/CS part 23, part 25, part 27, and part 29 aircraft applications. The guidelines presented within this document are intended to be supplemental to the requirements supplied by the OEM in the CMM, ICA, or like document. In cases of conflict between this ARP and the OEM’s requirements, the requirements of the OEM shall be followed. The objective of this document is to establish practical guidelines to help operators in the determining if restraint webbing has reached the end of its service life. The recommendations contained herein are based on test data from in service restraint systems and the continued airworthiness guidelines recommended by restraint system OEMs.

Aircraft SEAT Committee

Glossary - Automatic Belt Tensioner

J2198_202109 (Current)

9/10/2021

This glossary was written to provide a consistent and uniform definition of terms used in describing an automatic belt tensioner as it applies to an automotive accessory drive system.

Belt Drive (Automotive) Systems Committee

Combination Pelvic and Upper Torso Operator and Occupant Restraint Systems for Off-Road Work Machines

J2292_202108 (Current)

8/12/2021

This SAE Recommended Practice establishes minimum performance and test requirements for combination pelvic and upper torso occupant restraint systems provided for off-road self-propelled work machines.

HFTC4, Operator Seating and Ride

Occupant Restraint System Evaluation - Lateral Rollover System-Level Heavy Trucks

J2426_202103 (Current)

3/1/2021

This SAE Recommended Practice describes the test procedures for conducting simulated dynamic lateral rollover restraint system tests for heavy truck applications. Its purpose is to establish recommended test procedures that will standardize restraint system testing for heavy trucks. Descriptions of the test set-up, test instrumentation, photographic/video coverage, and the test fixtures are included.

Truck Crashworthiness Committee

ITIS Phrase Lists (International Traveler Information Systems)

J2540/2_202012 (Current)12/6/2020

This standard provides a table of textual messages meeting the requirements for expressing International Traveler Information Systems (ITIS) phrases commonly used in the ITS industry. The tables provided herein follow the rules of SAE J2540 and therefore allow a local representation in various different languages, media expressions, etc., to allow true international use of these phrases. The phrases are predominantly intended for use in the description of traffic-related events of interest to travelers and other traffic practitioners. Other phrases exist for other specific specialty areas of ITS, and all such phrases follow a set of encoding and decoding rules outlined in SAE J2540 to ensure that the use of these phrases in messages remain interoperable between disparate types of user equipment. Implementers are cautioned to obtain the most recent set of tables by means of the ITS data registry, a process which involves SAE and other standards-setting organizations, and which is intended to maintain and enhance the level of harmonization among ITS standards set by each of the organizations. This standard defines the normative index values to be used to provide phrases needed by ITS practitioners. This standard provides non-normative textual phrases which MAY be used by implementers to ensure intelligible results. This standard follows the formats and rules established in SAE J2540 in the expressions, manipulations, and use of such tables. It should be pointed out that within the rules established by this standard, a variety of final tables are all considered “conformant” with the standard, and may vary as fits the needs of implementers.

V2X Core Technical Committee

Occupant Restraint Dynamic System Evaluation - Frontal Impact Heavy Trucks

J2418_202011 (Current)

11/9/2020

This SAE Recommended Practice describes the test procedures for conducting frontal impact restraint tests for heavy truck applications. Its purpose is to establish recommended test procedures that will standardize restraint system testing for heavy trucks. Descriptions of the test set-up, test instrumentation, photographic/video coverage, and the test fixtures are included.

Truck Crashworthiness Committee

Assessment of Collision Markings on Non-Used Vehicle Seat Belt Restraint Systems

2020-01-09754/14/2020

Forensic investigators of automobile collisions are commonly tasked with determining whether physical evidence observed on restraint systems is consistent with the occupant’s use or non-use of the seat belt restraint. The characteristics of collision-induced markings generated on seat belt systems are not solely dependent on the belted status of the occupant, but also the technological features incorporated in the seat belt assembly. As the state-of-the-art for seat belt assemblies has changed over time, so has the constellation of physical evidence typically created on seat belt restraint systems. Pretensioner deployment can leave physical evidence on restraint system hardware in the absence of occupant loading. This study presents examples of physical evidence collected from seat belt systems involved in real-world collisions, which were initially alleged to affirm proper belt use, but were ultimately proven to be evidence of non-use. Several laboratory demonstrations were conducted to investigate physical evidence created on restraint system hardware as a result of pretensioner deployments of non-used seat belts in a variety of incompletely stowed conditions. The demonstrations show the initial positions of the seat belt assemblies necessary to produce the distinct physical evidence documented in the real-world samples. The physical evidence observed on the real-world restraint systems were consistent with the markings produced in the laboratory demonstrations. The presence of physical evidence on restraint system hardware and webbing is inadequate to conclude that a seat belt restraint was in use. Careful consideration of restraint system physical evidence combined with restraint system geometry and incorporated technological features can distinguish physical evidence related to seat belt use or non-use during a collision event. These examples will be useful to investigators for the assessment of physical evidence and diagnosis of seat belt use.

Gregg, Richard H., Petroskey, Karla J.

Experimental Investigation of Axial Cutting of AA6061 Extrusions under a Tension Deformation Mode

2020-01-02064/14/2020

A plethora of applications in the transportation industry for both vehicular and roadside safety hardware, especially seatbelts, harnesses and restraints, rely on tensile loading to dissipate energy and minimize injury. There are disadvantages to the current state-of-the-art for these tensile energy absorbers, including erratic force-displacement responses and low tensile force efficiencies (TFE). Axial cutting was extensively demonstrated by researchers at the University of Windsor to maintain a stable reaction force, although exclusively under compressive loading. A novel apparatus was investigated in this study which utilized axial cutting under a tensile loading condition to absorb energy. A parametric scope was chosen to include circular AA6061 extrusions in both T4 and T6 temper conditions with an outer diameter of 63.5 mm and wall thickness of 3.18 mm. The experiments were performed quasi-statically utilizing a custom, hydraulically powered long stroke tension/compression testing machine with a maximum capacity of 300kN. Strain-gauge based load cells and non-contact displacement transducers were implemented to measure the cutting force and displacement response of the setup. The results demonstrated highly stable force responses, with cutting force efficiencies typically in the vicinity of 90%. The experimental force-displacement responses exhibited a high degree of repeatability and correlation to the analytical model. Critical performance metrics, including the mean load and total energy absorption, were predicted to within 5 %. Additionally, the complete force-displacement response was predicted utilizing an analytical modeling approach with an average validation metric of approximately 0.92.

Gudisey, Anthony, Altenhof, William, Magliaro, John

Determination of Seatbelt Use Following a Crash

2020-01-06434/14/2020

When investigating a vehicle crash, the issue of seatbelt usage is frequently part of the information needed to perform an occupant kinematics or injury analysis. A physical inspection of the vehicle is the preferred method to investigate seatbelt usage. However, if the vehicle is no longer available, or the condition has changed since the time of the crash, preventing analysis of seatbelt usage by an occupant, the investigators must rely on other available evidence to assess occupant seatbelt usage. This would typically include a review of the police report, scene or early photographs of the vehicle, physical marks on the occupant in medical records and statements from witnesses. More recently, event data recorders (EDR) can provide data regarding seatbelt status for front seat occupants, and occasionally, rear seat occupants. However, the EDR data must have been previously recovered or the vehicle must be available. In cases where the available data is limited or includes only subjective data such as a police report or statements of occupants, some investigators have used the post-crash seatbelt position to determine seatbelt usage at the time of the impact. The theory is if the seatbelt is retracted or stowed post-crash, it was not in use at the time of the collision. The validity of this theory was investigated using EDR data from the NHTSA Crash Investigation Sampling System (CISS) as well as EDR files collected during in-house crash investigations. Photographic documentation of the post-crash seatbelt position was compared to EDR reported seatbelt use to determine if post-crash seatbelt position is reliable in determining seatbelt usage at the time of impact. Additionally, EDR seatbelt usage was compared to police reported seatbelt usage. The analysis of the data in this study found that in a third of the cases where the EDR data indicated the occupant was seatbelted, the seatbelt was found in the stowed or retracted position. Therefore, finding a stowed or retracted seatbelt following a crash is not a reliable means of determining seatbelt use by the occupant at the time of the crash. Additionally, a comparison of EDR data to police reported seatbelt usage revealed that 13 to 25 percent of the occupants reported by the police as seatbelted did not have the seatbelt fastened based on EDR data.

Yannaccone, John R.

The Effect of An Acoustic Startling Warning On Take-Over Reaction Time And Trunk Kinematics for Drivers in Autonomous Driving Scenarios

2019-22-00223/31/2020

The Acoustic Startling Pre-stimulus (ASPS, i.e. a loud sound preceding a physical perturbation) was previously found to accelerate action execution in simple flexion exercises. Therefore in this study we examined if ASPS can accelerate take-over reaction times in restrained teen and adult drivers who were asked to reach for the steering wheel while experiencing sled lateral perturbations simulating a vehicle swerve. Results showed that adult drivers lift their hands toward the steering wheel faster with the ASPS versus without (161 ± 23 ms vs 216 ± 27 ms, p<0.003). However this effect was not found in teens or in trials where the drivers were engaged in a secondary task. Adults also showed reduced lateral trunk displacement out of the seat belt with the ASPS. The ASPS could represent a novel warning that reduces take over time and out-of-position movements in critical autonomous driving scenarios.

Graci, Valentina, Griffith, Madeline, Maheshwari, Jalaj, Akkem, Rahul, Austin, Meta, Seacrist, Thomas, Arbogast, Kristy B.

V-Belts and Pulleys

J636_201912 (Current)12/17/2019

This specification covers standard dimensions, tolerances, and methods of measurement of V-belts and pulleys for automotive V-belt drives.

Belt Drive (Automotive) Systems Committee

V-Belts and Pulleys

J636_201910 (Historical)10/2/2019

This specification covers standard dimensions, tolerances, and methods of measurement of V-belts and pulleys for automotive V-belt drives.

Belt Drive (Automotive) Systems Committee

Test Strip, Holder, and Gage for Shot Peening

J442_201906 (Historical)6/6/2019

This SAE standard defines requirements for equipment and supplies to be used in measuring shot peening arc height and other surface enhancement processes. Guidelines for use of these items can be found in SAE J443 and SAE J2597.

Surface Enhancement Committee

Passenger Vehicle Response and Damage Characteristics of Front and Rear Structures during Low- to Moderate-Speed Impacts

2019-01-04154/2/2019

A significant number of vehicle-to-vehicle collisions involve front-to-rear impacts at low- to moderate-speeds. While a variety of studies have been conducted since the 1990s involving fore-aft collisions, those discussing the response of late model passenger vehicles during progressively more severe impacts are limited. In this study, four inline, front-rear tests were conducted using two midsize sedans of the same make, model, and year. An instrumented Hybrid III 50th percentile-male Anthropomorphic Test Device (ATD) was located in the driver seat of each sedan and was restrained using the standard three-point seat belt system. Instrumentation on the vehicles included tri-axis accelerometers and seat belt load cells. For each test, the centerlines of the vehicles were aligned, and the striking vehicle impacted the stationary target vehicle at closing speeds of 4.6, 7.9, 13.5, and 20.9 mph (7.4, 12.7, 21.7, and 33.6 kph). The front and rear bumper covers were removed to allow the response of the bumper systems to be observed during the impact. Vehicle and ATD data were recorded using on-board data acquisition while on- and off-board real-time and high-speed video cameras captured each test from varying perspectives. In addition, post-impact deformation was quantified from three-dimensional scan data and photographs. Data evaluated included vehicle accelerations, change in velocity (Delta-V), restitution, and energy dissipation. Force-displacement curves were developed and compared, and progression of vehicle damage was discussed. Finally, the accuracy of frontal stiffness characteristics derived from barrier testing for predicting energy dissipation in low- to moderate-speed collisions was assessed.

Crosby, Charles, Skiera, Jason, Bare, Cleve, Como, Steven, McDowell, Eric

Analysis of Rear Seat Sled Tests with the 5th Female Hybrid III: Incorrect Conclusions in Bidez et al. SAE 2005-01-1708

2019-01-06184/2/2019

Objective: Sled test video and data were independently analyzed to assess the validity of statements and conclusions reported in Bidez et al. SAE paper 2005-01-1708 [7]. Method: An independent review and analysis of the test data and video was conducted for 9 sled tests at 35 km/h (21.5 mph). The 5th female Hybrid III was lap-shoulder belted in the 2nd or 3rd row seat of a SUV buck. For one series, the angle was varied from 0, 15, 30, 45 and 60 deg PDOF. The second series involved shoulder belt pretensioning and other belt modifications. Results: Bidez et al. [7] claimed “The lap belts moved up and over the pelvis of the small female dummy for all impact angles tested.” We found that there was no submarining in any of the tests with the production lap-shoulder belts. Bidez et al. [7] claimed “H3-5F dummies began to roll out of their shoulder belt at… 30 degrees. Complete loss of torso support was seen at 45 degrees without significant kinetic energy dissipation.” We found that the shoulder belt remained in place and restrained the upper torso in the 0, 15 and 30 deg sled tests. At 45 and 60 deg, significant restraint was provided before the belt slipped off the shoulder. It remained in contact with the arm and chest providing restraint. Bidez et al. [7] claimed “The results indicated kinematic movement of the dummies, which were predictive of injury in all sled runs.” We found that the kinematic control was good and the biomechanical responses were well below IARVs for the 5th female Hybrid III. Bidez et al. [7] claimed “a retractor pretensioner (7 ms fire time) eliminated both submarining and torso rollout in the H3-5F in the conditions tested.” We found that the pretensioner firing pulled the lap belt up onto the abdomen inducing submarining and causing abdominal loading in two out of four tests. Conclusion: The independent review of the videos and data shows that Bidez et al. [7] misstated the results, misrepresented the findings and reached incorrect conclusions on the testing.

Viano, David, Parenteau, Chantal

Passenger Vehicle Dynamic Response and Characterization of Side Structure during Low- to Moderate-Speed Side Impacts

2019-01-04204/2/2019

A significant portion of real-world passenger vehicle side impacts occur at lower speeds than testing conducted by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). Test data from low- to moderate-speed side impacts involving late-model passenger vehicles is limited, making the evaluation of vehicle impact response, occupant loading, and injury potential challenging. This study provides the results of low- to moderate-speed impact testing involving a late-model mid-size sedan. Two full-scale Non-Deformable Moving Barrier (NDMB) side impact crash tests were conducted at speeds of 6.2 mph (10.0 kph) and 13.4 mph (21.6 kph). Instrumentation on the late-model sedan used for the test series included tri-axis accelerometers and seat belt load cells. In both tests, instrumented Hybrid III 50th percentile-male Anthropomorphic Test Devices (ATDs) were restrained in the driver and passenger seats using the standard three-point seat belts. Response data for the vehicle, barrier, and ATDs was recorded using onboard data acquisition, and on- and off-board real-time and high-speed video cameras. In addition, the deformation to the side of the sedan was quantified from pre- and post-test laser scan data. Results from the test series provided data regarding accelerations, velocity change, and restitution. The damage to the side structure of the vehicle was assessed and conclusions regarding damage initiation and damage progression are discussed. Conservation of Momentum and Conservation of Energy analyses are presented and force-displacement characteristics and energy dissipation were evaluated and compared. Utilizing the data that was developed from the test series, vehicle side stiffness modeling was also conducted.

Skiera, Jason, Crosby, Charles, Bare, Cleve, Paradiso, Marc, Campbell, Gregory

A Resonant Capacitive Coupling WPT-Based Method to Power and Monitor Seat Belt Buckle Switch Status in Removable and Interchangeable Seats

2019-01-04654/2/2019

In this study, we present an intelligent and wireless subsystem for powering and communicating with three sets of seat belt buckle sensors that are each installed on removable and interchangeable automobile seating. As automobile intelligence systems advance, a logical step is for the driver’s dashboard to display seat belt buckle indicators for rear seating in addition to the front seating. The problem encountered is that removable and interchangeable automobile seating outfitted with wired power and data links are inherently less reliable than rigidly fixed seating, as there is a risk of damage to the detachable power and data connectors throughout end-user seating removal/re-installation cycles. The present study tackles this issue through outfitting three removable and interchangeable rear seat assemblies with resonant capacitive coupling wireless power transfer as to power each rear seat across a variable gap between the interior paneling and that side of the seat closest to the interior paneling. A fundamental design challenge this system presented was the need to develop a rugged method to account for different sizes of seating, and hence to accommodate variable wireless power gaps. This issue was addressed via use of impedance matching technology to present a nearly constant load impedance to the dc-to-radiofrequency power inverter. The wirelessly received power enabled additional electronics added to the rear seat assemblies to wirelessly communicate the seat belt buckle states to a central hub where it was displayed via a custom graphical interface. Our approach involved the visibly imperceptible integration of resonant capacitively-coupled transmitting and receiving antennae behind the interior paneling for the transmitter and underneath the outer fabric of the rear seating. The resulting subsystem demonstrated the ability to power both the seat belt buckle switches and wireless communication over a range of wireless power gaps.

Cuddihy, Mark, Pottle, Brian

Quantification of Sternum Morphomics and Injury Data

2019-01-12174/2/2019

Crash safety researchers have an increased concern regarding the decreased thoracic deflection and the contributing injury causation factors among the elderly population. Sternum fractures are categorized as moderate severity injuries, but can have long term effects depending on the fragility and frailty of the occupant. Current research has provided detail on rib morphology, but very little information on sternum morphology, sternum fracture locations, and mechanisms of injury. The objective of this study is two-fold (1) quantify sternum morphology and (2) document sternum fracture locations using computed tomography (CT) scans and crash data. Thoracic CT scans from the University of Michigan Hospital database were used to measure thoracic depth, manubriosternal joint, sternum thickness and bone density. The sternum fracture locations and descriptions were extracted from 63 International Center for Automotive Medicine (ICAM) crash cases, of which 22 cases had corresponding CT scans. The University of Michigan Internal Review Board (HUM00043599 and HUM00041441) approved the use of crash cases and CT scan data. The sternum morphomics data showed the thoracic depth increased, except for the 60-74-year-old age group. The average sternum thickness was greater in the older age groups. The sternum bone density decreased from youngest to oldest age groups. The angle between the manubrium and the sternum body decreased by 5.6° between the youngest and oldest age groups. The frequency of sternum fractures increased after age 45. Fractures were most frequent in the sternum body. The seat belt webbing was coded as the source of 54% of the sternum fractures.

Bunn, Barbara, Johannson, Suzanne, Kohoyda-Inglis, Carla, Wang, Stewart, Parenteau, Chantal, Holcombe, Sven

Crew Rest Facilities

ARP4101/3A (Current)4/1/2019

This document recommends criteria for the design and installation of flight crew rest facilities (FCRF) on transport category aircraft when operations with an augmented flight crew are performed. NOTE: Within this ARP, the term “must” will indicate items required for compliance with outside known government regulations, especially 14 CFR Part 117. “Shall” describes sections which are required if this ARP is used as a means of compliance. The term “should” will indicate optional requirements, preferences, and recommendations of the approving SAE committee. Wherever noted and bracketed as [FAA] or [EASA], this document includes agency regulations for reference that are not otherwise evaluated herein.

S-7 Flight Deck Handling Qualities Stds for Trans Aircraft

Road Tested

19AVEP03_113/1/2019

Transportation-infrastructure expert Kirk Steudle reflects on the rapid progress toward the connected-AV future and the challenges ahead. In the auto industry, mechanical and electrical engineers work from the tire up. Civil engineers work from the tire down,” quips Kirk Steudle. “And although it's taken a while for both to understand each other's jargon, the connected-and-autonomous vehicle is forcing them all together-to solve problems for society's mobility.” Steudle, a registered professional engineer, has been at the vehicle-to-road nexus his entire career. Last October he retired as director of the Michigan Dept. of Transportation where, among many achievements, his leadership helped put the state and its core industry in the vanguard of connected-car and AV-related developments, testing, and infrastructure standards. During his final year at MDoT, he also served as interim CEO of the American Center for Mobility, the new 500-acre AV proving ground and test center near Ann Arbor.

Brooke, Lindsay

The Swedish Word for AV Tech

19AVEP03_083/1/2019

Veoneer, a new Tier 1 supplier with well-established roots, is moving rapidly into AI, says veteran research boss Ola Boström. The first automotive camera with built-in Deep Learning-considered to be a significant step forward in autonomous-vehicle sensor technology-is due to launch this year. It was developed and will be manufactured by a Tier 1 whose name is still seeking broader recognition in the industry. “What is a…Veoneer?” asked an engineer waiting in the taxi line at this year's CES, when a monorail train wrapped with the company's logo flashed past above. Building brand cred among countless other spin-offs and tech start-ups who are clawing for visibility takes time, of course, even for the independent, publicly-traded Swedish company with 8,600 employees, formerly known as Autoliv's Electronics segment.

Brooke, Lindsay

LEAN Techniques for Effective, Efficient and Secure Information Processing in Automotive Homologation

2019-26-03351/9/2019

It is an established fact that virtual knowledge based engineering has revolutionized R & D activities by streamlining processes, ensuring productivity and accuracy. This has resulted in freeing up time for quality interpretational work and decision making for engineering the best of products. Subsequently, homologation is a mandatory requisite activity for product signoff. It certifies the quality of the product and is an important factor in giving the product an authenticity for sale in the market. Homologation entails compliance to regulations existing in form of well-established standards which elaborate systematic and detailed guidelines on conducting physical testing for automotive systems, sub-systems or components for specific vehicle types. The contemporary homologation scenario encompasses heavy usage of virtual platform tasks like data acquisition, application of heuristics from the standards, post processing, classification, test output report and type approval certificate generation. It is highly desirable that the homologation procedure needs to be streamlined and of high fidelity through seamless integration of all steps involved in the information processing as well as effective capture of homologation knowledge in a virtual form. This can be achieved by LEAN knowledge based techniques. The author hereby elucidates such a LEAN knowledge based framework that captures the heuristics outlined in the homologation standards in a form comprising of a structured taxonomy to address each of the compliance requirements, and seamlessly integrates them with all the upstream and downstream information processing tasks involved in the certification. Two sample tools are showcased for expounding the efficacy of this framework. These tools are integrated into the daily test procedures followed by the testing personnel, ensuring phenomenal productivity and accuracy. In addition, these tools leverage frugal automation platforms available right on the desktop, rendering them highly cost effective. Thus both tacit and explicit regulatory and process knowledge is captured and secured effectively which also conforms to requirements of system standards such as IS0 9001 and IS0 27001.

Thipse, Yogesh

Assessment of Thoracic Response and Injury Risk Using the Hybrid III, THOR-M, and Post-Mortem Human Surrogates under Various Restraint Conditions in Full-Scale Frontal Sled Tests

2018-22-000111/12/2018

A total of 20 full-scale frontal sled tests were conducted using the Hybrid III (HIII), THOR-M and post-mortem human surrogates (PMHSs) to evaluate the thoracic biofidelity of the HIII and THOR-M under various belted restraint conditions. Each surrogate was tested under three belted restraint conditions: knee bolster, knee bolster and steering wheel airbag, and knee bolster airbag and steering wheel airbag. In order to assess the relative biofidelity of each ATD, external thoracic deflections were quantitatively compared between the ATDs and PMHSs using an objective rating metric. The HIII had slightly higher biofidelity than the THOR-M for the external thoracic deflections. Specifically, the THOR-M lower chest was more compliant compared to the other surrogates. However, the THOR-M exhibited expansion of the lower chest opposite belt loading, which was also observed to some degree in the PMHSs. The efficacy of the current injury risk prediction instrumentation and criteria were also evaluated for each surrogate. The THOR-M and its proposed injury risk criteria predicted the injuries observed in the PMHS tests better than the HIII. The PMHS injury criteria over-predicted the amount of chest deflection necessary to produce a severe injury and, consequently, under-predicted injury risk. The results of this study indicate that further testing should be performed to evaluate the biofidelity of the THOR-M thorax under more conditions. Furthermore, current thoracic injury risk criteria, which were developed using censored data, may not be effective at predicting injuries for all restraints and experimental conditions.

Albert, Devon L, Beeman, Stephanie M, Kemper, Andrew R

The Effects of Inboard Shoulder Belt and Lap Belt Loadings on Chest Deflection

2018-22-000211/12/2018

Chest injuries occur frequently in frontal collisions. During impact, tension in the lap belt is transferred to the inboard shoulder belt, which compresses the lower ribs of the occupant. In this research, inboard shoulder belt and lap belt geometries and forces were investigated to reduce chest deflection. First, the inboard shoulder belt geometry was changed by the lap/shoulder belt (L/S) junction for the rear seat occupant in sled tests using Hybrid III finite element simulation, sled tests and THOR simulation. As the L/S junction was closer to the ASIS (anterior superior iliac spine), chest deflection of the Hybrid III was smaller. The L/S junction around the ilium has the potential to reduce chest deflection without significant increase of head excursion. For THOR, although the chest deflection reduction effect due to closer L/S junction to the ASIS was observed, chest deflection was still substantially large since the lap belt overrode the ASIS. Second, measures to hook the ASIS of the THOR by the lap belt were examined. Sled tests at 30 and 50 km/h were conducted with THOR in the rear seat, and it was demonstrated that the outboard lap belt and buckle pretensioners improved the lap belt and ASIS interaction, and were also useful in reducing the deflection at the inboard-side of the lower chest. Finally, the lap belt overlap with the ASIS was compared among 10 volunteers, Hybrid III, and THOR. Some volunteers had the ASIS located at the torso-thigh junction, and the lap belt did not overlap the ASIS sufficiently. However, although the ASIS location of THOR is also at the torso-thigh junction, the lap belt overlapped the ASIS because of the abdomen’s and femur’s shape. In the future, it will be necessary to consider that the outboard lap belt and buckle pretensioners are also effective for the ASIS restraint of all human car occupants.

Mizuno, Koji, Yoshida, Ryoichi, Nakajima, Yutaka, Tanaka, Yoshihiko, Ishigaki, Ryota, Hosokawa, Naruyuki, Hitosugi, Masahito

Autonomous vehicles present passive-safety challenges

18AUTP10_0810/1/2018

Reclined and rotated seating positions are commonly depicted for autonomously driven vehicles. But for the Autoliv engineers tasked with developing occupant safety for tomorrow's self-driving vehicles, those previously improbable seating positions dictate innovative new passive safety protections. “Passive safety for autonomous vehicles is a pretty complicated problem to solve, which is why we're starting out with the simplest scenario: a frontal crash with a front occupant in a partial-recline position,” E. Scott Dershem, Autoliv's Vice President of Product Development, said in an interview with Automotive Engineering at the safety supplier's Auburn Hills, Michigan technical center.

Buchholz, Kami

Methods to Evaluate Impact Characteristics of Seat Back Mounted IFE Monitors

ARP6330 (Current)9/13/2018

This SAE Aerospace Recommended Practice (ARP) defines means to assess the effect of changes to seat back mounted IFE monitors on blunt trauma to the head and post-impact sharp edges. The assessment methods described may be used for evaluation of changes to seat back monitor delethalization (blunt trauma and post-test sharp edges) and head injury criterion (HIC) attributes (refer to ARP6448 Appendix A Items 3 and 6, respectively). Application is focused on type A-T (transport airplane) certified seat installations.

Aircraft SEAT Committee

Test Strip, Holder, and Gage for Shot Peening

J442_201708 (Historical)8/9/2017

Surface Enhancement Committee

Evaluation of Biofidelity of the Human Body Model Morphed to Female with Abdominal Obesity in Frontal Crashes

2017-01-14293/28/2017

This paper aims to evaluate the biofidelity of a human body FE model with abdominal obesity in terms of submarining behavior prediction, during a frontal crash event. In our previous study, a subject-specific FE model scaled from the 50th percentile Global Human Body Model Consortium (GHBMC) human model to the average physique of three female post mortem human subjects (PMHSs) with abdominal obesity was developed and tested its biofidelity under lap belt loading conditions ([1]). In this study frontal crash sled simulations of the scaled human model have been performed, and the biofidelity of the model has been evaluated. Crash conditions were given from the previous study ([2]), and included five low-speed and three high-speed sled tests with and without anti-submarining device. The biofidelity of the morphed human FE model in terms of submarining behavior was evaluated by the correlation on overall body and belt-to-pelvis kinematics between simulation and tests, and quantified by correlation and analysis (CORA) rating scores. The CORA ratings showed that the overall responses of the human FE model simulations were well-correlated with those from tests. But the belt-to-pelvis interaction that determines the submarining behavior was reasonably-correlated with that from tests since inter-subject variance in local-area responses was quite large. This study warrants further investigation on modeling parameters of pelvic bone and surrounding soft tissue to better predict the performance of anti-submarining safety device for subjects with abdominal obesity.

kim, Sung Rae, Lee, Inju, Kim, Hyung joo

An Assessment of Inflatable Seatbelt Interaction and Compatibility with Rear-Facing-Only Child Restraint Systems

2017-01-14453/28/2017

Ford Motor Company introduced the inflatable seatbelt system in 2011 and the system is now available in the second row of several Ford and Lincoln models. An important consideration is the interaction of the inflatable seatbelt system with child restraint systems (CRS). A comprehensive series of frontal impact sled tests, using a standardized test method, was conducted to compare the performance of rear-facing-only CRS installed using an inflatable seatbelt to the same CRS installed using a standard seatbelt. CRS models from several manufacturers in the North American market were tested both with and without their bases. CRABI 12 month old or Hybrid III 3 year old anthropomorphic test devices (ATD) were restrained in the CRS. The assessment included the ability to achieve a satisfactory installation with the inflatable seatbelt, comparisons of ATD and CRS kinematics, CRS system integrity, and comparisons of ATD responses. In all cases, acceptable installations of the CRS were achieved with the inflatable seatbelt system. When installed with the base, there was a statistically significant reduction in HIC36 for the ATDs restrained using the inflatable seatbelt compared to those installed using the standard seatbelt. The differences in peak resultant chest accelerations for the two seatbelt systems were not statistically significant and minor differences were noted in CRS and ATD kinematics. When installed without the base, HIC36 and peak resultant chest acceleration did not have statistically significant differences and kinematics were comparable. No system integrity issues were identified in CRS installed using inflatable seatbelts for either the installations with or without the base.

Pline, Kevin, Board, Derek, Muralidharan, Nirmal, Sundararajan, Srinivasan, Eiswerth, Eric, Salciccioli, Katie, Baker, Noelle

Analysis of Driver Kinematics and Lower Thoracic Spine Injury in World Endurance Championship Race Cars during Frontal Impacts

2017-01-14323/28/2017

This study used finite element (FE) simulations to analyze the injury mechanisms of driver spine fracture during frontal crashes in the World Endurance Championship (WEC) series and possible countermeasures are suggested to help reduce spine fracture risk. This FE model incorporated the Total Human Model for Safety (THUMS) scaled to a driver, a model of the detailed racecar cockpit and a model of the seat/restraint systems. A frontal impact deceleration pulse was applied to the cockpit model. In the simulation, the driver chest moved forward under the shoulder belt and the pelvis was restrained by the crotch belt and the leg hump. The simulation predicted spine fracture at T11 and T12. It was found that a combination of axial compression force and bending moment at the spine caused the fractures. The axial compression force and bending moment were generated by the shoulder belt down force as the driver’s chest moved forward. The axial compression force at the spine was also induced by the forces from the crotch belt and the leg hump. Based on these mechanisms, the modifications were made to help reduce the spine fracture risk. The seat back angle was raised, the shoulder belt anchor was lifted, the crotch belt anchor was moved forward, the seat pad thickness was increased and the seat pad stiffness was reduced. These modifications allowed more forward motion of the pelvis and reduced the shoulder belt down force, and generated no spine fracture.

Katsuhara, Tadasuke, Takahira, Yoshiki, Hayashi, Shigeki, Kitagawa, Yuichi, Yasuki, Tsuyoshi

Demonstration Emergency Equipment

ARP6239 (Historical)

1/4/2017

This SAE Aerospace Recommended Practice (ARP) recommends the design and features of aircraft demonstration emergency equipment for use in passenger safety briefings.

S-9A Safety Equipment and Survival Systems Committee

Volvo, Uber share the ride to safety with autonomy

16AUTP10_0710/1/2016

The news that Volvo Cars, renowned for its safety focus, and ride-sharing company Uber, are working together to develop next generation autonomous driving (AD) cars eventually reaching full SAE Level-5 standard (no steering wheel or controls), may bring comfort to those who are scared, skeptical or just scorn the advent of being driven by such radical robotics. But this latest development sees a further step to AD being taken in parallel with Volvo's avowed intent that no one traveling in its new models from 2020 onwards will be killed or seriously injured. That bold statement was first uttered in 2007, presaging the introduction or development of a plethora of safety features that the automaker believes will enable it to achieve its target.

Birch, Stuart

Occupant Restraint and Equipment Mounting Integrity – Side Impact Ambulance Patient Compartment

J2956_201608 (Historical)8/23/2016

Truck Crashworthiness Committee

Occupant Restraint and Equipment Mounting Integrity - Rear Impact Ambulance Patient Compartment

J3044_201608 (Historical)8/17/2016

Truck Crashworthiness Committee

Occupant Restraint and Equipment Mounting Integrity – Frontal Impact Ambulance Patient Compartment

J2917_201608 (Historical)8/17/2016

Truck Crashworthiness Committee

Evaluation of Aerospace Seat Belt Webbing Material Under Dynamic Test Conditions

F-0072-2016-11413

5/17/2016

There is no requirement for full-scale testing of either civil or military rotorcraft to certify a design as safe or crashworthy. The Federal Aviation Administration has a number of standards and regulations that are designed to protect occupants in the event of a crash. These standards focus primarily on frontal and vertical impact protection of the occupant seating system and those items in the cabin interior that surround the occupant. With the adoption of Title 14 Code of Federal Regulations (CFR) 29.562, as well as the corresponding portions of 14 CFR 23.562, 25.562, and 27.562, a seating system is comprised of the seat, all attachment hardware, and the restraint system. In this methodology, the attachments and the restraint are approved for use at the same time as the seat itself. One restraint cannot be readily swapped out for another restraint and any repairs of the restraint itself must return it back to its original specifications. Inherent material properties of common webbing materials may affect the dynamic response of the seat system. To determine how differences in elongation properties affect seat dynamic response, a test program using a rigid seat setup in different configurations with different webbing materials was conducted by the FAA. The selected configurations represented seats commonly in use. Both new and newly repaired belts were acquired for this study. As part of this test program, a second phase was conducted to investigate the effects of belt stiffness. Original belt webbing material and several replacement webbing material candidates were statically tested to determine their elongation properties. These belts were then subjected to the same test setup as in phase 1; however, unlike phase 1, only one seating configuration was tested. All these different belts were then subjected to dynamic impact tests using a rigid seat and the sled test pulse from Title 14 Code of Federal Regulations 25.562. No structural failures occurred in any of the tests. A trend was noted that higher belt stiffness resulted in less occupant excursion and higher belt loads. It was also noted that static belt stiffness can be used to characterize relative belt performance in dynamic tests. These data can be used to develop general guidelines on allowable webbing changes for previously approved seat belts.

Pellettiere, Joseph, Huculak, Robert, DeWeese, Richard

A Pilot Study of Occupant Accommodation and Seat Belt Fit for Law Enforcement Officers

2016-01-15044/5/2016

Law enforcement officers (LEO) make extensive use of vehicles to perform their jobs, often spending large portions of a shift behind the wheel. Few LEO vehicles are purpose-built; the vast majority are modified civilian vehicles. Data from the field indicate that LEO suffer from relatively high levels musculoskeletal injury that may be due in part to poor accommodation provided by their vehicles. LEO are also exposed to elevated crash injury risk, which may be exacerbated by a compromise in the performance of the occupant restraint systems due to body-borne equipment. A pilot study was conducted to demonstrate the application of three-dimensional anthropometric scanning and measurement technology to address critical concerns related to vehicle design. Detailed posture and belt fit data were gathered from five law enforcement officers as they sat in the patrol vehicles that they regularly used and in a mockup of a mid-sized vehicle. The size and shape of the officers was measured with and without police uniform and duty belt using standard anthropometry techniques and a whole-body laser scanner. The new methods provide high-resolution data on posture, body shape, and belt fit for LEO that has not previously been addressed in seat and vehicle design. Pilot data results demonstrated that an exemplar vehicle accommodated the officers poorly and that belt fit was adversely affected due to interference between the seat or other vehicle features and the body borne gear. A large-scale, population-based study aimed at developing seat and vehicle design guidelines using three-dimensional anthropometric techniques is needed.

Jones, Monica Lynn Haumann, Ebert-Hamilton, Sheila, Reed, Matthew

Optimization of Seatbelt Anchorage Mount Locations for Occupant Injury Reduction in Frontal Crash

2016-28-02512/1/2016

In the event of a frontal car crash, occupant sitting in a car meets various types of injuries like Head injury, Chest compression, Neck injury etc. These injuries may lead to the death of an occupant if exceeded beyond biomechanical limits. Seat belt is a primary restraint system, which when worn controls the motion of occupant sitting inside the car during the event of a car crash. An Anchorage location of three point seat belt system has significant effect on occupant injuries during the crash event. By changing the mount locations of a seat belt anchor points i.e. D-ring, Anchor & Buckle, performance of seatbelt system can be enhanced further thereby reducing occupant injuries to certain extent. As per regulation AIS015, locations of safety belt anchorage points should be within prescribed zone. This paper explains effect of changing mounting location of each anchorage points on occupant injuries & also explains how to find optimized seat belt anchorage mount locations within prescribed zone mentioned as per regulations keeping various occupant injuries to minimal value.

Patil, Kantilal, Reddy, Siva, Zafar, Nadeem

Combination Pelvic and Upper Torso Operator and Occupant Restraint Systems for Off-Road Work Machines

J2292_201601 (Historical)1/14/2016

HFTC4, Operator Seating and Ride

Cat pipelayers offer power and comfort to operators

15MEIP12_2612/1/2015

Independent, variable-speed winches for the boom and hook provide precise control, and an enhanced counterweight system ensures a low center of gravity in Caterpillar's new PL72, PL83, and PL87 pipelayers. A new ROPS (roll-over protection structure) provides added safety for both open and enclosed operator's stations. The new, purpose-built Pipelayer cab is now pressurized and incorporates new operator-comfort and convenience features. Cat says the new pipelayers were designed to offer the industry increased lift capacity, enhanced slope capability, ease of operation, and transportability. Rated lift capacity (at tipping point) for the PL72 is 90,000 lb (40,823 kg), 170,000 lb (77,111 kg) for the PL83, and 216,000 lb (97,972 kg) for the PL87. A non-suspended, elevated-sprocket undercarriage provides ample track-on-ground for added stability.

Broge, Jean L.

Occupant Restraint Dynamic System Evaluation - Frontal Impact Heavy Trucks

J2418_201508 (Historical)

8/27/2015

Truck Crashworthiness Committee

Occupant Restraint System Evaluation - Lateral Rollover System-Level Heavy Trucks

J2426_201506 (Historical)

6/4/2015

Truck Crashworthiness Committee

Development and Implementation of a Quasi-Static Test for Seat Integrated Seat Belt Restraint System Anchorages

2015-01-07394/14/2015

Over the last decade large safety improvements have been made in crash protection for motorsports drivers. It has been well established that in side and rear impacts the driver seat provides the primary source for occupant retention and restraint. Beginning in the 2015 season, NASCAR®'s (National Association for Stock Car Auto Racing, Inc) Sprint Cup Series will require driver seats which have all seat belt restraint system anchorage locations integrated internally to the seat with a minimum of seven anchorage locations. This paper describes the development of the quasi-static test for the seat integrated seat belt restraint system portion of the NASCAR Seat Submission and Test Protocol Criteria. It reviews the methodology used to develop the testing including the developmental dynamic sled tests.

Patalak, John, Gideon, Thomas

The Influence of Body Mounted Shoulder Seat Belt Anchor (D-Ring) Displacement During Dynamic Vehicle-to-Ground Impacts

2015-01-17564/14/2015

For more than 30 years, field research and laboratory testing have consistently demonstrated that properly wearing a seat belt dramatically reduces the risk of occupant death or serious injury in motor vehicle crashes. In severe rollover crashes, deformation to vehicle body structures can relocate body-mounted seat belt anchors altering seat belt geometry. In particular, roof pillar mounted shoulder belt anchors (“D-rings”) are subject to vertical and lateral deformation in the vehicle coordinate system. The ROllover Component test System (ROCS) test device was utilized to evaluate seat belt system performance in simulated severe rollover roof-to-ground impacts. A mechanical actuator was designed to dynamically relocate the D-ring assembly during a roof-to-ground impact event in an otherwise rigid test vehicle fixture. Anthropomorphic test device (ATD) kinematics and kinetics and seat belt tensions were compared between tests with and without D-ring relocation. Results indicate that the displacement of the shoulder belt anchor does not have a substantial effect on either ATD axial neck loads or the restraint provided by the seat belt system while limiting the vertical motion of the ATD during a single roof-to-ground impact.

Toomey, Daniel E., Marth, Debora R., Ballard, William G., Belwafa, Jamel E., Burnett, Roger, McCoy, Robert W.

Improved Seat Belt Restraint Geometry for Frontal, Frontal Oblique and Rollover Incidents

2015-01-07404/14/2015

Throughout the first decade of the twenty first century, large improvements in occupant safety have been made in NASCAR®'s (National Association for Stock Car Auto Racing, Inc) race series. Enhancements to the occupant restraint system include the development and implementation of head and neck restraints, minimum performance requirements for belts and seats and the introduction of energy absorbing foam are a few highlights, among others. This paper discusses nineteen sled tests used to analyze hypothesized improvements to restraint system mounting geometry. The testing matrix included three sled acceleration profiles, three impact orientations, two Anthropomorphic Test Device (ATD) sizes as well as the restraint system design variables.

Patalak, John, Gideon, Thomas, Melvin, John W., Rains, Mike

Securing Child Restraint Systems in Motor Vehicles

J1819_201503 (Current)

3/27/2015

The scope of this SAE Recommended Practice is to promote compatibility between child restraint systems and vehicle seats and seat belts. Design guidelines are provided to vehicle manufacturers for certain characteristics of seats and seat belts, and to child restraint system (CRS) manufacturers for corresponding CRS features so that each can be made more compatible with the other. The Child Restraint System Accommodation Fixture, shown in Figure 1, is used to represent a CRS to the designers of both the vehicle interior and the CRS for evaluation of each product for compatibility with the other. The features of the accommodation fixture are described as each is used. A CRS accommodation template of transparent plastic, not shown, represents the side of the accommodation fixture for use in approximating its installed position on design drawings.

Children's Restraint Systems Committee

Failure Correlation and CAE Based Design Development for Seat Belt Anchorage as per AIS-015

2015-26-01661/14/2015

For the purpose of effective occupant restraint, seat belt anchorage test is devised to prevent any failure at the anchorage locations during vehicle crash. In India Seat Belt Anchorages (SBA) certification test is mandatory for M and N types of category vehicles with regards to forward and rearward facing seats in the vehicle. During the development phase failure at seat anchorage location was observed in physical test, which resulted in vehicle not meeting the regulatory requirement. This phenomenon of anchorage failure was captured through Finite Element (FE) simulations and correlation was done to understand the root cause of failure for future development. Computer Aided Engineering (CAE) based design proposals were developed by considering various parameters which influence the load path and force distribution at seat belt and seat anchorage locations. This paper talks about a detailed study done to estimate effects of variation in design, material and thickness properties at anchorage locations. After various feasibility checks, an optimized FE driven design has been considered for physical testing and was successfully validated with good correlation. Furthermore, during the study it was found that material plays a critical role for selection of anchorage component. It was also noticed that proper loading and constraint in FE model plays very important role to have accurate result and better correlation between physical test and CAE results. This study helped in reducing the project development cost, time and efforts needed for physical testing.

Kumar, Rakesh, Malladi, Aditya, lingan Sr, Sridhar

Crash Pulse Characterization for Restraints System Performance Optimization

2015-26-01521/14/2015

The vehicle crash signature (here on referred as crash pulse) significantly affects occupant restraints system performance in frontal crash events. Restraints system optimization is usually undertaken in later phase of product development. This leads to sub-optimal configurations and performance, as no opportunity exists to tune vehicle structure and occupant package layouts. In concept phase of development, crash pulse characterization helps to map occupant package environment with available structure crush space and stiffness. The crash pulse slope, peaks, average values at discrete time intervals, can be tuned considering library of restraints parameters. This would help to derive an optimal occupant kinematics and occupant-restraints interaction in crash event. A case study has been explained in this paper to highlight the methodology. The study has been undertaken for critical frontal crash load cases, considering library of single stage restraints components (airbags, seat belts). Crash pulse requirements have been derived for a stiffness range of these restraints components. To simplify the study, library of restraints components has been classified in three stiffness categories. Design of experiments (DOE), which forms an integral part of this study, helped to identify performance sensitive variables in concept crash pulse. Zones have been identified in crash pulse characteristic curve, which need further optimization, to achieve occupant restraints performance with adequate margins and robustness. The output from this study is a force vs displacement and force vs time characteristic curves. This is used to understand the stiffness and crush length requirements from the vehicle structure.

Anand, Alok, Daphal, Pratap, Khare, Pratyush

Truck Driver Stomach Position

J1522_201412 (Current)12/3/2014

Truck and Bus Human Factors Committee

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