Structural Countermeasure/Research Program

2019Final ReportReichert, R., & Kan, S. (2019, April). Structural countermeasure research program (Report No. DOT HS 812 635). Washington, DC: National Highway Traffic Safety Administration.PDFTech ReportDOT HS 812 635DTNH2215D00005/0001Finite element methodFrontal crashesCrash injury researchImpact testsSimulationStructural analysisCountermeasuresOblique frontal impactfinite element simulationstructural countermeasuresUnited StatesUnited States. Department of Transportation. National Highway Traffic Safety AdministrationReichert, RudolfKan, SteveGeorge Mason UniversityUnited States. Department of Transportation. National Highway Traffic Safety AdministrationNHTSA-Vehicle Safety ResearchCrash test results have shown that vehicles that receive good ratings in existing co-linear consumer information tests still may require structural modifications for good performance in NHTSA\u2019s frontal oblique test procedure. The purpose of this study is to determine incremental vehicle structural change requirements and their associated mass and cost to significantly reduce occupant compartment intrusion. An available finite element model of a mid-size sedan was updated and validated using test data from a 2015 Toyota Camry. The generated baseline model correlates well with the New Car Assessment Program (NCAP) full overlap test, NHTSA\u2019s left and right oblique impact tests, and with the IIHS small and moderate overlap crash tests. The developed baseline model was used to evaluate necessary countermeasures to reduce occupant compartment intrusion according to defined design goals for the left and right oblique impact configuration. As a result, three optimized models were created. The accomplished reduction of occupant compartment intrusion ranges from 52 percent to 77 percent. The associated added mass ranges from 7 kg to 17 kg and the associated cost ranges from $21 to $39. The significant reduction in occupant compartment intrusion was achieved without unintended consequences, i.e. no considerable increase of vehicle pulse for oblique and co-linear load cases was observed.81