Do NHTSA vehicle safety ratings affect side impact crash outcomes?

Lidbe, Abhay; Penmetsa, Praveena; Wang, Teng; Adanu, Emmanuel Kofi; Nambisan, Shashi

doi:10.1016/j.jsr.2020.02.001

Cited by 8 publications

(5 citation statements)

References 33 publications

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“…In addition, Vehicle sales, which showed a rapid increase with the increase in the use of individual vehicles; bring with it the risk of accidents. While fatal crashes reported in the United States in 2016 affected 20 839 passengers; in 2022, this rate has almost doubled, resulting in the death of 42 795 passengers [1,2]. Serving as a pivotal structural element on the lateral aspect of an automobile, the B-pillar assumes responsibility for energy absorption and load-bearing functions during side collisions.…”

Section: Introductionmentioning

confidence: 99%

Mechanical performance simulation and optimal design of carbon fiber composite B-pillar

Zhang,

Hu,

et al. 2024

Modelling Simul. Mater. Sci. Eng.

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This study primarily concentrates on the layer optimization and structural refinement of carbon fiber composite B-pillars. In the initial phase, an initial layer configuration for the carbon fiber composite material B-pillar was devised, followed by comprehensive finite element numerical simulations. The weight of the B-pillar was effectively diminished by 44.9% compared to its metal counterpart, while maintaining consistent performance across diverse operational conditions. Subsequently, an advanced layer thickness optimization model was formulated, incorporating the innovative "super layer" concept. Integration of simulation software, such as ISIGHT and ABAQUS, facilitated the determination of optimal layer thickness and ratio for the composite material. The layer order was systematically optimized through the application of a discrete particle swarm optimization algorithm based on exchange order, adeptly addressing issues related to discontinuous design variables and potential combinations. The incorporation of a ply drop-off structure laying scheme was derived, resulting in an impressive weight reduction of 57.5%. In the final phase, adherence to NCAP side collision testing standards enabled a comprehensive evaluation, wherein various indicators including deformation mode, intrusion amount, and intrusion speed were employed. The results substantiate that the composite B-pillar exhibits equivalent side impact resistance to the original metal B-pillar, ensuring robust passenger protection.

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Section: Introductionmentioning

confidence: 99%

Mechanical performance simulation and optimal design of carbon fiber composite B-pillar

Zhang,

Hu,

et al. 2024

Modelling Simul. Mater. Sci. Eng.

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“…2 Car occupants are close to the impact zone; it is difficult to absorb the impact energy before it reaches the occupants and fatal injuries are common. 3,4 Side airbags and side-impact beams protect the occupants. The beams prevent direct intrusion, reducing the likelihood of lower extremity and chest injuries.…”

Section: Introductionmentioning

confidence: 99%

Use of the FMVSS-214 static bending test to evaluate an automobile side door impact beam made of glass fiber-reinforced plastic

Baek

Lee

2022

Journal of Composite Materials

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A side door impact beam absorbs energy and plays an important role in preventing intrusion of another vehicle into the occupant area. Impact beams are being actively researched to reduce vehicle weight while still meeting the strength requirements of environmental regulations and to improve fuel efficiency and enhance safety. No study has subjected a lightweight glass fiber-reinforced plastic (GFRP) impact beam to the Body in White (BIW) Federal Motor Vehicle Safety Standard (FMVSS)-214 quasi-static test. We compared three beams that differed in shape and stacking pattern. We performed three-point bending analyses, bending tests (including after bracket tightening), and static bending tests of door assemblies. The best GFRP beam (B) and a steel model were compared in terms of BIW static bending performance. The front-door GFRP beam exhibited an average reaction force 135% of that mandated by the FMVSS-214S test specification, an intermediate average reaction force 158% of that required, and a final force 154% of that required. In terms of bending performance, the initial average reaction force was 9.5% higher than that of the steel impact beam, and the rear door force was 6.6% lower. The reaction force of the GFRP beam decreased rapidly as breakage occurred after bending through 110.0–120.0 mm; however, the average reaction force was similar to that of the steel beam. Thus, the GFRP impact beam met the legal requirements but weighed 30% less than the steel beam.

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“…Compared with front- and rear-end crashes, the impact in a side-impact crashes are transmitted relatively intensively to the occupant compartment and the capacity to absorb impact energy is limited [ 7 ]. Thus, in real-world side-impact crashes, motor vehicle occupants (MVOs) are at a higher risk of suffering from serious injuries [ 8 ].…”

Section: Introductionmentioning

confidence: 99%

“…The chest and head are the most commonly affected regions in side-impact injuries. In particular, the chest is known to have the highest risk of serious injuries [ 8 , 15 , 16 ]. However, while data in the literature are enough to prove the effectiveness of SABs in preventing injuries in the real world, it is insufficient to draw statistically significant conclusions [ 13 ].…”

Section: Introductionmentioning

confidence: 99%

Preventive Effectiveness of Thoracic Side Airbags in Side-Impact Crashes Based on Korea In-Depth Accident Study (KIDAS) Database

Kong

Lee

Kang

et al. 2022

IJERPH

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Studies on the effectiveness of thoracic side airbags (tSABs) in preventing thoracic injuries is limited and conflicting. This retrospective observational study aims to evaluate the effectiveness of tSABs in side-impact crashes based on data for motor vehicle occupants (MVOs) who visited an emergency department in Korea. The data were obtained from the Korean In-Depth Accident Study (KIDAS) database for patients treated at Wonju Severance Christian Hospital between January 2011 and April 2020. Of the 3899 patients with road traffic injuries, data for 490 patients were used. The overall frequency of tSAB deployment in side-impact crashes was found to be 8.1%. In the multivariate analysis, elderly age, near-side impact, colliding with fixed objects, non-oblique force, and higher crush extent were found to be factors associated with higher thoracic injuries (Abbreviated Injury Scale ≥ 2). MVOs in crashes with tSAB deployment were at an increased risk of injury compared with MVOs in crashes with no deployment, but no statistical difference was observed [adjusted odds ratios (AORs): 1.65 (0.73–3.73)]. Further, the incidence of lung injury and rib fractures increased with tSAB activation (p < 0.05). These results demonstrate the limited capability of tSABs in preventing thoracic injuries in motor vehicle crashes.

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Do NHTSA vehicle safety ratings affect side impact crash outcomes?

Cited by 8 publications

References 33 publications

Mechanical performance simulation and optimal design of carbon fiber composite B-pillar

Mechanical performance simulation and optimal design of carbon fiber composite B-pillar

Use of the FMVSS-214 static bending test to evaluate an automobile side door impact beam made of glass fiber-reinforced plastic

Preventive Effectiveness of Thoracic Side Airbags in Side-Impact Crashes Based on Korea In-Depth Accident Study (KIDAS) Database

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