ESV.Seventh.Int.Conf.Section.One.Two.Three

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$eventh Intemational Technical Gonference 

on Experimental 

Safety Vehicles 

Sponsored by: 

The Government of France 

Hosted bY: 

The French Automobile Manufacturers 

Held in: 

Paris, June 5 - 8, 1979 

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tlPi# lJfi,?,$#^l?fr,[' 

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U.S. DEPARTMENT OF TRANSPORTATION 

For Brlo by th6 Superlntcndent ol Documonta, U.s. Govcrnmsflt Pdnttng Omc6, wshlngton, D.C. 20{{}rl 

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This report ofthe proceedings ofthe Seventh International 

Technical Conference otr Expcrintental Safety Vehiclcs was 

preparecl by tlte National Highway Traffic Safety 

AcJnrirristration, U.S. Department of Tratlsportation. 

We wish to thank the authors ancl all tltose responsible for 

rhe exccllence of the material submitted, which aided 

nraterially in the preparation of this report. 

For clarity atrcl bccause of somc translation difficulties, a 

certain amount of ccliting was llecessary. Apologies are, 

thercfore, offcrecl where thc trans.^ription is not exact' 

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Belgium 

FEBIAC 

M. Claude GerrYn 

M, Michel Pierard 

FESR 

M. Jean-Paul de Coster 

GENEHAL MOTORS 

M. Jack HopPenbrouwers 

HONDA MOTOR COMPANY 

M. Andre Meganck 

M. Makato Tokubuchi 

ISUZU MOTORS 

M. Yasuhiro Ogawa 

MONSANTO EUROPE ; 

M. Georges MazY 

NISSAN MOTORS 

M. Hitoshi Uemura . 

M. Masanobu Wada 

TOYOTA MOTOR COMPANY 

M. Shinji KamiYashiki 

M. Hiroshi Ogawa 

Canada 

DEPARTMENT OF TRANSPORT 

Mr. Eric R. Welbourne , 

Chief, Vehicle SYstems 

Road and Motor Vehicle Traffic Safety 

Branch 

Denmaft 

MINISTRY OF JUSTICE 

Mr. Per Frederiksen 

Federal Republic of GermanY 

THE FEDERAL HIGHWAY RESEARCH 

INSTITUTE 

H. Prof. Dr. Heinrich H. Praxenthaler, 

President 

H. Prof. Dr. Bernd B' Friedel 

ASSOCIATION OF THIRD-PARTY 

LIABILITY ACCIDENT AND MOTOR 

TRAFFIC INSURERS (HUK-VERBAND) 

H. Prof. Dr. M. Danner 

H. Dr.-lng. Klaus Langweider 

ANDI NSU AG 

H. O. Erl 

H. Dr. M. Kramer 

H. Dr. R. Loebich 

H. Dr. L. SchemPerg 

H. Dr. R. Wagner 

i 

ll.. 

,;l+ ,

{ 

BATTELLE-I NSTITUTE e.V. 

H. Dr. H. Hontschik 

ANVCNISCH E MOTOREN.WEHKE 

(BMW AG 

H. J. Fellerer 

H. D. Frank 

H. J. Frings 

H. H.-W. Thon 

H. H. Weisbarth 

BERLIN TECHNICAL UNIVERSITY 

H. Prof. Dr. H. Appel 

DAIMLER.BENZ AG 

H. H.-K. Daur 

H. Dr. K. Enke 

H. G.M. Hespeler 

H. J. Kennebeck 

H. Dr. F. Panik 

H. Prof. Dr. W. Reidelbach 

H. Dr. W. Schmid 

H. G. Schontag 

H. J.H. Sorsche 

H. H. Thalmann 

H. Dr. A. Zomotor 

FIRMA AUTOFLUG 

H. H.-H. Ernst 

H. K. Zitterbart 

FI-AGHGIAS AG 

H. Dr. P. Weigt 

FORD.WEHKE AG 

H. R. Brasche 

H. H. Krieg 

OPEL AG 

H. K. Jullig 

H. E.S. Kiefer 

H. G. Zech 

PORSCHE AG 

H. U. Bez 

EXPERIMENTAL SAFETY VEHTCLES 

VI 

H. Dr. H.-H Braess 

REPA FEINSTANAA/ERKE GmbH 

H. J. Mitzkus 

ROCI(\ /ELL GOLDE GmbH 

H. K. Grebe 

SEKURIT-Gl-AS UNION GmbH 

H. Dr, H. Kunert 

TECHNICAL INSPECTION ASSOCIA. 

TroN (RHrNEr-AND) 

H. Dr. K. Burow 

H. K. J. Kruger 

H. P. Wiegner 

VERBAND DER AUTOMOBILINDUSTRIE 

e.V (VDA) 

H. Dr. -Ing. Guenther Brenken 

H. D. Matthes 

VOLKSWAGENWEHK AG 

H. H. Albrecht 

H. A. Bauer 

H. Prof. Dr. E. Fiala 

H. Wolfgang Rosenau 

H. Dr. H. Schimkat 

H. Ruediger Schmidt 

H. Dr. Ulrich Seiffert 

H. Dr. Rudiger Weissner 

WESTFALISCHE METALL INDUSTRIE 

KG 

H. Dr. Schmidt-Clausen 

France 

MINISTERE DES TRANSPORTS 

M. Jean-Jacques Dumont 

M. Bernard Gauvin 

M. Jean-Francois Rupert 

M. Yannick Souchet

TRANSPORTATION RESEARGH 

rNSTtruTE (lRT) 

M. Michel Frybourg, Director 

M. Patrick de Buhan 

ORGANISME NATIONAL DE 

sEcuR|TE ROUTIERE (ONSER) 

M. Timothy Bentamin 

M. Roger Biard 

M. Claude Bluets 

M. Dominique Cesari 

M. Andre Chapon 

M. Henri Cuny 

Mlle. Maryvonne Desjeammes 

M. Pierre Duflot 

M. Hubert Duval 

M. Jean Leroy 

M. Jean Moreau de Saint-Maftin 

M. Yves Systermans 

ATELIERS DE MECANIQUE ET DE 

CHAUDRONNERIE D'ARTIX LACQ 

SERVICE (AMCA) 

M. Regis Bello 

M. Jacques Rothera 

ASSOCIATION PEUG EOT-RENAU LT 

Mlle. Francoise Brun 

M. Andre Fayon 

M. Francois Hartemann 

M. Claude Tarriere 

CHAMBRE SYNDICATE DES 

CONSTRUCTEUBS D'AUTOMOBI LES 

(cscA) 

M. Yves Aubin 

M. Marc Behaghel 

M. Jack Goger 

M. Michel Martin 

M. Marc Ouin 

CHRYSLER'FRANCE 

M. Pierre Beguin 

M. Henri Bredif 

M. Pierre Brunon 

PARTICIPANTS 

vll 

M. Claude Daubertes 

M. Jacques Andre Desbois 

M. Fernand Dollet 

M. Michel Guerreau 

M. Bruno Hartz 

M. Pierre Housset 

M. Jean-Pierre Noual 

M. James Pollard 

M. Jacques Rousseau 

CITBOEN 

M. Pierre Billault 

M. Serge Bohers 

M. Jacques Colette 

M. Christian Dubus 

M. Andre Estaque 

M. Patrick Eymerit 

M. Eric Fabre 

J. Jean Genestier 

M. Rene Larousse 

M. Andre Petitdidier 

FEDERATION DES INDUSTRIES POUR 

L'EQUIPMFNT DES VEHICULES 

(FtEV) 

M. Raymond Guasco 

HEULIEZ 

M. Andre Guery 

M. Jean-Marc Guillez 

M. Jean-Charles Maingan 

M. Joel Pailloux 

M. Michel Pouzet 

M. Pierre ThierrY 

HUTCHINSON 

M. Simon Choumer , 

HUTCHINSON.MAPA 

M. Andre Coustet 

M. Michel Rideau 

Mlle. Liliane Valla 

L.E.A.D. 

M. Ferdy Mayer

,a 

MONSANTO 

M. Peter Evans 

PEUGEOT 

M. Philippe Burguburu 

M. Georges Cognard 

M. Jean Derampe 

M. Jean-Pierre Echavidre 

M. Michel Forichon 

M. Bernard Loyat 

M. Gerard Mauron 

M. Omelan Szewczuk 

PSA PEUGEOT/CITROEN 

M. Hubert Allera 

M. Noel Bureau 

M. Jean-Pierre Labrosse 

M. Henri Lachaize 

REGIE RENAULT 

M. Jean-Francois de Andria 

M. Andre Chevenez 

M. Jean-Louis Chiapello 

M. Daniel Criton 

M. Charles Moretti 

M. Jacques Provensal 

M. Hubert Seznec 

M. Georges Stcherbatcheff 

M. Pierre Tiberghien 

M. Christian Tisseron 

M. Philippe Ventre 

M. Georges Vian 

R.V.l. 

M. Robert Frachon 

SAINT-GOBAIN 

M. Claude Bourelier 

M. Pierre Mathe 

M. Roger Orain 

s.G.c.l.s.R 

M. Jack Lefranc 

EXPEHI MENTAL SAFETY VEHICLES 

viii 

SOCIETE NATIONALE DES POUDRES 

ET EXPLOSTFS (SNPE) 

M. Pierre Jenoc 

U.T.A.C 

M. Edouard Chapoux 

M. Jean-Pierre Dumas 

M. Jean-Claude Jolys 

M. Henri LeGuen 

M. Louis-Christian Michelet 

M. Jacques Thabaud 

M. Nicholas Touroveroff 

Italy 

MINISTERO THANSPORTI 

Dr. Ing Caetano Danese, General 

Manager, Civil Motorisation 

Sig-na. Ileana Luzi 

Sig. Giacomo Pocci 

Sig. Franco Rossi 

Sig. Claudio Schinaia 

Sig. Renzo Strampelli 

ALFA ROMEO 

Sig. Carlo Bianchi Anderloni 

Sig. Luciano Chidini 

Sig. Erwin Landsberg 

Sig. Lamberto Maestripieri 

Sig. Loranzo Mantovani 

Sig. Vincenzo Pagliarulo 

Sig. Lorenzo Rosti Rossini 

NATIONAL ASSOCIATION OF AUTO. 

MOB| LE MANUFACTURERS (ANCMA) 

Sig. Michele Bianchi 

NATIONAL ASSOCIATION FOR THE 

AUTOMOBTLE I N DUSTRY (AN FtA) 

Sig. Carlo Tibiletti 

FIAT 

Sig. Pierluigi Ardoino 

Sig. Mario Barile

Sig. Bruno Bonis 

Sig. Stefano Buscaglionb 

Sig. Enzo Franchini 

ISTITUTO ELETTROTECN ICO 

NATIONALE 

Sig. Paolo Soardo : 

ISTITUTO SPERI M ENTALE AUTOE 

MOTORI, S.P.A. 

Sig. Angelo Biagi 

Sig. Rodolfo Etruschi 

Sig. FiliPPo Moscarini 

MOTO GUZZI-BREMBO 

Sig. Silvio Manicardi 

PININFARINA 

Sig. Antonello Cogotti 

Japan 

MINISTRY OF INTERNATIONAL 

TRADE AND INDUSTRY 

Mr. Tetsuo Soma 

MINISTRY OF TRANSPORT 

Mr. Masandro Hanajima 

Mr. Yoshiharu Ishikawa 

Mr. Takashi Shimodaira, Deputy Director 

AISIN SEIKI 

Mr. Toshiyuki Kondo , 

AKEBONO BRAKE 

Mr. Kazuhiko Aoki 

HONDA MOTOR COMPANY 

Mr. Soichiro Honda, President 

Mr. Yoshimi Furukawa 

Mr. Kiyoshi Ikemi 

Mr. Kiyoshi Mori 

Mr. Yoshio Nakamura 

' 

: 

PAFTICIPANTS 

Mr. Shoichi Sano 

Mr. Hideo Takeda 

JAPAN AUTOMOBI LE MANUFACTURERS 

ASSOCIAION (JAMA) - PARIS 

' i 

Mr. Takayuki Imago 

Mr. Yutaka Kitahima 

Mr. Kuniyoshi Sawada 

Mr. Moriharu Shizume 

JAPAN AUTOMOBILE RESEARCH 

INSTITUTE 

Mr. Kenichi Coto 

Mr. Masahiro ltoh 

Mr. Atsushi Watari 

NISSAN MOTOR COMPANY 

Mr. Shigeo Fukuda 

Mr. Masami Kiyoto 

Mr. Nagayuki Marumo 

Mr. Hiroshi Miyazaki 

TAKATA KOJYO 

Mr. Yasushi TanaYa 

Mr. Yoshio Taniguchi 

Mr. Nobuyuki Watanabe 

TOYO KOGYO 

Mr. Hirosuke Nakaya 

The Netherlands 

MTNISTRY OF TRANSPORT AND 

PUBLIC WORKS 

Mr. Hendrik Bussemaker 

Mr. Pieter Hoekstra 

MITSUBISHI MOTOR COMPANY 

Mr. Toshimichi Kurata 

INSTITUTE FOR ROAD SAFETY 

RESEARCH-SWOV 

Dhr. Anton A. Edelman 

Mr. Boudewijn Van KamPen 

i ''

INSTITUTE OF HOAD VEHICLES- 

TNO/DELFT 

Mr. Jan Edelman 

Mr, R. L. Svalnace 

Mr. Andre Tak 

Mr. Jacques Wismas 

VOLVO 

Mr. J. Huibers 

Mr. L. Van Oyen 

Sweden 

NATIONAL SWEDISH ROAD AND 

TRAFFIC RESEARCH INSTITUTE 

Mr. Thomas Turbell 

ASSOCIATION OF SWEDISH AUTO. 

MOBILE MANUFAGTURERS AND 

WHOLESALERS 

Mr. Curt Nordgren 

CHALMERS UNIVERSITY OF 

TECHNOLOGY 

Mr. Bertil Aldman 

FFV INDUSTRIAL PRODUCTS DIVISION 

Mr. Lars Svensson 

SAAB_SCANIA 

Mr. Joel Danielsson 

Mr. Lars Nilsson 

VOLVO 

Mr. Rune Almqvist 

Mr. Nils Bohlin 

Mr. Olle Eklund 

Mr. Friedrich Jaksch 

Mr. Lauritz Larsen 

Mr. Svante Mannervik 

Mr. Gerhard Salinger 

Mr. Dan Werbin 

EXPEHIMENTAL SAF'ETY VEH ICLES 

United Kingdom 

DEPARTMENT OF THE ENVIRONMENT- 

DEPARTM ENT OF TRANSPORT 

TRANSPORT AND ROAD RESEARCH 

LABORATORY fiRRL) 

Mr. John Furness, Director/ 

Chief Engineer 

Mr. Steve Ashton 

Mr. Raymond Attwood 

Mr. W.L. Baxter 

Mr. Ronald Boyce 

Mr. Philip Critchley 

Mr. Ian Neilson 

Nr. Slade Penoyre 

Mr. Harold Taylor 

Mr. Peter Watson 

AUSTIN MORRIS 

Mr. Gil Jones 

: : 

AUTOMOBI LE ASSOCIATION 

Mr. Marcus Jacobson 

B.S.G. INTERNATIONAL 

Mr. Douglas Cunningham l 

CHRYSLER-UK 

Mr. Philip Morris 

Mr. John Reid 

Mr. Harry Sheron 

Mr. John Wolfe 

DUNLOP 

Mr. Philip Ayliff 

Mr. John Davis 

DU PONT DE NEMOURS (UK) 

Mr. Harry Whitcut 

FORD MOTOR COMPANY 

Mr. Edward Cutting 

Mr. Cary Suthurst 

Mr. Kenneth Teesdale

GKN 

Mr. Graham Cale 

JAGUAR 

Mr. James Richard Hartshorn 

KANGOL MAGNET. LTD. 

Mr. W.S.G. Clay 

Mr. S. Meisner 

LEYI-AND VEHICLES 

Mr. Frederik Boulton 

GIRLING, LTD. 

Mr. Paul Oppenheimer 

MOTOR INDUSTRY RESEARCH 

ASSOCIATION (MIRA) 

Mr. Alan Dyche 

Mr. Ivan Cazeley 

,i 

i;,, 

PRESSED $TEEL FI$HER , 

Mr. Peter Finch l 

Mr. John Fowler 

Mr. David Cebbels 

QUINTON HMELL 

Mr. Peter Baker 

Mr. James Child 

Mr. Gunter Persicke 

ROLLS.ROYCE MOTORS, LTD. 

Mr. John Hollings 

Mr. John Knight 

SOCIETY OF MOTOR MANUFACTURERS 

& TRADERS (SMMT) 

Mr. Kenneth Barnes 

Mr. Richard Griffiths 

TRIPLEX SAFETY GI-ASS COMPANY 

Mr. N. Geoffrey 

Mr. John Humphreys 

PARTICIPANTS 

: 

Mr. John Pickard 

Mr. S. Richards 

UNIVERSIW OF BIHMINGHAM, 

DEPARTM ENT O F TRANSPORTATION 

AND ENVIRONMENTAL PI.ANNING 

Mr. Murray Mackay 

United States 

U.S. CONGRESS 

COMMITTEE ON PUBLIC WORKS AND 

TRANSPORTATION (HOUSE) 

Mr. William Harsha (Ohio) 

Mr. Harold Johnson (California) 

SUBCOMMITTEE ON CONSUMER 

PROTECTION AND FINANCE 

(HOUSE) 

Under Interstate & Foreign Commerce 

Committee 

Mr. John Mclaughlin (Counsel) 

Mr. John Shacknai (Assistant to Chairman 

Scheur) 

.-/ 

OFFICE OF THE SECRETARY, 

DEPARTM ENT OF TRANSPORTATION 

Hon. Brock Adams, Secretary 

Mr. Howard Schmidt 

NATIONAL HIGHWAY TRAFFIC SAFETY 

ADM I N ISTHATION (N HTSA), 

DEPARTMENT OF TRANSPORTATION 

Mr. Stanley Backaitis 

Mr. William Boehly 

Ms. Joan Claybrook, Administrator 

Mr. S. Daniels 

Dr. Kennerly Digges 

Mr. Howard Dugoff 

Dr. Rolf Eppinger 

Mr. Michael Finkelstein 

Mr. James Hackney

Dr. 

James Hedlund 

Dr. Carl Nash 

Mr. William Scotr 

Mr. James Shively 

Dr. R. Rhoads Stephenson 

DEPAHTMENT OF ENERGY (DOE) 

TRANSPORTATION RESEAHCH 

DEPARTMENT 

Mr. Kenneth Hendershot 

ALLSTATE INSURANCE 

Mr. Jack Martens 

AMERICAN HONDA 

Mr. Chester Hale 

Ms. Toni Harrington 

Mr. Hiromitsu Miyahara 

Mr. William Triplett 

AMERICAN SAFETY BELT COUNCIL 

Mr. Goerge Johannessen 

ARTHUR D. LITTLE 

Mr. Donald Hurter 

AUTOMOBILE IM PORTERS ASSOCI. 

AT|ON (AtA) 

Mr. Ralph Millet 

Mr. George Nield 

AUTOMOBILE OWN ER'S ACTION 

COUNCIL 

Mr. Paul Sondel 

BATTELLE'S COLUMBUS 

LABORATORIES 

Mr. Howard Pritz 

BIOMECHANICS RESEARCH CENTER 

WAYNE UNIVERSIry 

Dr. Albert I. King 

EXPERI M ENTAL SAFETY VEHICLES 

xu 

BMW OF NORTH AMERICA 

Mr. Hanns -P. Weisbarth 

CALSPAN CORPOHATION 

Mr. John Andes 

Mr. Gardner Fabian 

CHRYLSER CORPOHATION 

Mr. Leonard Baker 

Mr. Gerald Frig 

DU PONT DE NEMOURS INTEH. 

NATIONAL, S.A. 

Mr. Wadimir Mollof 

DYNAMIC SCIENCES 

Mr. Paul Boulay 

Mr. Sol Davis 

Ms. Neva Johnson 

FIAT U.S.A. 

Mr. Alberto Negro 

FIRESTONE TIRE COMPANY 

Mr. Anthony Dimaggio 

FORD MOTOR COMPANY 

Mr. Klaus Arning 

Mr. Myer Bril 

Mr. John Versace 

G EN ERAL MOTORS CORPORATION 

Mr. Robert Donohue 

Mr. Richard Wilson 

GOODYEAR TIRE AND RUBBER 

COMPANY 

Mr. William Sprole 

HIGHWAY SAFETY RESEARCH 

CENTER, UNIVERSIry OF 

NORTH CAROLINA 

Mr. William Hunter

Ms. Patricia Waller 

HIGHWAY SAFETY RESEARCH 

INSTITUTE, UNIVERSITY OF 

MICHIGAN 

Mr. Peter Cooley 

Mr. John Melvin 

Mr. Delmar Robbins 

INSURANCE INSTITUTE FOH 

HIGHWAY SAFETY 

Mr. Brian O'Neil 

Mr. Jackson Wong 

LIBBEY-OWENS-FORD 

Mr. Lawrence Patrick 

MERCEDES BENZ OF NOFTH AMERICA 

Mr. Gebhard Hespeler 

Mr. Hansjurgen Thalmann 

MINICARS, INC. 

Mr. Samuel Romano : 

Mr. Charles Strother 

Dr. Donald Struble 

NISSAN MOTOR COMPANY 

Mr. Teruo Maeda 

PEUGEOT MOTORS OF AMERICA 

Mr. Michael Crossman 

RCA I..ABORATORIES 

Mr. Erwin Belohoubek 

RENAULT U.S.A. 

Mr. Francois Louis 

SOCIETY OF AUTOMOTIVE 

ENGTNEERS (SAE) 

Mr. Leo Ziegler 

PARTICIPANTS 

TALLEY INDUSTRIES 

Mr. Ralph Rockow 

TOYOTA MOTOR COMPANY 

Mr. Jiro Kawano 

THOMPSON, RAMO, WOODRIDGE 

ITRW 

Mr. James Yingst 

UNIVERSITY 

OF WEST VIRGINIA 

Mr. Charles Moffatt 

UNIVERSITY OF WESTERN 

WASHINGTON 

Mr. William Brown 

Ms. Caroline Olden 

Mr. Michael Seal 

VOLKSWAGEN OF AMERICA 

Mr. Charles Apreuss 

Mr. Philip Hutchinson 

Intemational Organizations 

BUREAU PERMANENT INTERNATIONAL 

DES CONSTRUCTEURS D'AUTO- 

MOBTLES (BPICA) 

Mr. Michel Biver 

Mr. John Phelps 

Mr. Edward Wilson 

EUROPEAN ECONOMIC COMMUNITY 

(EEC) 

Mr. Herbert Henssler 

Mr. Gianfranco Silvestri 

COMMITTEE OF COMMON MARKET 

AUTOMOBILE GONSTBUCTOBS 

(ccMAc) 

Mr. Friedhelm Barthel 

Mr. Bernard Belier 

Mr. David Graham Bissel

M iscellanoous Organizatlons 

ECOLE POLYTECH N IQUE-ZURICH 

Mr. Robert Kaeser 

INSTITUT FUR BIOMED. TECHNIK* 

ZURICH 

Mr. Peter Niederer 

Press 

FEDERAL BEPUBLIC OF GERMANY 

Redaktionsburo 

H. Kurt W. Reinschild 

EXPERI M ENTAL SAFETY VEI.I ICLES 

Handelsblatt GmbH 

H. M. Hill 

Saarlandtscher Rundfunk, Saarbrucften 

H. P. Guth 

UNITED KINGDOM 

Motoring 

Ms. Anne Hope 

UNITED STATES 

Automotive News 

Ms. Helen Kahn 

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LtsToF PARTICIPANTS . . . . .i' 

SECTION l: CONFERENCE OPIINING 

Mr. Michel Frybourg, Conference Chairtnan, France 

Keynote Address 

Secretary Brock Adams 

Department of 'IransPortation 

United States . 

Welcoming Address 

Minister Jo'el Le Theule 

Ministry of Transportation 

France 

Address 

H. Kurt Gscheidle 

Ministry rtf Transport and Post and Telecommunications 

Federal Republic of GermanY 

SPECIAL AWARDS PRESENTATIONS 

The Honorable Brock Adams, Unitc'd States Secretary of Transportation 

Ms. Joan Claybrook, Administrator, National Highway Traffic Safety Administration 

U.S. Departmetrt of Transportation . 

SECTION 2: GOVIIRNMENT STATUS REPORTS 

Mr. Michel Frybourg, Conference Chairman, France 

Status Report of the United States 

Michael M. Finkelstein 

Associate Administrator for Rulemaking, NHTSA/DOT 


Associate Administrator for Research and 

NHTSA/DOT .... 

Status Report of JaPan 

Dr. Masando Hanajima 

Director Ceneral of Safety and Nuisance Research Institute 

Ministry of Transport 

tu 

zl 

28

Status Rcport of Italy 

Dr. lng. Gactano Danese 

Ceneral Manager, Civil Motorization 


Status Report of the Federal Republic of Germany 

Prof. Dr. H. Praxenthaler 

President ol'the Federal Highway Research Institute 


Status Report of the United Kingdom 

J. W. Furness 

Director/Chief Mechanical Engineer, TRRL 

Department of the Environment - Department of Tranr;flort 

Status Report of France 

Michel Frybourg 

Director 

Transportation Research Institute 

SECTION 3: INDUSTRY STATUS REPORTS 

Dr. R. Rhoads stephenson, conference Technicar chairman, united states 

lntroduction 


Associate Administrator. NHTSA 

U.S. Department of Transportation 

Peugeot 104 Safety Vehicle 

Jean f)erarnpe 

Head, Sat'ety Research Department 

Peugeot 

Status Report on Minicar's Research Safety Vehicle 

Dr. Donald Struble 

Vice President, Research and Engineering 

Minicars, Inc. . . 

Manufacturer's Report by Volkswagenwerk AC 

H. Dr. Ulrich Seiffert 

Corporate Research and Development 

Volkswagenwerk AC 

Features of the Experimental Safety Motorcycle, ESM-l 

P. M. Wat.son, Head of Motorcycle Safety Section 

Transport and Road Research Laboratory 

Department of the Environment - Department of Transport 


Status Report of Renault Experimental 

Salety Vehicle 

Philippe Ventre 

Renault Crashworthiness Department . 

34 

35 

40 

42 

47 

63

CONTENTS 

Status Report on Calspan/Chrysler Research Safety Vehicle 

G. J. Fabian, Calspan Corporation 

C. Frig, Chrysler Corporation 

Performance and Driveability Tests on Calspan RSV 

Rodolfo Etruschi 

Istituto Sperimentale Auto E Motori, S.p.A. 

Results of Handling Tests With the Calspan RSV 

Bl,f#lT#:lil': 

Presentation on Lateral Collision on Calspan RSV 

ffi:1,":1": 

Experimental Simulation of Car-to-Pedestrian Collisions With the Calspan RSV 

Dr. Riidiger Weissner 

Volkswagenwerk AG 

Safety, Fuel Economy, Transportation Capacity, Performance - Partial Functions 

of a Method for the Simultaneous Adaptation of Car Design Parameters to Changing 

Requirements 

Dr. Hans-Hermann Braess 

Porsche Research and Development Center 

SPECIAI, SESSION A: GUEST SPEAKER 

Introduction 

Joan Claybrook 

Administrator, NHTSA 


Mr. Soichiro Honda 

President 

Honda Motor Company 

SECTION 4: PANEL DISCUSSION ON THE ESV PROGRAM 

Mr. Howard Dugoff, ESV Program Chairman, United States 


Howard Dugoff 

Deputy Administrator, NHTSA 


Panel Mernber Statement 


Associate Administrator for Research and Development 

National Highway Traffic Safety Aclministration 

U.S. Departmcnt of Transportation 

)wii 

104 

132 

157 

180 

185 

185

EXFERIMENTAL SAFETY VEHICLES 

Panel Member Statement 

Dr. Harold Taylor 

Chairman of the European Experimental Vehicles Committee 


Tetsuo Soma 

Head, Technology Section, Automobile Division 

Machinery and Information Industrics Bureau 

Ministry of International Trade and Industry 

Japan. lg0 


Dr. Willi Reidelbach 

Director, Passenger Car Body Basic Research 

Daimler-Benz 


Dr. Enzo Franchini 

Director, Safety Research Center 

Fiat S.p.A. 


Michel Forichon 

Managing Director of Design and Development Division 

Peugeot lg4 

SPECIAL SESSION B: GUEST SPEAKER 


H:?:H'J-'Silll-",, 

Prof. Dr. Ernst Fiala, representing the European car manufacturing industry lgl 

SECTION 5: TECHNICAL SEMINARS 

Seminar One: Frontal Crash Protection and Passive Restraint Development 

Dr. Kennerly Digges, Chairman, United States 

Study of a Safety Seat with Incorporated Belts 

F. Moscarini and A. Biaei 

Istituto Sperimentale Auto E Motori S.p.A. 203 

Safety Systems Optimization Model (SSOM) 

John Versace 

Executive Engineer/Safety Research 

Ford Motor Company 210 

Market-Related Passenger C-'ar Design to h'nprove Collision Protection for "Own" and 

"Other" Vehicle 

Reinhard Wagner 

\ nudi NSU Autounion AG 

xvlu 

r87 

r92 

193 

z17

CONTENTS 

Development and Performance of Passive Restraint System 

Wolfgang Rosenau and Riidiger Weissner 

Research and DeveloPment 


Matching of Crash Sensors to Crush Characteristics of a Vehicle 

Osamu Ichinose, Koji Kurimoto, and Hirosuke Nakaya 

Toyo Kogyo ComPanY 

lmproved Test Procedures for Frontal Impact 

I. D. Neilson, S. Penoyre, and S. P' F. Petty 


Department of the Environment-Department of Transport 


Results of Comparative Frontal Crash Tests 

Philippe Ventre 

CCMC WorkingCroup Crashworthiness. .. " .' 

Upgraded Frontal Crash Protection for Motor Vehicle Occupants 

William Boehly, L. A. Delarm, and J- B- Morris 

National Highway Traffic Safety Administration 


A Concept of Increasing Compatibility of Passenger Cars 

Dr. H. Schimkat 

Volkswagenwerk AC 

A Study of the Body Strength on Seat Belt Svstems 

Satoshi Morita, Shigeo Fukuda, and Toru lwata 

Nissan Motor Company 

lmprovement of Belt Restraint by Means of an Inflatable Diagonal Belt 

P. Billault and C, Ti$seron, Citrob'n 

M. Deieammes and R. Biard, ONSER 

P. Cord and P. Jenoc, SNPE 

Occupant Protection in Frontal Impacts 

P. Stutenkemper and R. Brasche 

Product Development GrouP 

Ford-WerkeAG... 

Design of Steering Columns for Passive Restraint Applications 

Charles Strother 

Minicars, Inc. .. 

$eminar Two: Biomechanics and Dummy Development 

Dr. Bernd Friedel, Chairman, Federal Republic of Germany 

A preliminary Report About the Work of the Joint Biomechanical Research Project (KOB) 

D. Cesari, ONSER 

A. Heger, Technical University of Berlin 

)f,x 

zz4 

232 

247 

264 

269 

281 

300 

308 

32r 

329

B. Friedel, Federal Highway Research Institute 

M. Mackay, University of Birmingham 

C. Tarrie're, Peugeot-Renault 

R. Weissner, Volkswagenwerk AC 

EXPERIMENTAL SAFEW VEHICLES 

Synthesis of Human Tolerances Obtainedfrom 

Lateral Impact Simulations 

C. Tarrie-re, et al. 

Association Peugeot-Renault 

Frediction of Thoracic Injuries as a Function of occupant Kinematics 

D. H. Robbins, R. J. Lehman, HSRI - University of Michigan 

K. Augustyn, Consultant 

Protection Criteria for Occupants and Pedestrians 

Hermann Appel, Florian Kramer. and Jens Hofmann 

Technical University of Berlin 

Considerations in Side Impact Dummy Development 

Dr. Rolf H. Eppinger 

National Highway Traffic $afety Administration 


Development of the NHTSA Advanced Dummy for the occupant protectionStandard 

Upgrade 

Stanley Backaitis and Mark Haffner 


U.S. Departmentof Transportation ... .......,{. 

Presentation of a Frontal Impact and Side Impact Dummy, Defined From Human Data and 

Realized From a "part 572" Basis 

C. Tarriere, et al. 

Association Peugeot-Renault 

Experimental Application of Advanced Thoracic Instrumentation Techniques to Arrthropomorphic 

Test Devices 

J. W. Melvin, D. H. Robbins, and J. B. Benson 

Highway Safety Research Institute 

University of Michigan 

A New Design for a Surrogate Spine 

N. K. Miral, R. Cheng, and A. I. King 

Wayne State University 

Dr. Rolf H. Eppinger 



Seminar Three: Slde Impact proteetion 

Dr. Giacomo Pocci, Chairman, 

Italy 

Realistic Test Conditions for Evaluation of Passenger Car OccupantProtection 

Prof. Dr. W. Reidelbach andDr. 

W. Schmid 

Passenger Car Body ResearchDepartment 

Daimler-Benz AC 

439

CONTENTS 

lmproved Test Procedures for Side Impact 

t. n. Neitson, et al. 

Tran$port and Road Research Laboratory 



A. K. Dyche 

Motor Industry Research Association 

Side Collision 

Enzo Franchini 

Director, Safety Center 

Fiat S.p.A. . . 

Lateral Collision Tests 

Ulrich Seiffert 

CCMC WorkingGroupCrashworthiness .''' i' r' 

sratus of the National Highway Traffic safety Administration's Research and Rulemaking 

Activities for Upgrading Side Impact Protection 

Dr. August Burgett and James R' Hackney 


U.S. Department of Transportatlon 

Occupant Protection in Lateral Collisions: SpecialFeatures of Renault E'P.U.R.E. 

Jacques Provensal 

Research and Development DePartment 

Renault .... 

Improvement in the Protection Against Side Impact 

Bernard Loyat 

Chief. Structural Studies and Tests 

Peugeot 

The V-Shaped Vehicle Front - Its Influence on lnjury 

Side Collisions 

Ulrich Bez, Ranier Hoefs, and H' -W' Stahl 

Research and DeveloPment Center 

Porsche.... 

A Study of Various Side-lmpact Configurations 

P- Cooley, J. O'DaY, and R. J. KaPIan 

Highway Safety Research Institute 

University of Michigan 

Seminar Four: Accldent Investigation and Data Analysis 

Mr. William Scott, Chairman, United States 

Severity in Pedestrian Accidents and 

The National Crash Severity Study and Its Relationshipto 

ESV Design Criteria 

Dr. James H. Hedlund 


U.S. Department of Transportatlon ' ' ' 

Jfld

EXPERIMENTAL SAFETY VEH ICLES 

Accident Investigation Techniques for Secondary Safetv 

Barbara E. Sabev 


Department ol' the Environment - Department of Transport 

United Kingdorn. 

Data Base for Accident and Sat'ety Research on the Sector of Automotive Engineerilg; 

Ceneral Aspects of Data Requirements and Supply 

Cunther Zimmermann 

, 

Highway Research Institute 

Federal Republic of Cermany. 

,r j;'ji!i 

. : .t .. 

' ''"" 

Analysis of Fedestrian Accidents Taken Froma 

Road Traffic Accident lnvestigation 

Masahiro Itoh 

Japan Autornobile Research lnstitute, Inc. 

collision clharacteristics ancl lnjuries to pedestrians in Real Accidenrs 

M. Danner and K. Langwiecler 

German Association of Third Party, Accident, Motor'Vehicle and Legal Prdtection Ihsurers; .'. . ; . . 

A study of Driver control Behavior Based on Accident Investigations 

Y. Furukawa and S. Sano 

i 

HondaMotorCompany .....:........... 

: l 

compatibility of Masses and structures in car-to-car Lateral coilisions 

F-. Hartelnann, J. Y. Foret-Bruno, C. Thomas, ancl C. Tarriere 

Association Pcr-rgcot-Renault . . 

Semincr Five: Pedestrian Protection 

Mr. Ian Neilson, Clhirirman, United Kingdom 

Car Design lor Pedestrian lnjury Minimization 

S. J. Ashton and C. M. Mackay 

Accident Research Unit 

Dcpartmenl of Transportation and Environmental planning 

Universityof'Birmingham ... 

A Synthesis of Available Data for Improvement of PedestrianProtection 

F. Brun, D. Lestrelin, F. Castan, A. Fayon, and C. Tarrie*re 

Association Peugeot- Renault 

Results From Experimental simulations of car-to-pedestrian collisronswirh 

vw-Production 

Cars 

E. Lucchini and R. Weissner 

Volkswagenwerk ACi 

Pedcstrian Protection; Special Fearurcs of the Renault E.p.U.R.E. 

G. Stcherbarcheff 

Research and Development Department 

Renault 

)oilr 

' 

'-' I : t 

-';..:J 

;., I 

563 

_ t 

571 

,l: 

s79 

581 

6r0 

630 

655 

.ri

CONTENTS 

Improved Fedestrian Protectlon by Reducing the Severity of Head Impact onto the Bonnet 

Martin Kramer 

Audi NSU Autounion AG . . 

Peugeot VLS 104 and Pedestrian Protection 

Jean-Pierre Echavidre and Jean Gratadour 

Peugeot . .. . 

Vehicle Design for Pedestrian Protection 

H. B. Pritz 

BattelleColumbusLaboratories,,., 

Safer Cars for Pedestrians 

J. Harris and C. P. RadleY 




Development of a Simplified Vehicle Ferformance Requirement for Pedestrian lnjury 

Mitigation 

Dr. Rolf H. EPPinger 

National Highway Transportation Safety Administration 


considerations in the Development of a Pedestrian safety standard 

Samuel Daniel, Jr', Dr. Rolf H. Eppinger, and Daniel Cohen 

National Highway Transportation Safety Administration 


Seminrr Six: Braklng, Handllng, nnd $trblllty 

Mr. Kazuhiko Aoki, Chairman, JaPan 

Inte8rel or Combined Braking System for Motorcycles 

$ilvio Manicardi 

Moto Guzzi - Brembo 

lmproving the Stability of a CommerciEl Vehlcle When Braked 

J. W. Davis 

Dunlop Limited Engineering GrouP 

Hydro-Air Brake System 

Fred W. Boulton 

Leyland Vehicles 

A Study of the Automatic Braking System 

Masami Kiyoto, Norio Fujiki, and Toshihisa Fujiwara 

Central Engineering Laboratories 

Nissan Motor ComPanY . . 

Radar-controlled Functions in the u.s. Research sefety vehicle 

E. Belohoubek, et al' 

Head, Microwave Circuits Technology 

RCA Laboratories . 

:sdii 

674 

689 

699 

7M 

713 

724 

119 

741 

148 

154 

764

EXPERIMENTAL 

SAFETY VEH ICLES 

Possibilities for Improving SafetyWithin 

the Driver-Vehicle-Environment Control Loop 

Dr. Kurr Enke 

Passenger Car Chassis Design 

Daimler-Benz AC 

Analysis of the Control System 

"Driver-Vehicle-Road" 

Dr. Wolfgang Darenberg, Dr. Ferdinand panik. and Dr. Wolfgang Weidemann 

Vehicle Research 

Daimler'Benz AC 

Vehicle Characteristics, Describing the Steering Control euality of Cars 

Friedrich O. Jaksch 

Volvo Car Corporation 

Definition of the vehicle Dynamic Characteristics by the Transfer Function: Correlation With 

Subjective Evaluation 

L. Chidini and F. Mantovani 

Alfa Romeo 

The Effect of Improved vehicle Dynamics on Drivers' control performance 

S. Sano, Y. Furukawa, and Y. Oguchi 

Honda Motor Clompany 

Improvement of Rear and Front Lighting systems for Motor vehicles 

Hans-Joachim Schmidt-Clausen 

Westfalische Metall Industrie Hueck and Company . . . . g75 

An Optimum Visibility Design for the Stop Lamp 

M. Pasta and P. Soardo 

Istituto Electrotecnico Nazionale Galileo Ferraris 

Italy . . 

A Practical Approach to Rear Underride Protection 

G. Persicke and J. R. child 

Persicke & Child 

Vehicle Safety Car Handlingand 

Braking-Legislation Cannot Cover 

M. A. Jacobson 

Chief Engineer 

The Automobile Association 

Indirect Visibility Requirements for Passenger Cars 

Seiichi Sugiura, Kenji Kimura, and Hiroaki Shinkai 

Toyota Motor Company 

SECTI0N 6: PANFL DlscussloN oN INTENTIONS FoR RULEMAKTNG 

Ms. Joan Claybrook, Chairman, United States 


Joan Claybrook 

Administrator. NHTSA 


789 

803 

815 

846 

864

CONTENTS 

Presentation on Prospects for Legislation: Europe 

John W. Furness 

Director/Chief Mechanical Engineer 

Department of the Environment-Department of Transport 


The U.S. Motor Vehicle Safety in Perspective 

A. C. Malliaris and Michael Finkelstein 

National Highway Traffic Safetv Administration 


The Italian Government Presentation on Rulemaking 

Dr. Giacomo Pocci 

Ministry of TransPortation 

Italy .. 

The Japanese Covernment Presentation on Rulemaking 

Takashi Shimodaira 

Deputy Director, Motor Vehicles Department 

Ministry of TransPort 

Japan . 

SECTION ?: CONFERENCE CONCLUSION 

Closing Remarks by Dr. R. Rhoads Stephenson, Conference Technical Chairman 

Closing Remarks by Mr. Michel Frybourg, Conference Chairman 

EXHIBITION OF RESEARCH SA}'HTY VEHICLES 

)g(v 

955 

956 

957

Keynote Address 

SECRETARY BROCK ADAMS 

Department of TransPodation 

United States 

It is a pleasure to address this distinguished 

gathering and to participate in the opening of the 

Seventh tnternational Technical Conference on 

Experimental SafetY Vehicles. 

it is fittine that we meet this year in Paris, for 

this is where we began our cooperative effort 

more than eight Years ago' 

Since that historic ftrst conference, tremendous 

advances have been made in the technology 

of motor vehicle safety-advances toward 

which all nations have contributed-and from 

which each nation has benefitted' 

Through individual innovation and international 

cooperation, we now have the capacity 

to design automobiles that can withstand 

Mr, Michel Frybourg, Conference Chairman 

higher-impact collisions; that have better 

braking and vehicle control mechanisms, 

greater occupant protection and restraint 

iystems, and overall structural safety 

imprcvements. 

As worldwide attention focused increasingly 

on problems relating to energy consumption, 

environmental pollution and the 

cost of personal transportation, so did we 

broaden the scoPe of our concerns' 

Our international commitment to the 

development of cars that are safer grew to 

includi commitments to the development of 

cars that are more economical, fuel-efficient 

and sociallY responsible. 

We have made great progress-pushing the 

boundaries of automotive technology into new 

frontiers of safety, economy and efficiency' 

But we have a long way to go. 

tn my country last year, more than 50,000 

persons lost their lives in motor vehicle

EXPEFI MENTAL SAFETY VEHICLES 

accidents. Untold thousands of others were phase of our integrated vehicles program. 

senselessly injured. 

This new phase will begin this year, and will 

We have reduced the speed limits on our support the development of new systems- 

nation's highways to 55 mph, and still oriented standards to be effective in the 

excessive speed claims the lives of thousands decade beyond the mid-1980s. 

of motorists each year. 

The effort of this year is analytical and 

We have pursued our efforts to prornote includes further accident analysis, demand 

the use of seat belts and other passenger modeling and a review of the impact of 

restraint systems, and still people die in planned standards. This analytical phase will 

accidents where use of a seat belt might have be the basis for advanced prototype vehicles, 

prevented such senseless tragedy. 

which will include not only automobiles, but 

We have increased programs aimed at keep- light trucks and vans as well. 

ing drivers off the roads if they have been This is the foundation upon which we will 

drinking, and still alcohol is the leading cause continue to build. 

of all traffic fatalities among young people, The next stage is already underway. 

and a primary contributor ro traffic deaths Last month, in Washington, president 

overall. 

Carter and I met with the chief executives of 

These initiatives are vital, and we will con- the American auto industry in a White House 

tinue to pursue and enforee regulations that "summit" 

conference at which we agreed on 

can potentially save thousands of lives on our the principles of a cooperative industry- 

nation's highways. But while we must do all government program of directed basic 

that we can to produce safer roads and better research in automotive technology. 

drivers, we must look first and foremost at the This effort will involve our university, 

safety value of the car itself. 

industrial and federal research centers- 

The United States has contributed to and bringing the narion's top scientific and 

profited from the International Experimental engineering talent to bear on the fundamental 

Safety Vehicle Program. Our initial ESV pro- disciplines related to the automobile. 

gram concentrated on exploring the Ultimately, this basic directed research is 

technological limits of safety. Larer, we expected to produce a pool of vital research 

expanded this program into a more com- information to aid automotive engineers in 

prehensive Research Safety Vehicle pro- their essential auromotive design probgram-seeking 

to balance safety requirements lems-especially those related to the social 

with requirements for improved fuel economy concerns of fuel economy, air pollution emis- 

and reduced emissions, and meet a wider sions and safety. 

public demand for such vehicles. 

It is our hope and intention that this pro- 

As you know, these RSVs are now being gram will lay the technology base for a truly 

tested worldwide. 

different car by the end of this century-one 

The result of some of these tests, which will with new structural concepts, materials, con- 

be presented later during this conference, are trol systems, and possibly, a totally new and 

tremendously encouraging. 

innovative engine. 

Indeed, they reconfirm my belief that when Last week, in Belgrade, I invited the 

the technologies developed through this member nations of the European Council of 

cooperative effort are applied universally, we Ministers of Transport to join us in this 

will count the number of lives saved in the effort-to broaden the scope of the Interna- 

tens of thousands annually. 

tional Experimental Safety Vehicle program 

In conjunction with our RSV efforts, we to include all facets of automotive tech- 

have been planning ancl developing the next nology.

I extend that same invitation here today. 

By any standard, the cooperative effort 

toward the development of cars that are structurally 

safer ranks as one of the most successful 

of all modern international initiatives' 

We can do no less in our efforts to develop 

a car of the future-a technically superior, 

totally integrated and fuel efficient vehicle 

that can take us into the 21st century. 

This is an effort to which I am totally committed. 

And t seek your commitment. 

In a few moments we will be honoring here 

today many of these who have contributed so 

Welcoming Address 

MINISTER JOEL LE THEULE 

M inistry of Transportation 

France 

' 

I am pleased to welcome the participants in 

the Seventh lnternational Technical Conference 

on Experimental Safety Vehicles and 

especially Mr. Brock Adams, Secretary of 

Transportation of the United States, to Paris. 

Your presence, Mr. Secretary, as well as that 

of many important figures of the automobile 

world who have honored us by participating 

in this conference is a sign of the progress 

made since 1971, the date of the first conference, 

here in Paris, which witnessed the 

launching of the research program on 

experimental safety vehicles. 

These eight years have been hiehlighted by 

six conferences at which representatives of the 

United States, the European manufacturing 

countries, and Japan shared the results of 

their research aimed first of all at gaining further 

knowledge on road accidents, at defining 

realistic criteria for the effective protection of 

occupants under real accident conditions, and 

at improving each part of the vehicle affording 

this protection. 

Along with study and research efforts, the 

French government conducts a coherent 

SECTION 1: CONFEBENCE OPENING 

3 

significantly to this effort to develop cars that 

are safer, structurally sounder and more 

socially responsible. Much of the success we 

have shared to date in creating a safer 

environment for motor vehicle drivers and 

passengers is due in large measure to the work 

these dedicated individuals began and have 

carried on so faithfullY. 

On behalf of all nations participating in this 

conference, I am proud to join with the U.S. 

National Highway Traffic Safety Administrator 

Joan Claybrook in presenting these 

awards for engineering excellence. 

policy, implementing all measures that aid in 

improving road safety. And so, investments in 

road construction have grown at a fast pace 

and significant regulations have been laid 

down concerning speed limits, the compulsory 

use of seat belts, and the monitoring 

of drivers' alcohol consumption, while 

modern information methods were utilized to 

raise the awareness of users and to increase 

the effectiveness of regulatory measures. 

Vehicles have been clearly improved, either by 

the automatic incorporation of research 

results or as a result of the development of 

technical regulations. 

This policy has borne fruit; it has enabled 

specifically a 3090 reduction in road deaths, 

which dropped from 16,900 in 1972 to 12,100 

in 1978, a figure that does not satisfy us' 

Therefore this policy will obviously be continued 

(our new objective is to reduce the 

number of deaths to f'ewer than 10,000), and 

the work you will do during this conference 

will be a significant contribution. 

With respect to vehicle design, the French 

government has always attributed special 

importance to the following four concerns: 

r The saf'ety of vehicle occupant'e as well as that 

of other road users, especially pedestrians 

r Fuel savings

t 

r Environmental protection against noise and 

pollution 

r Manufacturing and consequently sales at 

the lowest cost 

The research program conducted in 

cooperation with the automobile industry was 

designed in terms of these four concerns. 

Therefore, it seemed essential, from the 

outset, that the improvement of vehicle safety 

not result in a considerable increase in vehicle 

weight. This would be reflected in an increase 

in fuel consumption, which is completely 

unacceptable today. 

Once again, I would like to underscore an 

important point, since it is related to energy 

savings. As early as 1971, the French government 

stressed that improved vehicle safety 

should not affect weight and price to a large 

degree. This constant concern is not surprising 

since, of all cars sold in the European 

Community countries, French cars have the 

lowest average fuel consumption, 

The average consumption measured 

according to the European standard was 8.5 

liters/I00 km in 1976, which corresponds to 

3/4 Iiter/km less than the average for other 

European cars. 

In the years ahead, efforts made to reduce 

consumption must be appraised in terms of 

this starting point. The cooperation rhar now 

exists between manufacturers and the French 

government has Ied to plans for the production 

in 1985 of a line of automobiles whose 

average consumption, greatly reduced, would 

be 7.3 liters./IO0 km. The reducrion in percentages 

is significant; the results in absolute 

values are of greater import. 

The two experimerital vehicles exhibited at 

this conference by French manufacturers are 

the result of the joint program financed by 

both the government and the manufacturers. 

No less than 4.5 million francs were earmarked 

for each of the two programs. The 

development of these experimental vehicles 

aimed first at showing that it is possible to 

include, in the design of a small car having the 

general features and appearance of today's 

EXPERIMENTAL SAFETY VEHICLES 

cars, the major part of research results on 

systems and subassemblies presented during 

previous conferences. Thus, the weight of the i 

cars developed is 800 kg. 

You have seen these cars and you were able 

to note that nothing about their appearance is 

spectacularl they would go unnoticed in the r 

streets of Paris. Their size and weight place 

them at the bottom of the line of mediumsized 

French automobiles. And yet, taking 

into account all criteria currently used to , 

evaluate the protection given to occupants 

and pedestrians in collisions, these cars have 

demonstrated results that are far superior to 

those for automobiles coming off the 

assembly line today. Thus, in a front end collision 

standardized at a speed of 65 kmh, the 

occupants do not suffer any stress or deceleration 

greater than those that they now receive 

in a good car at 50 kmh. 

The aforementioned vividly reflects that, 

with energy proportional to speed squared, 

these experimental vehicles give their l 

occupants, in cases where the impact is twice 

as great, a quality of protection equal to that 

of good automobiles on today's market. 

Does this mean a change tomorrow from 

the prototype vehicle to mass production? 

The specialists here are not unaware of the 

large gap that exists between demonstration , 

and industrialization, as well as between the 

development of a laboratory product and its 

commercial production. 

And yet, it was necessary to show that an 1 

automobile could, by combining a number of l 

technical devices, provide in the aggregate I 

clearly improved safety; each of the devices j 

could be introduced progressively in mass I 

produced vehicles. For example, the Renault I 

vehicle uses a pyrotechnic belt whose reten- ,,1 

tion capacity is optimal since it ensures * .', 

perfect coupling between the occupant and I 

the vehicle from the moment of impact. This I 

belt has been perfected and could be mass ,l 

assemhled. I 

Likewise, composite materials could be I 

used elsewhere to attenuate the stress { 

1II 

I I

undergone by the automobile body at the moment 

of impact, energy being dissipated in a 

controlled deformation of the materials. 

To accelerate the improvement of vehicles, 

the Government provides technical regulations. 

The French government feels that it is a 

basic objective to modify technical regulations, 

on an ongoing basis, in accordance with 

increased knowledge and research results. 

lndeed, what would be the use of all the efforts 

and energy expended in research if the 

results were not applied as rapidly as possible 

in industrial production? To this end, in 1978, 

the French government prepared a com- 

Address 

H. KURT GSCHEIDLE 

Ministry of Transportation and Post and 

Telecommunications 

Federal RePublic of GermanY 

From the beginning, the Federal Republic 

of Germany has supported the worldwide 

efforts towards a car of Sreater safety for all 

road users because government and industry 

in the Federal Republic have recognized and 

accepted that fundamental improvement is 

necessary. 

The readiness to take part in the joint effort 

equally applies to the widened task that is to 

be solved under the ESV project' The 

environmental burden and energy consumption 

connected with the car have added new 

SECTION 1: CONFERENCE OPENING 

prehensive proposal for regulations covering 

the protection of occupants involved in front 

end collisions. It has expended efforts in the 

United Nations and intends to do the same in 

the European Economic Community, so that 

modern European regulations will be issued 

very soon. 

ln conclusion, I would like to thank you for 

having come to Paris to participate in this 

conference, to thank all those, especially the 

French automobile manufacturers, who 

played an active role in organizing the conference, 

and to wish you success in your 

work. 

important dimensions to the ESV project, 

making the problem much more difficult' 

I welcome that those involved in the ESV 

project are facing the widened task with great 

hedication and the whole wealth of ideas of a 

vehicle engineer, in order to achieve a satisfactory 

balance between safety, environmental 

factors, and energY saving' 

The joint discussions about the ESV project 

began in Paris and were then continued in 

Stuttgart. I should be delighted if the 8th 

ESV-Conference could again be held in the 

Federal Republic of Germany and you would 

accept our invitation. 

My sincere greetings go to all participants 

of the conference wishing at the same time 

that a good step can be made towards the 

ambitious goal.

W 

wawt'*;': 

I ! 

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I 

I


Intemational Safety Awads for 

Engineering Excellence 

Nils Bohlln 

Professor Emst Fiala 

mfl*"* 

-ryr#@rswwr.:sr#rrri 

FrnF#%**iryffi.,

U.S. Department ol Transportation 

Senior Engineer for Automobile $afety, 

AB Volvo 

AWARDS PRESENTATION$ 

Mr. Bohlin's long and distinguished car€er in the field of 

automotive safety began in 1958 when he became the head of 

the Safety and Occupant Compartment Section of AB Volvo. 

His work at that time resulted in the introduction, in 1959, of 

three-point safety belts as standard equipment on all Volvo 

models, at least a decade before such equipment appeared in 

most other cars. He initiated the development of "multidisciplinary 

accident investigations" which provide designers 

with vital safety information and which is now a permanent 

part of Volvo's safety design process. Mr. Bohlin's study and 

evaluation of more than 28,000 accidents provided vital data 

which supported the effort in the United States to require lap 

and shoulder safety belts in production cars. 

Head of Research and Develotr 

ment and Member of the SuPervi$ory 

Board of Volkswagenwerk 

AG 

Professor Fiala is an international authority in vehicle safety, 

dynamics, and driving cybernetics. His early research into 

causes and remedies for occupant injury resulted in the 

development of numerous advanced occupant protection 

systems. As a part of this work he has published a number of 

technical papers and patents. Dr. Fiala recognized early the 

advantages of passive protection, and won support of the VW 

company to proceed with the development of the passive belt 

system and its introduction into the production of Volkswagen 

Rabbit. In the development and application of the 

passive belt systern for Volkswagen Experimental Safety 

Vehicle, Dr. Fiala and his team were able to engineer a degree 

of automatic occupant safety unmatched in automotive industry. 

Dr. Fiala has proven that zealous and concerned individuals 

can move a corporation to do far more for the 

benefit and saf'ety of the motoring public.

EXPERI M ENTAL SAFETY VEH ICLES 

Dr. Enzo Franchini 

Receiving for Yoshiro Okami

Director, Fiat Safety Center 

AIVARDS PRESENTATIONS 

Mr. Franchini is one of the earliest proponents of automobile 

safety engineering. He developed the concept of "survival 

space," which is particularly important to designers of small 

cars. He established vehicle front end design characteristics to 

minimize injuries to pedestrians and has developed several 

motor vehicle safety test devices and procedures that have 

contributed to the use of standard safety requirements by 

many nations. Among his other significant achievements are 

the development and patenting of reinforced longitudinal 

beams for motor vehicle doors, improvements in passenger 

car body structures that retain passenger space integrity while 

providing energy absorption at the front and rear of the car, 

and the development of an articulated steering column that 

helps to reduce injuries to the driver in a frontal crash. 

Research Supervisor, Japan Automobile 

Research Institute, Inc. 

Mr. Okami has been a pioneer in Japan's crash safety 

research. He was instrumental in the early training of the 

Japan Automobile Research Institute's collision safety team 

and played a major role in the drafting of the specifications 

for the Japanese Experimental Safety Vehicles. His accomplishments 

include the design and constructiorr of the new collision 

test facility in Japan including the data gathering and 

processing systems for analysis of test results, and the 

extension of vehicle collision test engineering to motorcycles 

as part of the Experimental Safety Motorcycle program. Mr. 

Okami has also been active in the development of accident 

analysis techniques, including scale-model testing. 

11

EXPERIMENTAL SAFEW VEHICLES 

Mr. Jurgen Paul 

Mr. P. H. Rlchedg 

12

Manager, Hydraulic Components 

Developments, Daimler Benz AG 

AWARDS PFESENTATIONS 

Mr. Paul has been engaged since 1969 in the development of 

Anti-Locking Brake Systems. His efforts have included the 

early testing and refincment of first-gcneration mechanical 

spring-mass sensors, the development of an antilocking brake 

system using electromagnetic sensors' and, finally, the 

development of a reliable production anti-locking brake 

system using modern electronic computer technology to 

assure excellent vehicle stability under extreme braking conditions. 

This braking system is currently offered on Mercedes 

Benz production automobiles and is a major advancement in 

the state-of-the-art in crash avoidance safety research. 

Chief Design and Development 

Engineer for Triplex Safety Glass 

Company LTD 

Mr. Richards led the effort to develop a new, thin laminated 

windshielcl with a very strong inner layer' This new glazing 

reduces the risk of lacerations by more than 99 percent in 

automobile accidents and virtually eliminates the possibility of 

disfiguring cuts to the face or eyes of persons thrown against 

the windshield. This development is a significant advance in 

automotive saf'ety performance and this glass is now in use in 

several production automobiles.

EXPEFI M ENTAL SAFETY VEH{CLES 

Dr. Ulrich W. Seiffert 

.. 

Dr. Claude TanlBru 

-EIIM 

ffi 

i 

, . ''j 'ifil 

'L ':;t 4ff1 

,:it ,r$i:{ 

lffiffior, 

r*$dkfl 

ffi, 

..

Safety Director and Deputy 

Director of Research for Volks 

AWARDS PFESENTATIONS 

;:X-ffillul ,n,r,".tionally known sarety expert and 

engineer who has been responsible for significant and unique 

developments in vehicle crashworthiness and advanced occupant 

protection systems for small cars. He has contributed to 

the development of a new generation of integrated, automatic 

occupant crash protection system concepts that can substan' 

tially improve the safety of people in small cars. Dr. Seiffert's 

pioneering work leading toward the development of the 

passive safety belt and its successful introduction into production 

cars in advance of Federal requirements has demonstrated 

that safety does sell. Hundreds and perhaps thousands of 

Volkswagen passive belt car owners who have been spared the 

misery of serious and fatal injury can be grateful to Dr. 

Seiffert for his care and dedication. 

Head of the Physiology and 

Development Department of 

Peugeot-Renault Association 

Dr. Claude TarriEre, a physician, began his work in auto 

safety investigating accidents that had no apparent cause. He 

has, for the last decade, concentrated on the protection of 

people in collisions. His work support$ the improvement of 

restraints and protection in lateral impacts and a reduction of 

pedestrian trauma from impacts. He was responsible for the 

establishment of a permanent, multidisciplinary crash survey 

and analysis program that included automobile, pedestrian 

and two-wheeled vehicle accidents. This program emphasizes 

cooperation with the police and local hospital staffs. The 

results of Dr. TarriBre's work are a valuable contribution to 

motor vehicle safety research and are being used as a basis 

for the establishment of safety standards. His work has aided 

in the development of experimental and production vehicles, 

including the Experimental Safety Vehicles presented by 

Renault at the 5th and 7th ESV Conferences. 

15


Mr. Phlllppe Ventts 

Receiving for Mr. Hiroyuki Yoshino 

6

Head of the Bodywork Structure 

and Occupant Protection Depart 

ment of Renault 

AWABDS PFIESENTATIONS 

Mr. Ventre has been involved in vehicle crash testing since it 

was begun at Renault in 1959. He has been in charge of 

Renault's Occupant Protection Research and T'esting since 

1970. FIe and his staff have developed the methods and 

measuring equipment currently used by Renault in accident 

analysis. These methods include use of the yielding dynamometric 

barrier, estimation of speed variation and mean 

deceleration from vehicle deformation. This equipment and 

these methods were used in the study of aggressivity and compatibility 

between vehicles. His work has been instrumental in 

the development of two experimcntal vehicles. The "Basic 

Research Vehicle," which was presented at the ESV Conference 

in London in 1974 and the Experimental Safety Vehicle 

which is on display here today. Mr. Ventre is responsible 

for applying research results to production vehicles. Modifications 

of several Renault tnodels have been made as a result of 

this work. Mr. Ventre's most recent efforts involve studying 

real-life accidents and their relation to current crash testing 

for certification. The results of these studies have lead to his 

proposal for use of a 30 degree asymmetrical crash test. 

Honda Motor Company, Ltd 

Mr. Yoshino is a key contributor to Honda Motor Company's 

efforts in motorcycle safety. He was responsible for 

the overall coordination of the accident causation factors 

study, as well as the developmcnt of the accident investigation 

methodologies employed in the study. The study highlighted 

the problem of the visibility of motorcycles to other drivers. 

As a result, Mr. Yoshino, working with staff members of 

Honda R&D, designed motorcycle headlights that remain on 

during daylight operation. This appears to be a practicable 

and reasonable way to make motorcyL-lists more visible. He 

was involved in the human factors identification study and in 

the development of programs to improve rider-vehicle performance. 

Mr. Yoshino is also responsible for the development 

of the first tubeless tire and its wheel for motorcycles. In 

addition, his work in motorcycle handling has helped us to 

undcrstand and improve motorcycle handling and stability 

characteristics. 

17

EXPERI M FNTAL SAFETY VEH ICLES 

Special Award Ceilificate of 

Appreciation for Contribution$ to 

Automotive Safety 

Fleceiving for Mr. Johanes Comelius Bastiaanse

Princlpal Engineer for the 

Development of Occupant 

Protection Systems at the Organization 

for Applied Scientific Research 

AWAFDS PFESENTATIONS 

For the last fifteen years, Mr. Bastiaanse has devoted his 

talents, tinre, and energy toward saving the lives of children 

and reducing their injuries in motor vehicle crashes. He has 

made outstanding contributions to this field by applying 

biomechanical and accident information to the establishment 

of criteria for evaluating the injury saving capabilities of child 

restraint systems. He has devised test procedures for child 

restraints and has developed a family of child test dummie$ to 

evaluate child restraints that are commercially available. As 

the Organization for Applied Scientific Research (Organisatie 

voor Toegepast Natuurwetenschappelijk Onderzoek, TNO) 

representative to the European Economic Community 

activities in child protection from motor vehicle injuries, he 

has been a leader in the development of the regulation, 

"Restraining 

Devices for Child Occupants of Power Driven 

Vehicles," which has been submitted for adoption by the 

United Nations Economic Committee for Europe. The 

regulation will serve as a model for the countries of Europe 

to improve the safety of children in automobiles.

: l,!4llhl,:l :i I i 

I i]1t 

I I t: T 

Tf I 

I 

I 

t 

pl|tl Ufltf I 

I I 

Ll1,1,t i t l t l 

'ii!t*f lGlIIl 

rt 

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Mr. Mlchel Frybourg, Conference Chalrman, Franc€ 

$tatus Report of the United States 

MICHAEL M. FINKELSTEIN 

Associate Administrator for Rulemaking, 

NHTSA/DOT 

DR. H. RHOADS STEPHENSON 

Associate Administrator for Research and 

Development, N HTSA/ DOT 

It is a pleasure to have the opportunity to 

describe the very ambitious plans the United 

States Covernment has for making the socially 

responsible automobile a reality. When market 

forces do not deliver products with attributes 

that best serve society's needs, in the 

United States, the government frequerrtly 

intervenes. 

With respect to motor vehicles, governmental 

involvement has taken the form of regulation. 

Beginning only 12 years ago, the U.S. 

Department of Transportation's National 

Highway Traffic Safety Administration 

(NHTSA) issued the first Federal Motor Vehicle 

Safety Standards. Today, the Federal 

government regulates vehicles for safety, 

emissions, noise, damageability, and fuel efficiency. 

The regulatory goals and objectives 

are clearly articulated in the enabling legislation 

authorizing government action. But it 

takes more than just clearly articulated goals 

to intelligently regulate a sophisticated multibillion 

dollar industry. It also requires a comprehensive 

understanding of motor vehicle 

technology and constant probing and testing 

to extend the state-of-the-art. 

t- 

Today, I hope to tell you of our goals, our 

regulatory plans, and how they are intimately 

related to the integrated safety vehicle (ISV) 

program-how the regulatory goals of the 

U,S. Government are shaping the nextgeneration 

ISV's and how the current research safety 

vehicle (RSV) is providing the foundation for 

our present rulemaking program. 

THE PROBLEM 

Our work begins with the definition of the 

accident environment. Last year, 154 million 

vehicles traveled one and one half trillion 

miles and killed 50,145 persons. More than 

half the crash victims were passenger car occupants. 

Almost half those killed died in single 

vehicle accidents. From the following table, 

the diversity of ways with which we have 

learned to kill people with motor vehicles 

becomes clear. 

Table 1.1 Traffic fatalities-1978.* 

Total 50,145 

PassengerCarOccupants 28,120 

Truck Occupants 7,420 

(PickupA/an Occupants) (5,950) 

(Heavy Truck Occupants) (1,010) 

(Other Truck Occupants) (460) 

Motorcyclists 4,500 

Pedestrians 7,920 

Pedalcyclists 890 

Other 1,295 

- 

Estimated as of 2/16/79 

2'l


The next two tables show that a major challenge 

faces all of us interested in upgrading 

safety because of the mix of vehicles sharing 

the roads. Growth in fatalities involving 

trucks are outpacing all others and in a multivehicle 

accident involving trucks, passenger 

car occupants are almost invariably the losers. 

1978 saw the end of a lO-year trend in the 

reduction of the fatality rate as a function of 

vehicle travel. From 1967 to 1917, it had declined 

from 3.21 per hundred million vehicle 

kilometers to 2.01. In 1978, it rose to 2.03, 

and for the first few months of 1979, it is continuing 

to rise at an alarming rate. In part, 

this epidemic of highway deaths is attributable 

to the very deep rseated attitudes of so 

many motorists to the risks they face on the 

highway. 

Speed 

In 1974, in response to the energy crisis, the 

U.S. Congress adopted a national speed limit 

of 55 mph. While it was gratifying to see the 

energy resources that were saved by establishment 

of this limit, far more gratifying was the 

Table 2.2 Fatalities by type of vehicle involved. 

Fatalities" in accidents involving: 

Passenger cars 

Single unit trucks 

Combination trucks 

Motorcycles 

1975 

34,840 

9,306 

3,311 

3,425 

'lncludes hoth occupant and nonoccupant deaths 

Table 3.2 Passenger car occupant fatalities. 

ln all accidents 

In accidents involving single unit 

trucks 

accidents Involving combination 

trucks 

Eqg 

26,269 

2,W7 

1,814 

2? 

savings in human resources that resulted. We 

can attribute as many as 20,000 lives saved to 

the 55 mph.3 Now, compliance is clearly eroding 

and fatalities on high speed roads are 

increasing. 

Safety Belt Use 

Each year now sees new lows reached in belt 

use. Whenever we believe that usage can go no 

lower, we unhappily discover that we were 

wrong. Only 14 percent of all motorists and 8 

percent of people in serious accidents are 

wearing safety belts.a Despite this there is continuing 

opposition to belt use [aws. We are 

discovering that one of the reasons for low 

usage is the poor comfort and convenience of 

virtually all contemporary belt systems to 

many people. 

Motorcycle Helmet Use 

In the last four years 26 states have repealed 

the laws that require motorcyclists to wear 

helmets. Our studies have shown that repeal 

of a helmet law is followed by a decline in 

helmet use from nearly 100 percent to less 

1976 1977 1978 Vo 75-78 

34,960 

10,214 

3,909 

3,525 

1976. 

26,M7 

2,982 

2,059 

36,328 

11,434 

4,198 

4,240 

w 

27,535 

3,423 

2,191 

36,950 

13,000 

4,680 

4,680 

lgzq 

28,120 

4,000 

2,4W 

o/o 

6.1 

39.7 

41.3 

36.6 

+ 7.0 

+42.5 

+ 36.7

than 60 percent in the first year after repeal 

and a further decline to about 50 percent in 

the second year.s Motorcyclists deaths have 

increased over 35 percent in the last two years. 

Alcohol 

Finally, alcohol, after all of our efforts still 

is a contributing factor in about 50 percent of 

highway fatalities, a remarkably constant 

figure.6 

Unfortunately, we have not learned how to 

modify motorists' behavior. Deep seated attitudes 

with respect to speed limits, belt and 

helmet use, and drinking seem too deeply ingrained 

to materially alter. So far, they have 

defied our solutions. 

REGUI-ATION 

Having had only limited success in changing 

driver behavior, we have concentrated our 

efforts on changing the motor vehicle to make 

it more forgiving in a crash. 

The most ambitious of these vehicle modifications 

will occur through Federal Motor 

Vehicle Safety Standard No. 208, Occupant 

Crash Protection. Presently, compliance with 

this standard is effected with manual (active) 

safety belts. NHTSA's repeated evaluations 

have shown that these belts are 50 to 60 percent 

effective in reducing fatalities and incapacitating 

injuries, provided they are worn 

by occupants.a 

Unfortunately belts are used very little by 

the U.S. motoring public, thus yielding an 

overall effectiveness about 5 percent in reducing 

fatalities and incapacitating injuries.a 

Other paths to increased belt usage, such as 

mandatory safety belt use laws or the starter 

interlock feature in new cars that made it necessary 

to buckle saf'ety belts before a car could 

be started, have not succeeded largely as a 

result of strong Congressional and public sentiment 

against such measures. 

In recognition of the great life saving and 

injury reducing benefits of occupant restraint 

systems and the public's resistance to using 

manual safety belts, the Secretary of Trans- 

SECTION 2: GOVERNMENT STATUS HEPOBTS 

23 

portation, Brock Adams, amended Federal 

Motor Vehicle Safety Standard No. 208 to 

require automatic (passive) restraints, beginning 

with full-sized cars in model year 1982 

and covering all passenger cars by model year 

1984. Monitoring and evaluating progress 

toward achieving the benefits of automatic 

restraints is the top priority of the NHTSA. 

So far, implementation of the occupant crash 

protection Standard No. 208 is going forward 

as planned. 

The major manufacturers and suppliers are 

moving ahead with the development of production, 

automatic restraint systems and components. 

Two manufacturers, Volkswagen 

and General Motors, are currently selling cars 

to the general public with automatic belt systems, 

and several others are expected to follow 

soon. Three manufacturers have announced 

plans to offer air cushion systems in production 

cars in the l98l model year, as much as a 

year before they are required, and others also 

may do so. The performance of systems currently 

in use, both automatic belts and air 

cushion restraints, has been consistent with 

past estimates of their potential capability to 

reduce occupant fatalities and injuries by 40 

percent.2 

Tests of public opinion have shown strong 

public support for automatic crash protection. 

And when asked to choose between air 

bags and automatic belts the public divides its 

preference about evenly, with price surprisingly 

being a consideration for fewer than a 

third of the people surveyed.T There is a detinite 

constituency for each system. 

While a large share of the agency's efforts 

have been directed at the occupant crash protection 

regulation, since 1968, the U.S. Government 

has promulgated almost 50 separate 

regulations aimed at reducing the likelihood 

of the crash occurring or minimizing the injuries 

that occur in a crash. 

With respect to accident avoidance, minimum 

performance standards now exist for 

braking systems, Iighting and mirror systems, 

tires, and controls and displays. We are now 

in the process of upgrading requirements for

earview mirrors and establishing requirements 

for direct visibilitY. 

Once a crash has occurred, we try to minimize 

injury through performance standards 

that require energy absorbing interior surfaces 

and steering columns, specify glazing require' 

ments and windshield bonding, establish 

thresholds for side door strength and roof 

crush resistance, and insure the integrity of 

the fuel system in a crash. 

Studies by the General Accounting Office' 

an agency of the Congress, concluded that 

these measures had, by themselves, saved 

28.000lives between 1968 and 1974.8 Extrapolating 

through 1978, motor vehicle safety 

standards have probably saved almost 55,000 

in the U.S. 

We are now in the process of extending 

many of these important measures to light 

trucks and vans, the fastest growing segment 

of our vehicle population. To chart a course 

for the future, one year ago, NHTSA published 

its first rulemaking plan in seven years.e 

One year later, it is gratifying to state that 

many of the goals in that plan have been 

achieved. Obviously, much more awaits to be 

done. 

With the issuance of Standard No. 208 in 

1977, vastly improved frontal crash protection 

for passenger car occupants will become a 

reality in the early 1980's. With that problem 

ameliorated, the agency now turns to other 

priorities, most of which are specified in our 

Rulemaking Plan. 

Side crashes, the killer of 8,000 people last 

year, is the target of some of our most concentrated 

efforts.2 [n order to improve occupant 

crash protection in side crashes, the NHTSA 

will upgrade Federal Motor Vehicle Safety 

Standard No. 214 for passenger cars and extend 

its coverage to light trucks. NHTSA will 

define requirements through dynamic performance 

requirements established for vehicles 

struck by a new moving barrier currently 

under development.l0 Injury criteria as measured 

on an advanced anthropomorphic 

dummy will measure compliance.ll This proposal 

is planned for issuance in 1980, and will 


address compartment integrity in a most comprehensive 

sense, including door retention, in 

order to deal with a very persistent safety 

hazard: occupant ejection. 

With respect to accident avoidance rulemaking, 

braking remains NHTSA's number 

one priority. In addition to the extension of 

Federal Motor Vehicle Safety Standard No. 

105 (Hydraulic Brakes) to light trucks, nearterm 

rulemaking is planned in two other 

areas. In the interest of resolving safety questions 

raised by the recent judicial review of 

Federal Motor Vehicle Safety Standard No. 

l2l, Air Brake Systems, the NHTSA is currently 

soliciting comments regarding a new air 

brake regulation for trucks, trailers and 

buses, to replace Federal Motor Vehicle Safety 

Standard No. l2l in its present form. A 

notice of proposed rulemaking is planned for 

1979. 

Moreover, in order to deal with the saf€ty 

hazards of poorly maintained brakes, the 

NHTSA plans to issue a notice in 1979 requiring 

that brakes on all vehicles under 10,000 

pounds be designed so that the brake shoes or 

pads and other components can be inspected 

without removing the wheel. 

As progress is being made in reducing the 

traffic casualties of motor vehicle occupants, 

the problem of pedestrian casualties becomes 

more acute. In the near-term the NHTSA 

contemplates issuing a regulation with a notice 

of proposed rulemaking scheduled for later 

this year, to modify vehicle front and bumpers 

and hood edges to lessen pedestrian injury, 

particularly for children. Last year we killed 

8,000 pedestriansz and it is time we consciously 

designed vehicles to do less harm, as 

Europeans and Japanese have done for 

years.lz If we can achieve results in the near 

term. we would then turn attention to the next 

stage in pedestrian protection, the modification 

of hood surfaces and windshield headers' 

With the accident data showing an alarming 

increase in motorcyclist deaths, we will be 

concentrating more of our resources on improving 

motorcycle braking and increasing 

motorcycle consPicuity.

REGUI.ATION AND THE INTEGHATED 

$AFETY VEHICLE 

SECTION 2: GOVERNMENT STATUS REPORTS 

Having taken credit for our accomplishments 

to date and having promised a rather 

ambitious plan for the future, it is useful to 

examine how integrated vehicle research in 

general, and the RSV, in particular, support 

rulemaking. 

The NHTSA has historically conducted its 

own research and development to demonstrate 

alternative systems which can satisfy safety 

performance criteria. A major objective of 

the integrated vehicle research program is to 

demonstrate that safety regulations can be 

incorporated into practical and acceptable 

vehicles, 

The R&D aimed at developing countermeasure 

systems for crash protection is systematically 

advanced. First, a saf'ety problem 

is identified, and a goal is established which 

will substantially reduce this problern. For 

example, a 60 percent reduction in fatalities of 

automobile occupants was the goal of the 

R&D to support the occupant restraint regulation. 

The next step is the identification or 

development of technological alternatives that 

can meet this goal. One of the alternatives is 

then chosen, along with specific performance 

objectives which are related to the initial 

goals. 

We then conduct basic R&D which is designed 

to satisfy thc performance objective. 

Initially, the research direction purposely contains 

few constraints so as not to inhibit designs 

which will meet the research objective. 

As candidate systems are developed, they are 

evaluated to determine if they satisfy the initial 

pcrformance objectives. The next step is 

the integration of these systems into vehicles 

in a manner which will satisfy the consumer 

demands in the marketplace. 

Integrated vehicle research is a cofnerstone 

of NHTSA's rulemaking eftbrts. It is here 

that all the objective and subjective issues of a 

possible rulenraking initiative and its associated 

vehicle systems are addressed. Vehicle 

systems which provided specific levels of performance 

in the basic R&D effort are installed 

and integrated into vehicles. During this integration 

process, many trade-off decisions 

must be made. Some of these are objectivesuch 

asn can a sofi front end bumper which 

provides lower leg injury reduction for pedestrian 

impacts also provide acceptable damageability 

protection in low speed irnpacts? This 

relationship must be quantitatively developed 

so that the correlation of pedestrian protection 

with vehicle damageability is known, 

along with the consumer response to systems 

which provide various levels of performance. 

This allows the rulemaking official to make 

informed decisions of appropriate performance 

levels. This, by the way, is precisely the 

path we are taking to develop the initial pedestrian 

safety standards described earlier. 

The current integrated vehicle research program, 

the Research Safety Vehicle Program, 

is now entering the fourth and final phase, 

where NHTSA with the help of foreign and 

U.S. laboratories will test the ability of these 

vehicles to meet goals in safety, fuel economy 

and emissions, and economy of ownership, 

while simultaneously providing the consumer 

with a well-designed, comfortable, convenient 

vehicle that catt compete in the ntarket. During 

this testing and evaluation phase, NHTSA 

will supplement RSv test results to support 

the rulemaking program. 

Perhaps the most impressive performance 

of these vehicles will be their ability to provide 

frontal occupant crash protection at speeds 

well above those required hy regulation in all 

1984 passenger cars. The Minicars RSV has 

already demonstrated fully passive fiontal 

crash protection at speeds up to 50 mph while 

at the same time achieving a 32 mpg fuel econorrry 

level.l-r Our artalyses indicatc that such a 

vehicle would increase the estimated 9,100 

lives per year, which the 30 mph Standard No. 

208 will save, to about l8,000lives per year.l3 

The complexity and sophistication of the restraint 

systems in the Research Safety Vehicle 

are quite similar to those developed for lower 

speed protection. Thus, in addition to demonstrating 

the ability to meet high speed protection 

and provide a greater lifesaving potential,

the Research Safety Vehicle provides absolute 

confirmation that the current regulations are 

clearly f'easible and achievable. 

EXFERI M ENTAL SAFETY VEHICLES 

Since side impacts account for almost onethird 

of all passenger car fatalities, and an 

even larger fraction of injuries, a major design 

objective of the RSV was enhanced side impact 

protection. Both the Minicars and Calspan 

RSV'.s have demonstrated in various tests 

substantial improvements in side impact perfbrmance 

over that available with current production 

vehicles. These vehicles have illustrated 

the ability to provide this improvement 

with systems which are attractive to consumers. 

During the Phase IV Test Program, 

we will further document the lifesaving potential 

of these side impact improvements and 

use the information to provide much of the 

foundafion for our future regulations. 

Each year, about 100,000 pedestrians are 

injured by impacts with motor vehicles, and 

the vast majority of these are injuries to the 

lower leg. NHTSA has developed a research 

methodology which allows the assessment of a 

vehicle bumpers' propensity to cause lower leg 

injury. Using these research criteria, RSV 

bumpers were developed which can reduce 

lower leg injury by utilizing soft materials 

which applies the impact load over a large 

area, thereby reducing the likelihood of lower 

leg injury. Additionally, these bumpers provide 

the ability to absorb low speed crash 

energy without significant vehicle damage. 

This combination of pedestrian protection 

and vehicle damageability reduction is an excellent 

example of integrating designs which 

can provide enhanced performance in a number 

of different areas. 

The Research Safety Vehicles have been 

designed to reduce the injury to occupants involved 

in crashes as well as reducing pedestrian 

injury without sacrificing low-speed 

vehicle damageability resistance. In all of 

these areas. NHTSA has evolved both a test 

environment and a measuring device to evaluate 

vehicle performance.l0'll'12 Dummy responses 

in crash protection and pedestrian 

tests, along with the costs of vehicle repair in 

damageability tests will allow a detailed evaluation 

of RSV performance. 

Collision avoidance and collision severity 

reduction is an area where the RSV's or for 

that matter any research vehicle must rely on 

a different method of evaluation. For example, 

the RSV's have a goal of reducing wet 

pavement vehicle stopping distance by 30 percent. 

Today, w€ cannot determine the absolute 

number of collisions which will be avoided 

due to this performance level. NHTSA is 

developing a simulation model, but in the interim, 

we must rely on engineering judgment 

to support this goal. Indeed, the vehicle systems 

which provide a collision avoidance improvement 

will be analyzed to determine their 

expected costs in mass production. 

As we look to the longer term, we expect to 

upgrade vehicle occupant protection while 

simplifying the array of regulatory requirements. 

In place of our occupant crash protection 

standards that make up the 200 series 

regulations, we would go to a new 400 series, 

consisting of dynamic standards in each of 4 

crash modes-frontal, side, rear, and rollover. 

The next generation dummy, a dummy 

that correlates well with human responses 

over a much wider range of injury types and 

crash modes, will be the principal evaluation 

device. 

NHTSA's next generation integrated vehicle 

research program is intimately tied to this 

rulemaking program. The culmination of the 

research will be the development and fabrication 

of integrated vehicles which demonstrate 

the feasibility of upgraded Federal Motor 

Vehicle Safety Standards. The research plan 

to support the 400 series contains five 

elements: 

. Systems Analysis and Systems Engineering 

r Biomechanics and Advanced Dummv 

Development 

r Crash Environment Simulator Development 

r Advanced Dummy and Simulator Evaluation 

r Integrated Vehicle Development and Fabrication

The product of the Systems Analysis and 

Systems Engineering effort is a model which 

would estimate lives saved and injuries reduced 

for various rulemaking actions in the 

1990's accident environment. Detailed analyses 

of crash test data will be conducted to 

define the crash characteristics of contemporary 

vehicles. This will provide a benchmark 

against which vehicle improvements may be 

objectively measured. Finally, analysis of 

materials and designs will be conducted to 

verify their ability to provide enhanced vehicle 

crash performance, along with the weight 

required to obtain this performance. During 

these analyses, constraints will be imposed so 

that materials and designs which are investigated 

are capable of mass production at an 

acceptable cost, in the time frame anticipated 

for rulemaking. 

The Biomechanics and Dummy Develop' 

ment research will provide a dummy with 

more human like response, along with criteria 

which relates these responses to levels of occupant 

injury. These test dummies will allow a 

thorough evaluation of the protective performance 

of integrated vehicles. I I 

The third element of the research program 

is the development of test devices and procedures 

that simulate the motor vehicle crash 

environment. Devices to measure the crashyorthiness 

as well as the aggressiveness of 

motor vehicles will be designed. 

The fourth element will evaluate these advanced 

dummies and crash environment simulations 

in actual vehicle crashes. Staged 

crashes will be conducted which are representative 

of injury producing real crashes. The 

responses of the vehicle and dummy in the 

staged crash will improve the confidence in 

these test tools, making them available for 

integrated vehicle evaluation. 

The fifth and final element is the actual 

development and demonstration of the integrated 

vehicle, using the research methods 

and tools developed. The culmination of this 

phase is the final demonstation of enhanced 

vehicle performance-including crashworthiness, 

aggressivity, pedestrian protection, colli- 

SECTIoN 2: GOVEBNMENT STATUS FEPORTS 

27 

sion avoidance, vehicle damageability, fuel 

economy and emissions. 

This demonstration will provide NHTSA 

with the engineering foundation for the next 

generation of rulemaking. 

REFERENCES 

l. "Traffic Fatality Estimates, 1975-1978," 

NCS/ Highway SaJ'ety Facts, Special 

Edition, April 1979. 

2. Fatal Accident Reporting System, National 

Center for Statistics and Analysis, 1978. 

3, Highway Satety-.A Report on Activities 

Under the Highway Safety Act of 1966 as 

Amended, U.S. Department of Transportation, 

DOT-HS-803-372, June 1978. 

4. Hedlund, James, Preliminary Findings 

from the National Crash Severity Study, 

April 1979. 

5. Progress Report, Colorado Motorcycle 

Accident and Helmet Use Study, April 

r979. 

6. Fell, James C., A Profile of Fatal Accidents 

Involving Alcohol, September 1977. 

7. Peter D. Hart Research Associates, Inc., 

Public Attitudes Toward Passive Restraint 

Systems, August 1978. 

8. U.S. General Accounting Office, Effectiveness, 

Benefits flnd Costs of Federal 

Safety Standards for Protection of Passenger 

Car Occupants, July 7, 1916, 

cED-76-l2l. 

9. National Highway Traffic Safety Administration. 

"Five Year Plan for Motor 

Vehicle Safety and Fuel Economy Rule- 

. making," March 16, 1978 (updated April 

26, t978). 

10. Burgett, August and James Hackney, 

"Status 

of Research and Rulemaking Activities 

for Upgrading FMVSS No. 214- 

Side Impact Protection," Seventh International 

Technical Conf'erence on Experimental 

Saf'ety Vehicles (Technical Session 

No. 3), Paris, June 4-8, 1979. 

ll. Backaitis, Stanley and Mark Haffner, 

"Development 

of the Advanced Dummy 

for the Occupant Protection Upgrade 

Systems Standard," Seventh Interna- 

I 

'i

tional Technical Conference on Experimental 

Safety Vehicles (Technical Session 

No- 2), Paris, June 4-8, 1979. 

12. Eppinger, Rolf and Sam Daniel, "Considerations 

in the Development of a 

Pedestrian Impact Injury Mitigation 

Safety Standard," Seventh International 

Technical Conf'erence on Experimental 

Status Report of Japan 

MASANDO HANAJIMA 

Director General 

Traffic Safety and Nuisance Research Institute 

Ministry of Transport 

I am (Dr.) Masands Hanajima, the Director 

Ceneral of the Traffic Safety and Nuisance 

Research Institute, the Ministry of Transport, 

Japan. 

It is a great honor for me to attend this 7th 

International ESV Conference and to have 

the opportunity of presenting the status report 

as a representative of Japanese Government. 

Taking this opportunity, I wish to extend 

my sincere appreciation to the Government of 

France, the sponsor of this Conference, the 

Government of U.S.A., the promoter of the 

Conference and other people concerned who 

have extended their utmost cooperation. 

Placed under the situations that motor 

vehicles now play a vital role in land transportation 

media and that a number of problems 

related with safety, pollution control and 

energy conservation are continuously occurring, 

it is quite significant and useful to hold a 

conference of this nature. 

OUTLINE OF SITUATIONS IN JAPAN 

SURROUNDING MOTOR VEHICLES 

Status of Motor Vehicle Traffic 

First of all, let me explain the situations in 

Japan surrounding motor vehicles. In Japan 

the number of motor vehicles in use exceeded 

EXPERI MENTAL SAFETY VEHICLE$ 

28 

Safety Vehicles (Technical Session No. 5), 

Paris, June 4-8, 1979. 

13. Boehly, William, Leon Delarm and John 

Morris, "Upgraded Frontal Protection," 

Seventh International Technical Conference 

on Experimental Safety Vehicles 

(Technical Session No. l), Paris, June 

4-8. 1979. 

35 millions as of the end of December, last 

year (1978), which resulted in 2.6 times increase 

as compared with l0 years ago. The 

number of passenger cars in use increased to 

2l millions, which is comparable to the numbers 

in European countries. As for the domestic 

cargo transportation in Japan, trucks account 

for one-third of the tolal volume of the 

transportation, and the rate is expected to be 

increa.red in coming years. 

The number of persons who possess driving 

licenses was 39 millions as of the end of the 

last year (1978), which means that one person 

out of three has the license. The overall increase 

rate for the past decade is approximately 

1.4 times while that of female drivers is 

about 2.5 times more as compared with l0 

years ago, and the increase among young 

female drivers in their 20's and 30's is significant. 

Status of Traffic Accidents 

As mentioned earlier, while the number of 

motor vehicles has shown a rapid increase, the 

number of fatalities caused by motor vehicle 

traffic accidents has been decreasing over the 

past decade after the peak level observed in 

1969 owing to various traffic saf'ety measures. 

Nevertheless, over 8,700 persons were killed 

in motor vehicle accidents just for the one 

year of 1978, and it is considered that the improvement 

of motor vehicle traffic safety will 

still constitute one of vital tasks, in future.

A particular feature of motor vehicle accidents 

in Japan is the fact that the rate of 

accidents involving pedestrians and bicycle 

riders-in other words. motor vehicles are the 

assaulters of the accidents-is higher as compared 

with US and European countries. Yet, 

this type of accidents has been showing a 

gradual decline owing to the betterment of 

traffic environments and safety education for 

pedestrians, etc. On the other hand, the rate 

of casualties of occupants of motor vehicles 

has been increasing. A recent marking feature 

is that large trucks often drag in pedestrians 

and bicycle riders who are at the left side of 

the vehicles to the left rear wheels when they 

are making left turns (in Japan, motor vehicles 

are to run the lefl side of roads. Therefore, 

it corresponds to the right turns of vehicles 

in the countries where motor vehicles run 

the right side of roads). 

TRAFFIC SAFETY MEASURES IN JAPAN 

Systems 

I will firstly describe traffic $afety measures 

taken in Japan. 

As for the safety-related regulations on 

structure and equipment of motor vehicles 

"safety Regulations for Road Vehicles" were 

established in l95l as the technical standards 

for rnotor vehicles pursuant to "Road Vehicle 

Act." 

The Satety Regulations have been amended 

since l95l over 44 times and the contents have 

also been improved in response to the changes 

in traffic environments, the transition of 

usage of motor vehicles and the improvement 

in the levels of industrial technologies. 

In order to ensure the operations of motor 

vehicles in the conditions to conform with the 

said Safety Regulations, following systems are 

implemented in Japan. 

Designation of Motor Vehicle Types' 

Notificatiort of Motor Vehicle Types 

Motor vehicle manufacturers and importers 

are required to make a prior application for 


29 

the type designation or a notification of the 

new type motor vehicle concerned to the Ministry 

of Transport in cases where such vehicles 

are to be manufactured or sold, and such 

vehicles are subject to the technical tests carried 

out by the Traffic Safety and Nuisance 

Research Institute of the Ministry of Transport. 

Upon type designation, motor vehicles 

concerned must receive thc tests to ensure the 

unifbrmity in productiou and receive the designation 

by the Minister for Transport. 

Furthermore, motor vehicle mattuiacturers 

or importers are obliged to notify the Minister 

for Transport concerning the defects, causes 

and improvement methods, etc. in cases where 

some defects are found for the motor vehicles 

which received the type designation or for 

which type notification had been submitted, 

in order to prevent accidcnts caused by the 

defects of motor vehicles. 

Periodical Inspection of Vehicles 

Those who use motor vehicles must receive 

periodical inspection once in every two years 

for passenger cars and once in every year for 

commercial vehicles. This inspection is obligatory, 

for every vehicle except motor-driven 

cycles and small-sized special motor vehicles, 

etc. Approximately a half of the implementations 

of the inspection are carried by national 

inspection stations located at 78 places 

throughout the country and the remaining 

half by approximately 15,000 private service 

shops designated by the Minister for Transport. 

Periodicnl Inspection and Maintenance 

In order to prevent accidents caused by the 

motor vehicle failures on roads, it is provided 

by law that motor vehicle users carry out the 

daily inspection prior to the initiation of the 

operation. In case of motor vehicles used for 

business, a periodical inspection and maintenance 

are mandated once in every month, and 

for those used privately, once in every six 

months. 

\ 

j 

. 

I 

l

7 

Characteristic Features of Motor Vehicle 

Safety Regulation 

A particular feature in Japanese traffic environments 

is that motor vehicles, pedestrians 

and bicycles, etc. are using roads closely to 

one another (mixed traffic), which results in 

the high rate of accidents involving pedestrians 

and cyclists. Emphasis, therefore, is 

placed on the prevention of such accidents: 

for example, the elimination of motor vehicle 

exterior protrusions, the prohibition of projection 

of rotating units, and the improvement 

of visibilities in immediate front and left 

of vehicles. In order to prevent the accidents 

occurring frequently when large trucks are 

making left turns involving pedestrians and 

cyclists by the rear wheels, since the inner 

wheel difference is increased due to the long 

wheel base upon such occasions, some steps 

were taken recently, and major ones are as 

follows. 

r Through the adclition in number and the 

enlargement in size of mirrors, the recognition 

of obstacles in forward and leftward 

directions is made easier for the drivers of 

large trucks. 

In order to inform pedestrians that a Iarge 

truck intends to make a left turn, a large 

and bright direction indicator is added to 

the center of each side of vehicle body. 

The improvement be made to the involvement 

prevention device so that a pedestrian 

will not be dragged into the rear wheel of a 

large truck, even if the truck should hit the 

pedestrian. 

The above three items have been made 

obligatory by the amendment of the Safety 

Regulations. 

R&D IN JAPAN FOR MOTOR VEHICLES 

Besearch Institutes 

Research and development activities related 

with motor vehicles are carried out by several 

governmental and private research bodies and 

institutes. That is, "Traffic Safety and 

Nuisance Research Institute of the Ministry of 

EXPEFIIM ENTAL SAFETY VEH ICLES 

Transport," "Mechanical Engineering Laboratory, 

Agency of Industrial Science and 

Technology," 

"Police Science Research Institute, 

National Police Agency," "Civil Engineering 

Research Institute, the Ministry of 

Construction" as the governmental bodies, 

research laboratories in universities, "Japan 

Automobile Research Institute" as a private 

organ, and research divisions of motor vehicle 

manufacturers are carrying out various R&D 

activities. 

Objectives of Research 

Research activities related with motor vehicle 

safety include studies on kinetic performances 

to prevent accidents, studies related 

with the reduction of damages of occupants 

upon accident, studies concerning the information 

sysl.ems such as lights and lamps of 

motor vehicles to ensure safe operation of 

vehicles, and studie.s on preyention of accidents 

attributed to the defects of vehicles. 

On the other hand, researche$ related with 

pollution control are for the reduction of exhaust 

gas emission, the noise abatement, the 

reduction of running vibrations, and the 

development of electric motor vehicles. 

Energy and resources conservation studies 

include the wcight reduction of vehicles, the 

improvement clf fuel economy, the reduction 

of various losses, the development of new 

type engines and the study on alternative 

fuels. 

R&D on rnotor vehicle overall traffic control 

technologies are also under way, aimed at 

the decrease of motor vehicle traffic jams 

together with the preventions of accidents and 

pollutions. 

ACTIVITIES CONCERN ING ESV/RSV 

IN JAPAN 

Backgrounds of ESV R&D Activities 

Backgrounds 

ESV Program in Japan was initiated by the 

exchange 

of memorandum between US Gov-

ernment (the Department of Transportation: 

DOT) and Japanese government (the Ministry 

of lnternational Trade & Industry, and the 

Ministry of Transport) that took place in 

November, 1970, concerning R&D status of 

ESV's aimed at the rcduction of damages 

caused by traffic accidents, the pursuit of 

motor vehicle safety and the exchange of information. 

It was decided that the development of 

ESV's be proceeded by the cotrtract between 

Japanese Government and Japanese manufacturers. 

As a result of the offer for public 

subscription, Toyota Motors and Nissan 

Motor decided to participate officially in the 

R&D. while Honda Motor decided on informal 

participation. The performance tests 

of ESV's developed by these companies were 

entrusted to Japan Automobile Research Institutes. 

Major specifications assigned to the R&D 

of ESV are the following two iteurs. 

r The vehicle shall not overturn at sudden 

turn of the steering wheel at the vehicle 

speed of ll0 kmh (accident avoidance pcrformance). 

r The vehicle shall satisfy the safety criteria 

for the occupants at the impact velocity of 

80 kmh against a fixed barrier. 

Specific Contents 

In May, 1971, an ESV of 2000 pound class 

with specifications based ou a US ESV of 4000 

pound class was completed modified to Japanese 

environrnents. 

Since then R&D was carried out respectively 

by the participating companies for over 2 

years with the cost of approximately 2 billion 

yens for the trial production of ESV's. Between 

September, 1973, to December of the 

sanle year, Toyota and Nissan delivered l0 

ESV's each-total 20 ESV's-to Japan Automobile 

Research lttstitute. Four-wheel disc 

brakes, safe tires that allow vehicle operation 

even if the tires are punctured, periscopic 

rear-view-mirrors and electronic devices such 

a$ electronic-controlled anti-skid devices, 

electronic-controlled automatic transmis' 

SECTION 2: GOVERNMENT STATUS HEPoRTS 

sions, etc. were introduced to the delivered 

ESV's. Additionally, active efforts were made 

on the erlergy absorbing vehicle structure for 

the reduction of damages, ancl l he installation 

of air bags which open up by means of radar 

sensors or g-sensors, and passive belts, etc. 

for the protectiort of vehicle occupants. 

Performance tests were carried out between 

September, 1973, and June, 1974 by Japan 

Autornobile Research Institute. The tests rnay 

be classified roughly into a) accident avoidance 

performances (conspicuity, indication 

and control devices, steering, handling, braking 

and anti-turnover pertbrmances, etc.) and 

b) impact and rollover tests. Tests were carried 

out about 800 tirnes for 30 detailed items. 

Achievements and Results 

The purpose of ESV tests conducted by 

Japan Automobile Research Itrstitute was to 

implement the tests of developed ESV's on 

the basis of development objectives by the 

Institute that is independent and neutral 

body, so that the tests would be helpful for 

the evaluation of ESV's and to obtain data 

that might form the basis of development 

safety vehicles in future. 

All items of ESV tests were completed as 

scheduled and the test data were reported at 

sth International ESV Conference held in 

London, in July, 1974. The test data serve 

sufficiently for the evaluation of ESV's and 

contribute to the formation of a basis for the 

safety control steps taken by the Government 

and the design of motor vehicle safety in 

future. 

Technologies related with the ESVProgram 

and applied already in vehiclcs sold on market 

include the following items, which show one 

of significances of the ESV Program. 

r Impact energy absorbing vehicle structure 

(including bumPer) 

r Anti-skid brake 

r Belt system 

r Various warning devices (warnings against 

enginc, brake, light and belt failures or 

troubles) 

I

Electronics (various electronic control 

devices) 

Interior 

Two ESV's developed by the ESV program 

are exhibited in this Hall. Please take a Iook at 

them. 

Experiments on FISV's 

Backgrounds 

There are no special vehicle R&D programs 

in Japan after the completion of the ESV Program. 

However, according to the inquiry 

made in 1977 by US Government (DOT) concerning 

our possible cooperation in the evaluation 

and experiments related with RSV's 

developed in U.S.A., it was decided that 

Japan would extend her cooperation in light 

of the process of ESV development. 

Following tests are, therefore, scheduled to 

be conducted by Japan Automobile Research 

Institute (JARI) having experience in evaluation 

tests for ESV's. 

Contents of Experiments (Tests) 

RSV Test Program in Japan will be of 

research nature aimed at the collection of 

various basic data related with RSV's. Specifically, 

following tests are scheduled. 

r Car to Car, Frontal 

r Aggressivity 

r Side Protection 

r Rear lmpact 

. Handling and Stability 

r Visibility 

r Steering 

r Braking 

Of the above items, "Car to Car lmpact 

Test" will be conducted by preparing Japanese 

vehicles sold on market, having equivalent 

vehicle weight and the number of .seats 

with those of Calspan's RSV and Minicar's 

RSV and the test will be carried out between 

the above mentioned Japanese cars and these 

RSV's. 

One RSV made by Calspan arrived in Japan 

at the end of April, this year, and reviews and 


studies are being made for the details of the 

implementation of the experiments. 

These experiments will be completed in this 

year, and the data will be prepared after then. 

FUTUBE PHOBLEMS IN JAPAN 

SURROUNDING MOTOR VEHICLES 

Various Social Demands 

Social demands in Japan against motor 

vehicles include l) the improvement of safety 

for the prevention of traffic accidents; 2) the 

improvement of the performance of prevention 

of exhaust gas emissions and motor vehicle 

noises; and 3) the improvement of fuel 

economy for energy-saving. 

Improvement of Safety 

Although detailed descriptions will be made 

Iater on, I would like to point out now that 

the intensification of the Safety Regulations 

for Road Vehicles will be made, taking account 

of the status of traffic accidents in 

Japan. 

Improvement of Prevention of Exhaust 

Gas nnd Noise Emissions 

As for exhaust gas control performances, 

the Regulations, made more stringent as NOx: 

0.25glkm, HC:0.25g/km and CO: 2.l\e/km 

(according to l0-mode tests), have been enforced 

since 1978. 

As for commercial vehicles (trucks and 

buses), the provision on NOx emission was 

intensified this year against the conventional 

provision with the classification by vehicle 

weight, or the type of fuel or engine, as the 

first stage of the Exhaust Gas Reduction Program 

for such vehicles. 

For diesel commercial vehicles, for example, 

emission levels of NOx (540 ppnr for 

direct injection type, and 340 ppm for auxiliary 

chamber type), HC: 510 ppm, CO: 790 

ppm (according to bench 6-mode tesrs) were 

provided. Particularly, for the reduction of 

NOx emission of commercial vehicles. tareet

values for the second stage are planned for the 

attainment by 1985. 

Concerning noise prevention performances' 

more stringent noise targets for the first stage 

of Noise Abatement Program were also introduced 

this year agaittst conventional noise 

levels. For example, the noise level for Iarge 

trucks and buses was changed from the conventional 

level of 89 dB(A) to the new level of 

86 dB(A), by which the abatement of 3 dB(A) 

can be attained. As for the second stage of the 

Noise Abatement Program, 83 dB(A) is also 

proposed. 

Improvement of Fuel Economy 

Due to the increase of social demands for 

energy-saving motivated by the oil crisis, 

certain guidelines are considered in Japan for 

the improvement of fuel economy of motor 

vehicles. 

As I have explained, there are strong social 

demands in Japan for the safety measures' 

exhaust gas and noise emission controls, and 

energy-saving measures, and efforts are continuing 

to satisfy these dematrds at high levels 

with appropriate balance among some contradictory 

tasks. 

Future Tasks Related With Motor 

Vehicles Safety 

SECTION 2: GOVERNMENT STATU$ REPORTS 

The intensification and strengthening of the 

Safety Regulations for motor vehicles should 

be promoted not by short-sighted and allopathic 

attitudes but on the basis of long-term 

visions. In view of the foregoing, the Minister 

for Transport requested recommendations 

from the Council for Transport Technics consisting 

of the representatives of university professors, 

Japanese motor vehicle industry, 

motor vehicle maintenance,/service industry, 

police officers engaged in traffic controls and 

road-related groups, etc. As a result, "Long- 

Term Program for Safety Regulations," covering 

63 items was established in September, 

1972. Based on this Program, the Safety Regulations 

were amended in July, 1973 and 

November, 1974. After that, in order to 

review the recommendations submitted in 

September, 1972, taking accounts of changes 

in the usage of motor vehicles and teehnical 

developments, etc., the deliberation by the 

Council was started again in December, 1976, 

to prepare a new long-term program. The 

Safety Regulations will also be strengthened 

according to the new program. These tecommendations 

also cover the items which should 

be studied and developed in future on a longterm 

scale, in addition to the items that need 

immediate attention. R&D in future will be 

based on the foregoing. 

lnternational Unification of Standards 

According to the increase of the importance 

of motor vehicles as international commercial 

products, discussions on the international 

unification of motor vehicle safety standards 

are particularly heated recently' 

It is a pleasure to see that the unification of 

these standards is being promoted in here, 

European countries, with the initiatives of 

Economic Commission for Europe (ECE) and 

European Community (EC). 

As you know, Japan, on the other hand, is 

an Oriental island country, isolated by the 

long distance from US or European countries, 

and the culture, history and geographical conditions 

are rather particular ones. Some of 

usage of motor vehicles and the road environments, 

therefore, also differ from those in US 

or European countries. Thus, to our regret, 

motor vehicle standards also exhibit Japanese 

particularity. Nevertheless, in light of the 

recent situations, efforts are being made to 

collect information of US and European 

standards and attention is being paid to unify 

our standards with international standards as 

much as possible, upon amendments of the 

standards. 

ln order to unify standards in spite of the 

difference among countries, a length of time 

and steady efforts are required' In order to 

reach this goal, it will be necessary to facilitate 

active exchange of information on world-wide 

scale and to deepen our mutual understanding.

I do hope that my presentation has been 

useful in one way or another for you to understand 

our country. 

It is a universal and earnest desire of mankind 

to reduce the victims of traffic accidents 

even if one by one. From this point of view, it 

is very significant and fruitful to exchange 

Status Report of ltaly 

DH. ING. GAETANO DANESE 

General Manager, Civil Motorization 


In the period between the sixth and seventh 

Conferences the ltalian Administration has 

not neglected its activities, both indirect and 

direct, with regard to the study and research 

program concerning the problems of vehicle 

safety-not separate at present from those of 

environmentalprotection and the economy of 

energy. 

Numbered among the studies carried out 

directly by the Administration are: 

r performance and driving quality tests on 

the CALSPAN/RSV vehicle; 

r achievement of a safety seat for motor vehicles, 

with incorporated restraining devices; 

r studies on the aggressivity of vehicles and 

on the compatibility between vehicles in 

case of collision, let alone studies designed 

for the simulated reproduction of accidents 

in order to supply numerical elements for 

biornechanical research. 

All the research, as well as that part entrusted 

to outside laboratories such as the Fiat 

Research Center and I.S.A.M. is directed by 

the Center for Higher Research and Testing of 

Rome, which depends on the Ministry of 

Transportation. 

Furthermore, the Administration conducted 

studies, often equipped with laboratory measures 

and testing, which, even involving it in 

different areas fiom those of the ESV/RSV 

program, aimed at attaining greater intrinsic 

safety of the vehicle and better environmental 


information concerning motor vehicle sefety 

technologies, and to deepen our mutual 

understanding. In concluding my statement, I 

do pray that this International Conference 

will bring out favorable results in that respect. 

Thank vou. 

protection, even for the purpose of regulations 

to be adopted in the !'uture. 

Some studies regard acoustic problems and 

contribute to the activities of noted expert 

group$ such as GRB (Report Croup on Noise) 

which depends on WP 29 (group of experts in 

the construction of motor vehicles) of the 

ECE/UNO of Ceneva. These studies concern 

the fbllowing subjects: 

r acoustical alarm signals of special vehicles 

(police, ambulances, etc)-to achieve the 

efficiency of the signal and its possibility of 

individualization with the minimum disturbance 

to the environment; 

r warning horns for efficient vehicles at high 

speeds-a problem never so present as 

today because of the soundproofing of the 

interiors of motor vehicles, internal ventilation 

systems, spread of radios; 

r perception of acoustical signals by motorcyclists 

and automobilists wearing crash 

helmets. Study on the frequencies absorbed 

by protective and internal covering elements 

and on the modifications to be 

brought about without compromising 

safety standards. 

r incidence of low frequencies on the noise 

produced by motor vehicles. The aim of the 

study is to make the methods of measurement 

adhere more to the real conditions of 

disturbance caused by motorized traffic. 

Besides in the fight against noise, the Italian 

Administration is collaborating closely in the 

area of environmental protection with UNEP 

(United Nations Organization for the Protec-

tion of the Environment) for what concerns 

both air pollution produced by exhaust gases 

and the possibility of achieving econotrty of 

energy. 

In particular, UNEP's referring the workedout 

practical regulations on the subject to 

WP 29, proved a considerable contribution to 

the activities of this group, with the study of: 

r the perfecting of methods of measurement 

and the lowering of legal limits for the emission 

of pollutants; 

r a regulation for limiting the enrission of 

pollutants in motorcycles; 

. methods of control of emissions in diesel 

motors of vehicles in circulation. 

For the purpose of a practical utilization, 

more or less immediate, of the results of the 

ESV/RSV progl'anl concerning the characteristics 

of intrinsic safety of the structures, the 

Italian Administration is actively participating 

in the special GRCS group (Report Group 

on the Behavior of the Structures) which 

depends on wP 29, which itself has the aim of 

adapting the results of the research to the 

totality of production in the automobile industry; 

GRCS takes into consideration above 

all the activities of WC 5 of the EEVC. The 

direction of works of WC 5 and CRCS are 

$ECTION 2: GOVEFNMENT STATUS REPORTS 

Status Report of the Federal Republic of Germany 

PROF. DR. H. PRAXENTHALER 

President of the Federal Highway Flesearch 

lnstitute 

Federal Republic of Germany 

Once more I have the honor to present to 

you at this conference, on behalf of the Federal 

Republic of Germany, the status report of 

my government. 

By way of introduction, let me recall the 

outcomes of the 6th ESV conference in Washington 

1976; even then we were strongly aware 

of the way the objectives of environment, 

energy consumption, and economy besides 

that of vehicle safety are going to influence 

the car of the future. It could also be seen 

35 

both entrusted to the representative of the 

Italian Administration. 

Finally, it is to be noted that the studies and 

research on aggressivity and compatibility, 

besides those mentioned above in the area of 

the ESV/RSV program, have been carried out 

and others are in the process of being carried 

out on the behalf of the Europcan Economic 

Comrnutrity Cotntnission. 

After this synthetic framework, I can affirm 

that the Italian Ministry of Transportation 

maintains its firm conviction that, today, in 

the immediate future, and for many years to 

come, a motor vehicle, in order to be admitted 

to share the roads as an object of progress 

and wellbeing without being a source of 

death or damage, must answer to strict standards 

of: 

r active and passive intrinsic safety; 

. cnvironmental protection from pollution 

caused by noise atrd noxious emissions; 

r reasonable consumption of energy. 

The vehicle will have to, then, be a module 

possessing some polyhedral characteristics in 

contrast among themselves which must be 

unitecl in an intelligent compromise, or even 

better, in atr harmonic equilibrium. 

and, indeed, was worked out during that conference, 

which conflicting objectives will have 

to be coped with; e.g. conflicts between the 

reduction of rtoxious exhaust gases and the 

consumption of'energy and, in the same connection, 

between the desirable weight reduction 

and the safety of vehicles. What was presented 

as a problem at the time has by now 

become an imperative challenge of the future, 

mainly because of the energy situation, occupying 

the minds of us all, which ranges from 

the instability in the Middle East over the 

problems concerning the use of nuclear energy 

to the development of new energy resources. 

So much morer on the other hand, has it be- 

' 

1 

l 

1 

i

come necessary not to lose sight of the objective 

of vehicle safety, for we should always 

bear in mind that engineering can still make 

an important contribution to improving the 

accident record. 

Nowadays, the awareness of single catastrophes 

only too easily makes one forget that 

road traffic world-wide claims an annual 

death toll which equals the population of 

large cities. 

After an encouraging decline from 1972 to 

1976, the total number of road accidents in 

the Federal Republic of Cermany rose again 

by about l49o from 1976 to 1978; of which 

about 5Vo are personal injuries. The 1978 

death toll however, following a modest increase 

in 1977, was about 6Vo lower than in 

1976, i.e. L4,647. These figures should be seen 

in context with mileages, which went up about 

7.590 from 1976 to 1978. Before the background 

of this increase, it may be stated that 

the risk of fatal accidents is declining in the 

Federal Republic of Cermany-certainly the 

result of joint efforts on the part of government, 

society, and industry. 

Let me now give you a brief outline of some 

of the more recent measures and activities in 

tlte field of safety in our country. 

r Restraint systems (seat belts) have been prescribed 

by law fbr all seats in new cars since 

May this year. Outward seats immediately 

behind windscreens must have three-point 

belts at least; for the remaining seats, the 

regulation considers Iap belts to be adequate. 

We would have welcomed a requirement, 

within the European Community, of 

three-point belts for outward rear seats. 

r Given the further increase in the number of 

mopeds and their substantially greater involvement 

in accidents with pcrsonal injuries, 

the Federal Govcrnment, in June 

1978, introduced mandatory crash helmet 

use for vehicles of this group faster than 25 

km/h; whether this mandatory helmet use 

should be extended to include also the 

slower range of rnopeds is a matter of current 

discussions. 

EXPEFIMENTAL SAFETY VEHICLES 

36 

r The large-scale test, started in 1974, on the 

effccts of a rigid speed Iimit of 130 km/h on 

the motor ways versus a recommended 

speed guideline of 130 km/h has been completed 

meanwhile. The study has shown 

that a 130 km/h speed limit will not have a 

major adverse effect on the process and 

flow of traffic while promising an improvement 

in the accident situation as against the 

recommended speed guideline. However, in 

the overall analysis, i.e. especially allowing 

for economic aspects outside the accident 

situation, the group of experts carne to the 

conclusion that the speed limit might have 

to be rejected if particular emphasis were to 

be laid on those aspects whereas it was preferable 

should the saf'ety aspect be predominant. 

Consequently, they could not without 

qualification recommend an introduction. 

In the Federal Republic of Germany, the 

free development of personality is given 

high priority, and there is general political 

consensus that regimentations should be 

limited to cases of irrefutable necessity and 

prospects of pronounced success. Special 

studies have revealed that a majority of 

motorists are against a speed limit on the 

motor ways. What the public is particularly 

concerned with is the rate of fatal accidents: 

a total death toll of about 14,650, about 

6.5u/o of which on the motor ways. 

Therefore, the Federal Government. in 

1978, pcrmanently introduced the recommended 

speed guideline. Independently, you 

will find local speed restrictions on particularly 

dangerous stretches and danger 

points; they are also prescribed for wet road 

conditions. 

The view that the seat belt is of great value 

holds unchanged in the Federal Republic, 

Mandatory belt use, as you know, bccame 

law in 1976; on the other hand. in rhc 

Federal Republic, you are not prosecuted 

for not wearing the belt. In the spring of 

1979, the rates of belt usage were 85o/o for 

the motor ways, 67u/o outside towns, and 

45slo inside towns. What is worth noting is


the average increase of lslo points from the 

spring of 1978 to the same titne in 1979. The 

discussion. conducted between the Federal 

Government and the governments of the 

Bundesldnder, about the introduction of a 

penalty for not wearing the belt, is still 

undecided. Another positive change of 

behavior may be brought about by a judgment 

of the Bundesgerichtshof of March 

1979, which says that a tnotorist must pay 

for any part of his own damage caused by 

his failure to wear the belt. 

It has been further confirmed that the number 

of cases where the belt may possibly 

aggravate the effects of an accident is very 

small. 

The search for new technologies has been 

intensifiecl and has been given important 

stimuli. Thus, in analogy with the objectives 

of the S3E concept, the "Forschungsauto" 

The reduction of exhaust gas emission continues 

to be a priority issue, mainly by further 

development of conventional Otto (controlled 

ignition) and Diesel engines. Furthermore, 

alternative drive systems, too, are studied 

such as gas turbine and electric drive. 

In accordance with the objectives of its 

environmental program, the Federal Government 

has introduced, at EC and ECE 

level, proposals for pollutant limits of the 

eighties as well as for a modification of the 

te$t procedure. These proposals would mean 

to a Iarge extent reaching the target of reducing 

pollutant emissions to a tenth of the 1969 

averages. However, it appears that the position 

of the Federal Republic in this matter is 

supportecl by few countries only; specially 

economic reasons are mentioned. All indications 

are, therefore, that the effective date 

proposed (1982) cannot be realized' 

project was advertised in early 1978, as part of Under a research project that has been 

the expansion of the motor vehicles and road going on for some time, the development is 

traffic promotion program' This project is an promoted of au advanced lean concept with 

attempt to translate the latest state of art as low emission of pollutants, good driveability, 

achicved in various fields of autotnotive engi- and Iow fuel consumption. 

neering, into integratcd overall concepts of Several research and development projects 

test car models. Guidelines are to be pointed are studying the suitability of noble-metal and 

out for further research and development. non-noble-metal oxidizing catalysts as a low- 

The first stage of thc project, the preparapollutant drive concept for use in Europeatr 

tion of specifications and thc design of cars, motor vehicles. There is some hope that catagot 

under way in May 1978 with the participa- Iysts will be found which retain their activity 

tion of the big German car matrufacturers and up to about 50,000 km even at a lead content 

some university institutes. The stage of devel- in the fuel of uP to 0.4 g/lit' 

opment will follow in nrid-1979' The results of Measures to limit the pollutant emissions of 

development are to be demonstrated in the vehicles with Otto engines as well as of Dicsel 

years l98l and 1982. This project is airned at a engines are a legal requirement both in type 

passenger car with 30(% average improve- approval and series production supervision. 

rnents over a comparable present-day produc- Air quality, however, depends largely on the 

tion vehicle in saving energy and resources, in emission properties of vehicles in actual traf- 

protecting the environment, in safety, econfic on the road. A simple meaningful method 

omy, and efficiencY. 

of control is therefore being worked out. 

Besides this project, individual schemes are The Federal Government has further con- 

promoted whose results are to directly flow tinued its efforts to reduce the noise emission 

into the project; for instance, to improve of motor vehicles. Large-scale research proj- 

compatibility in collisions and to increase ects are studying the actual noise emissions of 

service life (long-life car). This includes vehicles in urban traffic, and prototypes of 

studies of the advantages and disadvantages low-noise cars ate being designed in the fore- 

of light-alloy bodics. 

field of cttcleavors to reduce the EC limit

EXPERIM ENTAL SAFETY VEH ICLES 

values. Work for an acoustic optimization of 

the enginc gives rise to the expectation that 

noise emissions of passenger cars with Otto 

engines will be capable of reduction down to 

the rolling noise level, by improvements on 

the engine itself; the Diesel engine will require 

a capsule. Specifically are being developed 

cars with body-side capsule and with tight 

engine capsule, low-noise lorries of 85-380 PS 

power, as well as light mOtorcycles with 

throttle-type engines. Further components of 

motor vehicles such as gearbox, radiator/fan 

system, axle drive, tires and suspension, as 

well as the exhaust system are included in the 

measures to reduce noise under a demonstration 

project. 

ln another point-of-main-effort project, 

alternative energies for road traffic are being 

studied. This project is to run until 1982 and is 

concentrated on alcohol and hydrogen technologies 

as well as electric traction and hybrid 

technology. Top of the agenda is the testing, 

close to real life, of the rnost promising concepts 

under actual road traffic conditions. 

Accompanying studies serve to analyze and 

evaluate the energy chain from generation 

over distribution, stock-keeping, storage to 

the use in the car. These activities in the field 

of alternative fuels should also be seen in the 

context of emission reduction. 

Accident research is intensified continuously. 

This is true of the government and its 

research assignments but no less of both industry 

and the research of the association of 

German motor vehicle insurers (HUK). We 

should first give prominence here to the activities 

of that association: Investigators into 

approximately 1,200 acciclents with twowheelers 

and, up to now, 3,000 accidents involving 

pedestrians, have laid foundations for 

accident characteristics and injury risks of 

pedestrians and two-wheelers. These studies 

are continuously expanded and deepened. 

What emerges here are starting points for 

possibilities of partner protection by an 

optimization of the structure of vehicles even 

for pedestrians and two-wheelers. Another objective 

of these studies is to analyze not only 

the effect ofthe "seat belt" system as such but 

also its interaction with the structure of vehicle 

depending on the type collision. The material 

currently available for this purpose is more 

than 1,000 accidents where seat belts were 

used, a figure to be nearly doubled by the end 

of 1979. Al.so, an accident material of 10,000 

passenger car accidents served for compatibility 

studies; another study is dealing with 

collisions between cars and lorries. 

For 1980. the German motor vehicle insurers 

are planning new comprehensive evaluations 

of more than 50,000 accidents, so that 

topical and representative analyses of traffic 

safety problems can be carried out in future, 

too. 

Expansion and deepened analysis have also 

been features of research initiated and financed 

by the state. The following are but 

key-words of research in the field of passive 

safety: 

. Surveys on the sites of accidents have been 

carried out irr tscrlin and Hanover since 

1973. Over 1.000 accidents have been analyzed 

so far. The results of these efforts are 

reported in a large number of publications; 

apart from investigations of vehicle passengers, 

analyse.s of accidents involving motorcyclists 

are of particular importancc. 

r In cooperation with European car manufacturers 

ancl research institutes both home 

and abroad, a Joint Biomechanical 

Research Project has beerr set up in the 

years since 1977. lts objective is to establish 

the correlation of tolerance ancl protection 

criteria. Selected accidents (head-on. 

lateral, and pedestrian accidents) are 

reproduced in cxpensive laboratory tests 

with dead bodies and dummies. First results 

are going to be presented at this conference. 

r Injuries of persons using belts were analyzed 

carefully in several stages. As a result, 

the probability of the belt worsening the ef'fects 

of an accident is about l9o. From the 

engineering point of view, it is generally felt 

that further improvements in the seat belt

and in the interaction between the belt and 

the vehicle are possible and should be 

implemented. These efforts are to be aimed 

also at the function of vehicle seats and. in 

particular, at a further mitigation of the 

passenger compartment. 

r As far as the air-bag is concerned, it is still 

agreed that it canrlot replace the belt. Further 

research and design efforts will have to 

show just how important the air-bag may 

become as a supplementary system in addition 

to the belt. 

The research of the German car industry 

will be discussed in detail at this conference. 

Therefore it may suffice here to make a few 

brief rernarks. 

r After extensive preparatory work, the system 

of automatic anti-locking is now ready 

for series production; it can be expected to 

make an important contribution to active 

' 

safety. 

r The behavior of passenger 

cars with singleaxle 

trailcrs is another focus of research. 

Proposals have been worked out for a 

standard European definition of braked 

and unbraked axle loads. 

I Special investigations have been conducted 

for the Calspan Research Safety Vehicle. 

r Since 1976, a large-scale research project 

has been studying "man as driver," the 

stress he experiences from the transfer of 

visual and auditive informatiotr. 

r For vehicles with a gross weight rating of 

over 3.5 tons, preparatory work has been 

made to create the basis for reqr.rirements 

on the anchorage of seat belts and for the 

design certification of belts and the injuryreducing 

design of passenger compartments. 

r In a fundamental investigation a model for 

the execution of cost/benefit studies in the 

ficld of'traffic safety was developed. 

This picture of the research efforts in the 

Federal RepLrblic of Gertnany would not be 


39 

complete without a reference to the growing 

coopcration of all research institutions and 

rescarch-promoting agencies. Sittce tlte last 

ESV conference in particular, the interaction 

between government, industry, insurance 

companies, and universities has become 

markedly close and, consequently, more 

effective. 

Let me conclude with a few words about 

the issue of the harmonization of regulations. 

We are starting from the assumption that the 

necessity of harmonizing regulations for the 

design of motor vehicles, trailers, and vehicle 

components, given the world-wide trade of 

these products and the increasing assimilation 

of traffic conditions, is widely accepted and 

that, in the long run, such harmonization will 

be in the interest of all of us. So we especially 

welcome the statement made by the representatives 

of the United States of America within 

the EDE, that the NHTSA will endeavor in 

future to closely cooperate with the European 

authorities in those areas which provide good 

prospects for harmonization; especially in 

those fields where new regulations are to be 

issued. 

As objectives for the future, we feel the 

following should be considered: 

r Exchange of new research results, such as in 

the areas of passenger protection, lateral 

collision, test dutntny design. 

r Convergence of requirements and test 

methods. 

r Early information about new plans for regulations 

and modifications. 

With great inter€st we are looking forward 

to the 7th ESV conference and the treatment 

of the conflict of objectives, more or less unsolved 

so far, between the safety requirements 

and the necessity to make full use of all capa' 

bilities for saving energy. Because this conflict 

of objectives, currently and presumably for a 

long time to come, is overshadowing other 

objectives, we think that it is one of the 

important tasks of this conference to preserve 

the due place for the call for safety. 

J 

',

EXPEBI MENTAL SAFETY VEHICLES 

Status Repoil of the United Kingdom 

J. W. FURNESS 

Director/Chief Mechanical Engineer, TFIBL 

Department of the Environment*Department of 

Transport 

Since the last ESV Conference in 1976 the 

United Kingdom has continued with its vehicle 

safety work in collaboration with other European 

countries. This has taken place with due 

regard to the need lor light weight, low cost 

vehicles which have low cnergy demands and 

are environmentally acceptable. 

Many accidents and injuries could be 

avoided or minirnized by road or traffic improvements 

or by greater skill or care on the 

part of road users. Clearly road safety education, 

training and publicity all have a part to 

play and in Britain these aspects are not overlooked. 

Speed limits and enforcement are also 

important factors. But since the design and 

construction of vehicles have such a considerable 

influence on the severity of injuries it is 

right to consider whether these can be improved 

to enhance road safety. This Conference 

affords a useful opportunity to exchange 

knowledge on this subject. 

In Britain the national accident statistics 

show that most injuries concern pedestrians in 

collision with cars, car occupants in single 

vehicle accidents and car occupants in car,/car 

collisions. Motorcycles in collision with cars 

and in single vehicle accidents are showing an 

increasing trend in injury accidents. A more 

detailed study of the 1977 injury data together 

with an explanation of current accident investigation 

work in Britain will be given later this 

week in the accident investisation and data 

seminar. 

The various other UK papers to be considered 

at the Technical Sessions are mainly 

related to these more frequent types of acci- 

dents. For example an in depth study of 

pedestrian injuries is reported and suggestions 

are made on how to minimize such injuries by 

improving the fronts of cars. A possible 

design of soft energy absorbing bonnet and 

front of car is given. 

Other papers concern side impact problems 

involving cars which continue to be a major 

type of accident throughout the world. Special 

and urgent attention should be given to the 

development of a suitable regulation on this 

subject because of its good potential for 

reducing injuries. A British proposal for using 

a small rigid faced mobile barrier is described. 

Energy absorbing padding is considered necessary 

for cars whether or not the occupants 

are using their restraint systems. A study of 

accidents has indicated that ejection of car 

occupants in side impact collisions is not 

unusual and the international Regulation concerning 

door latches and hinges needs to be 

changed to ensure that the door and body 

structure are taken into account to prevent 

inadvertent door opening in such accidents. 

A great deal of effort has been given to 

frontal irnpact testing of current production 

cars. The 30" angled impact tcst into a barrier 

seems to relatc closely to many types of road 

accidents. A speed of impact of 55*60 kph 

(approximately 38 mph) seerns more appropriate 

than the 50 kph (approximately 30 

mph) flontal irnpact tesl at 90' but much will 

depend on thc human tolerance levels chosen 

for the restrained durnmics used in the tesrs. 

If the 30' angled barrier test is eventually 

adopted internationally it will be necessary to 

consider the future ofl the perpendicular test. 

In our judgment both tests will be necessary 

but the perpendicular test should be improved 

to ensure that the steering column of the irnpacted 

car always yields in real accidents and 

that the steering wheel center is sufficiently 

large to minimize chest injuries. Accident 

investigations have shown that where a driver

is not wearing his belt or it is not properly 

fitted the energy absorbing steering column 

jams and so fails to collapse as intended. 

Clearly the problems of how to ensure compatibility 

of car fronts atrd car sides of different 

makcs and models become more difficult 

if both pedestrians and car occupants are to 

be considered. International standards or 

legislation may be necessary to achieve a 

reasonable degree of compatibility. 

The use of modern dummies in vehicles for 

the 30" angled impact type of barrier test has 

shown that the results are not always repeatable 

even though the tests are identical. Progress 

towards safer cars will be delayed unless a 

more realistic dummy becomes readily available 

internationally. Also there is a need to 

improve the dummy setting up procedure. 

The UK is aware that research into these subjects 

is proceeding but we are far from optimistic 

that an acceptable dummy specification 

will emerge. Perhaps closer collaboration between 

USA and Europe is necessary through 

the United Natiolts C)rganization if this subject 

is to reach a satisfactory conclusion in the 

near future. The UK is prepared to collaborate 

closcly in any worthwhile study of the 

problem. 

For side impact tests there is also an urgent 

need for a suitable dumtny specification and 

setting up procedures. These are being studied 

in Europe (EEC). However progress is not as 

rapid as we would like. 

My comments so far have related mainly to 

cars where major injury reductions are possible. 

But accident injuries involve other 

classes of vehicles. One particular class which 

has increased considerably in numhers in 

recent years is the motorcycle. Further increases 

in motorcycle casualties are likely 

unless vigorous countermeasures are adopted. 

In the exhibits at this Confcrence the UK is 

showing its ESMI motorcycle. A paper will be 

presented which shows possible ways of improving 

the safety of such vehicles including 

brake developments and leg protection devices. 

There is also a suggested method for im- 

SECTION 2: GOVERNMENT STATUS REPQRTS 

proving the trajectory of the rider in frontal 

collisions and important suggestions are made 

for improving the cotrspicuity of the rider and 

machine. Lack of conspicuity is a factor in 

about 3090 of the accidents involving these 

vehicles. 

Other technical contributions from Britain 

include improvements in the braking and 

braking stability of commercial vehicles and 

developments concerning underride guard 

protective devices for these vehicles. There is a 

paper from a user organization about safety 

features of cars which are Irot covered by 

legislation. The newly developed Triplex 

10/20 thin laminated windscreen is now in 

production. A second versiort of the Dunlop 

Denovo tire is available to provide additional 

saf'ety for vehicle users. 

Work on the strength of passenger coaches 

has been carried out in Britain in an attempt 

to minimize the dangers of roof collapse in 

overturning accidents. The strength of the 

coach seat mountings has also been investigated 

and designs for minimizing breakage in 

frontal impacts have been finalized. Seat belts 

have been fitted to a limited number of 

coaches but these have beerr subsequently 

removed because of lack of use by the 

passengers. 

This review is not comprehensive but attempts 

to set out the general situation on vehicle 

safety clevelopments in Britain during the 

past 2-3 years. We are disappointed at the 

lack of progress with internatiotral legislation 

to help rninimize injuries to pedestrians atrd to 

occupants of cars iuvolved in side impacts. It 

is hopcd that rapid progress catr be made on 

these topics in the next year or so. As I have 

said there is an urgent need for an international 

collaborative effort to develop an 

acceptable dumtny specificatiorr wltich gives 

repeatable results in angled impact barrier 

tests. 

The collaborative efforts in testing cars and 

motorcycles carried out between USA and 

United Kingdom has been useful and constructive.

Status Report of France 

MICHEL FRYBOURG 

Director 

Transportation Research lnstitute 

Covernment subsidized research in the context 

of a program called "Programmed Thematic 

Activities-Vchicle Safety" started in 

France in 1971. 

ldeas from various sources were solicited 

on five different occasions, most recently in 

January l97tt. Thirty-eight million francs of 

public funds have been earmarked for this 

project. Sixty research contracts were approved; 

one half have been completed and 

approximately 30 are underway. 

As a reminder I would like to mention the 

amounts allocated to some of the large questions: 

r "phototheque"-6 

million francs 

. synthesis vehicles-3.35 million francs 

r development of a tractor trailer truck with 

improved stability to prevent overturning- 

3.35 million francs 

With the development of the synthesis vehicle, 

"Programmed Thematic Activities" has 

reached an important stage in its development 

in the area of' the private automobile. The 

actual development of the synthesis vehicle 

could be undertaken only after an initial predevelopmental 

stage, during which we were 

ablc to determine the best methods of evaluating 

ancl increasing our technological knowhow. 

The first French experimental safety 

vehicles wcre the B.R.V. Renaulr and the 1974 

V.S,S. Peugeot, certain leatures of which 

have already been incorporated in mass produced 

vehicles. 

The synthesis vehicles introduced today 

should make it possible to modify the lightestweight 

cars by using the technical solurions 

reached during previous stages. This will be 

necessary for the adoption of regulations 

applicable to all cars. On the basis of the results 

obtained, it was necessary to demonstrate 

both the technical and economic t'easi- 

EXPEBIMENTAL SAFETY VEHICLES 

bility of a small car that performed better with 

respect to secondary safety and yet remained 

acceptable from the cost/benefit perspective 

while its other performancc remained unchanged 

(road holding qualities, fuel consumption, 

etc.). 

The development of the two prototypes by 

French manufacturers, carried out through 

Government research assistance contracts, 

constitutes in our opinion an important step 

forward and is the result of years of cffbrt and 

research. Because these vehicles are practical 

examples, thcy have confirmed the validity of 

a systematic, methodological, and ongoing 

approach. 

A similar effort must be made for trucks 

and two-wheeled vehicles. In this respect, it is 

essential that a number of participants from 

outside the automobile industry be involved 

in research. It is now possihle to measure the 

progress made since our re$earch results have 

become an important factor in prescribing 

policy for regulations. 

A slide presentation will illustrate, better 

than a long speech, the results of our work in 

France. 

TEXT OF THE AUDIO-VISUAL 

PRESENTATION: PROGRAMMED 

THEMATIC ACTIVITIES AND 

VEHICLE SAFETY 

Progress in vehicle technology is one of the 

major factors in improving road safety. Thus, 

the French Government has decided to promote 

industrial and laboratory research in the 

context of Programmed Thematic Activities 

concerning vehicle safety. The Institule of 

Transportation Research, assisted by a Scientific 

Cornmittee, defines the priority research 

areas and contacts members of the profession, 

that is, industry, engineering firms and research 

laboratories, to solicit ideas. The Institute 

then approves research assistance contract.s 

and ensures their implementation. The 

Covernment usually subsidizes 50go of the

program costs, and the contractors are re' 

sponsible for the remaining 500/0. 

All research is concerned with accident prevention, 

which we call Primary Safety, and 

ways of affording greater protection to occu^ 

pants once an accident has occurred, which 

we call Seconclary Safety. This research 

focuses on private autornobiles, as well as 

trucks and two-wheeled vehicles. 

Initially, researclt was aimed trasically at the 

private automobile. One of the objectives was 

the improvement of visibility, especially at 

night, which is an itnportant safety factor. 

Several devices were designed and developed 

to this end: 

r a non-glare rear view mirror 

r a mechanism to allow a gradual switching 

frorn high beatns to low beams to avoid the 

"black hole" or unlighted area that occurs 

the momcnt before two vchicles pass each 

other 

Another objective was the development of 

driving aids; 

I a governor to improve the respect of speed 

limits, 

r devices to encourage more frequent wearing 

of seatbelts, 

r a means to warn drivers of collision risks 

through the use of radar detectors, 

r a way of spotting that drivers are becoming 

less alert because of fatigue, 

r and, in a more general way, devices that 

monitor the good mechanical condition of 

the vehicle. 

Most of the research to date has focused on 

secondary safetY. 

We shall go into detail on some pertinent 

data in order to have a better understanding 

of real accidents. By obtaining information at 

the accident site, we can establish an accident 

file including: a description of the accident, a 

report on the type and severity of injuries sustained 

by the occupants, a I'eport on the deformations 

of the car's structure. 

Moreover, it is trecessary to determine the 

importancc and severity of every kind of collision 

in the whole spectrum of accidents' Thus, 


43 

the "black boxest' were developed to register 

speed arrd accelerations at the moment of impact. 

It is also necessary to analyze structural 

deformations iu real accidents in ordcr to 

compare them with the results of impact tests 

on cars against standardized obstacles. This 

method is called "phototheque." 

Finally, we are trying to get a better understanding 

of thc human body's tolerance to impact. 

We can increase our knowledge of biomechanics 

by performing tests on models representing 

the hutnan body. It was therefore 

possible to modify the dummy being used at 

that tinte, by developing, for example, a 

dummy's head that would allow us to cvaluate 

facial lesions. 

Specific analyses during impact on how side 

rail type structures of the automobile were 

aff'ecteci rlake it possible to establish: 

. optimal types of defortnation, 

. results of impact speed, 

. effects of foam fill. 

Finally, research is being carried out on the 

possibility of using spccial grades of steel or 

composite materials. 

We shall refer to frontal impact and lateral 

impact, and then study the protection afforded 

to persons outside the vchicle: two-wttcclcd 

vehicle riders and pedestrians. 

In the study of frontal inrpact, a twofbld 

approach is used: 

r the theoretical approach that studies the 

problem by preparing mathematical models 

. of the car's structure. 

'r the experimental approach that, based on 

data obtained frotn simulations in crash 

tcsts, ittdicates tlte itrrprovelnellts to be 

made on the front end. 

Thus: 

r the deformation of the front end is progratnmc-cl 

Lry pinpointing the rupture 

points, iu markittg the side panels; 

r reinforcements are added behind the 

wheels; 

r and longitudinal supports are installed at 

door level.

These changes should lead to a maximum 

deformation of the front end during impact, 

while leaving the passenger compartmcnt intact. 

There is therefore a need to study occupant 

restraint, once again by using a twofold 

approach: 

r theoretical, with the help of mathematical 

models of occupant restraint, 

r ancl experimental, by doing bench tests on 

dummies to measure biomechanical parameters. 

With respect to the seatbelt, the main component 

in the restraint of occupants in frontal 

impact, several improvements are possible: 

r increasing the width of the strap to lessen 

pressure on the thorax, 

r developing a pressure gauge to ensure gradual 

rcstraint, 

r finding a better anchoring position of the 

seatbelt and the seat, 

r reducing the play that exists between the 

strap and the occupant's thorax to make 

the restraint system more efficient, for examplc, 

by using pyrotechnic devices, 

r finally, developing an inflatahle hclt that 

better distributes pressure on the thorax. 

As to the dashboard, it is possible to make 

the parts that might strike the occupant less 

aggressive: 

r by installing a retractable, telescopic steering 

column to prevent the hackward thrust 

of the steering wheel, 

r by installing a deformable trigger catch 

along the interior crossbeam, 

. by modifying the rigid parts of the steering 

wheel ancl dashboard, 

. by reducing the aggressiveness of the windshield. 

A new arrangement of the interior of the 

vehicle has been conceived to protect unrestrained 

occupants in low speed impacts. A 

seat providing added safety for children was 

studied. 

In the lateral collision study, the use of 

mathematical models is less hclpful than in 

the case of' frontal impacts. Therefore, we 

EXPERI MENTAL SAFETY VEHICLES 

44 

proceed in an experimental way by doing carto-car 

latcral impact tests. ln this way, we obtain 

the basic parameters playing a role in this 

type of impact, which point to some stanclard 

improvemcnts: 

I strsnglSsning the lateral $tructures ro reduce 

the intrusion of the impacting vehicles, 

r installing protective padding inside the 

doors. 

Finally, there is the problem of the compatibility 

between the structural improvements 

made in the case of fiontal impact and 

their eff'ects in lateral impact. 

We are also trying to improve the protection 

af'forded persons or.rt^side thc vehicle. Impact 

tests were done on two-whccled vehicles 

and on pedcstrians. The results af thes€ te$;ts 

may be corroborated by a rnathematical moclcl 

in the case of pedestrians. 

The resulting improvements involve primarily 

a reduction of the aggrcssiveness of the 

hood and of thc windshield in relarion to the 

head. 

These sectorial studies naturally give some 

idea of a riynthesis vehicle, derivecl from existing 

models among thc medium sized cars. lt 

must aflbrd a level of protection del.ined by a 

set of specifications. The devclopment of prototypes 

hy French manufacturer$ aims ar 

proving the technical and economic feasibility 

of thc cars with the best pcrformance with 

respect to secondary safcty and at providing 

guidance in the choice of future regulatory 

measures. 

As concerns trucks, the main concerns with 

respect to primary salety are improving braking 

and, more reL-ently, improving the,rtability 

to prcvcnt rollover. This study will lead to the 

development o1 a tractor trailer truck with 

much greater stability. The problcm has been 

greatly sirnplified by a mathernarical rnoclel 

that helps to dcfine the parameters to be 

moclified. 

In the area of secondary safety, the improvement 

of occupant protection has also 

been studied. This has pointed to the neecl of 

increasing the resistance of the cab in collisions 

against fixed obstacles or between

trucks. Finally, it has proven necessary to protect 

other vehicles by installing shock absorbing 

devices especially on the front end of 

trucks. 

To date only one study has been done on 

two-wheeled vehicles on the improvement of 

the protective features of the helmet. Research 

was done based on experiments aimcd at 

determining the tolerance of the head to 

impacts. 

ln developing synthesis vehicles, "Programmed 

Thematic Activities" has reached a 

SECTION 2: GOVEBNMENT STATUS REPORTS 

45 

decisive stage in the area of the individual 

automobile. A similar effort must still be 

made for trucks and two-wheeled vehicles. To 

this end, it is desirable that many participants 

from outside the automobile world play a role 

in diversifying the research approaches to 

improve vehicle safety. We can state at this 

time that "Programmed Thematic Activities" 

is serving an important function in road safety, 

since the results of its work up to now are a 

basic factor in defining regulations for future 

vehicles,

Introductory Remarks 

Dr. F. Rhoeds Stephenson, Conference Technical Chairman, Unlted Statee 

DR. H. RHOADS STEPHENSON 

Conference Technical Chairman 

United States 

I am Rhoads Stephenson, Associate Administrator 

for Research and Development of 

the National Highway Safety Administration' 

I welcome you to the opening Technical Session 

of the 7th International Experimental 

Safety Vehicle Conference. This session 

covers several vehicles which have been developed 

ancl tested over the past few years' It is 

of such importance that we scheduled it without 

parallel sessions, so that all of you could 

participate. There will be six other technical 

sessions over the next two days on specific 

aspects of vehicle safety' However, today's 

emphasis is on the systems level-the total integrated 

vehicle. 

This morning we have papers by Renault, 

Peugeot, and Volkswagen; an experimental 

safety motorcycle presented by the United 

Kingdom; and papers on the two United 

States sponsored research safety vehicles' 

These vehicles have completed their phase 

three development, and are now entering the 

phase four testing period which is being conducted 

under international cooperative agree' 

ments. The Calspan/Chrysler car is further 

along in its testing phase, and preliminary test 

results on that car will be presented in the 

afternoon session. 

There are two changes in today's program. 

The paper by Volvo will not be given. Due to 

a mistake, they were given inadequate notification 

and time to prepare their paper. I apologize 

for that oversight' In the afternoon session 

there is also a change' The paper by the 

Unitecl Kingdom on the frontal impact testing 

of the Calspan vehicle will not be presented. 

Because of schedule delays outside of their 

control, these tests have not been completed 

and will have to be presented at a later date. 

We will now proceed to the presentations. I 

ask that you make notes of any questions or 

comments and hold those until the discussion 

period at the end of this morning's session. 

Will the authors of each of the papers 

please remain in the front of the room- After 

the last paper has been presented, I will ask all 

the authors to come up and sit at the front 

table. We will then accept guestions or comments 

from the floor. 

47

Peugeot 104 Safety Vehicle 

JEAN DERAMPE 

Head, Safety Research Department 

Peugeot 

ROAD SAFEW AND THE 

CONSEQUENCES OF THE ECONOMIC 

CRISIS 

At the 5th lnternational Technical Conference 

on Experimental Vehicles in 1974, the 

E.E.V.C. put forward the objectives of the 

next generation of safety rules. 

These objectives, based on information 

from accident studies and on the results of 

laboratory tests, were expressecl no longer in 

terms of the limitation of def ormation, but in 

terms of "protection criteria" measured on 

dummies in crashes representativc of real accidents. 

A year and a half later, in December 

1975, the E.E.C. adopted rhe conclusions of 

the E.E.V.C. as the main points of the future 

European Rules on the protection of occupants. 

ln the meantime, the crisis in November 

1973 has completely altered the economic 

situation, changing prospects and priorities. 

Petrol has become scarce and its basic price 

has quadrupled; the cost of other raw materials 

is evolving fast. Crowth rates have suddenly 

slowed down; the demand for vehicles 

which had been growing at I09o annually, has 

become less regular and the average annual 

growth rate is much smaller. 

And yet road traffic, after faltering in 1974, 

has begun to grow again, less quickly but 

regularly all the same. Accidents entailing 

bodily harm and the number of iniurecl have 

EXPERI MENTAL SAFETY VEH ICLES 

275,000 

,.t----. 

.,r' I 

250.000 

,/r-- 

7'se8,ooo 

353,000 

16,200 

| 

--._.- | 

258.oo0 

-!'-..--d---_'r 

I-- 

353,000 

I 

.,rr*"" 

1971 1972 1973 1974 

- 

Fuel consumption 

Road accidents 

I njuries 

.. ...... Dead 

r975 1976 1977 191A 

Fuel consumption, 

accidgnt number, 

accident severity 

evolution from 1971 

to 1977 

not followed this progression; they have 

diminished slowly whilst the number of people 

killed in road accidents has diminished 

considerably. 

This improvement of road safety is of 

course due to measures taken by the Administration, 

to the improvements made to 

cars and road.s, and also no doubt to changes 

in the mentality and habits of drivers, who 

have no doubt listened to the lessons of the 

road safety campaigns that have been organized 

for them. 

Today we must prepare economies of energy 

for the future, which means finding ways of 

reducing consurnption considerably, but at 

the same time we must continue to improve 

safety. 

The role of the VLS lM is first to propose 

solutions, to c-hcck thcir cffcctiveness and

their cost, and above all to allow the choice of 

the best measures; in no case will it be possible 

to adopt all the solutions asscttrtrled in the 

VLS. They could togcther weigh and cost too 

much. 

But we shall have to choose among them 

those which most improve safety without 

jeopardizing the necessary reductions in 

weight without irnposing on society unacceptable 

extra costs. 

In our opinion, that is the usefulness of the 

VLS. 

OBJECTIVES OF THE STUDY 

For the implications of the results obtained 

to be generally valid, the study has been made 

on a srnall, widely sold car. 

The vehicle mu.st be one that can be registered 

as a 1980 model particularly as far as exhaust 

control, noise, and salety in general are 

concerned. 

According to the terms of the contract this 

vehicle must protect its occupants in the following 

cases: 

r frontal irnpact at 55 kph against a fixed rigid 

wall at an angle of 30 degrees to the trajectory 

of the vehicle, 

lateral impact with a car of similar type with 

impact at 50 kph and at 90o, when the vehicle 

is standing, 

rear impact at 35 kph caused by a moving 

flat rigid barrier weighing ll00 kilos' 

roll over at 50 kph. 

Non-opening of doors on imPact 

Possibility of opening at least one door by 

hand rAri+h^r rt tnnlq 

Po$sibility of extractlng the dummies in one piece 

after impact without tools .. 

No total ejection and at no time the uppermemberg 

stuck between the vehicle and the ground 

No unlocking of the seat f ixtures 

$ECTION 3: INDUSTRY STATUS REPQRTS 

The required performances for each type of 

impact are set out in the chart below' 

The vehicle must be modified to improve 

the protection of the pedestrian: the first conclusions 

will be drawn from this study and the 

test results. 

All these performances must be obtained 

without significantly aff'ecting the fundamental 

characteristics of the vehicle: 

. road handling, 

r internal and external dimensions, 

. performance, 

r fuel consumption. 

Despite the precautions taken to ensure effective 

and light solutions, the modifications 

on the VLS when put together would lead to 

an additional 10Vo in weight, lower no doubt 

than the increase with ESVS, but too great, as 

we have alrcady stated, in the context of the 

present crisis. 

Choice of the Basic Vehicle 

The vehicle chosen is a Peugeot 104. 

It is a small saloon-car measuring 3'48 m in 

overall lcttgth, capable of transporting 4 to 5 

passengers and weighing 780 kilos when ready 

to drive. 

It has four side doors and a fifth door at the 

rear. The back seat can be folded forward in 

order to increase the size of the luggage compartment 

if necessarY. 

The 104 has front wheel drive, driven by a 

transversely mounted engine. The 1I24 cm3 

FFONTAL 

IMPACT 

a 

t 

a 

I 

a 

a 

t 

a 

LATERAL 

IMPACT 

a 

a 

a 

I 

t 

a 

I 

BOLL 

OVER 

I 

t 

I 

a 

a 

a 

REAR 

IMPACT 

o t 

I 

I 

t 

I 

I 

I

engine develops 57 hp at 6000 rpm, and 7.8 

mdaN at 3000 rpm. 

There is independent suspension on all four 

wheels. 

TECHNICAL CONCEPTION OF 

THE VEHICLE 

The vehicle presented, known as the VLS 

10,4-light safety vehicle-was conceived on 

the basis of the 104 and has kept all its essential 

characteristics. The major modifications 

involve the structure of the vehicle and the 

protection devices necessary to allow the effects 

of each type of impact. 

Conception of the Frontal lmpact 

It is not generally accepted that the most 

representative of frontal crashes on the road is 

the so-called 30" impact. 

The choice of the test speed at impact is 

essential because it is that speed which determines 

the amount of energy concerned that is 

the size of the structures and the type of 

restraint system. 

AV km/h 

80 

70 

BO 

50 

40 

30 

20 

10 

o 


For the sake of this contract, the speed was 

fixed at 55 kph, that is l0o/o more than the rest 

speed at pre.sent prescribed; this means 20go 

more energy to be absorbed at each deformation, 

According to the accident analysis made by 

the Peugeot-Renault Association, it is at this 

speed that 93Vo of all people injured receive 

their injuries, and 74u/s are killed and seriously 

injured whereas at 50 kph the figures are 

respectively 90% and 6090. 

Frontal Structure 

The energy of a frontal impact is dissipated 

by the gradual deformation of structural elements 

working in compression and placed at 

two levels: 

r at underframe level, the lower forward 

crossmember distributes the load over the 

engine cradle and the lower rails of the 

wheel panel; the compression load is transmitted 

to the bottom runner.s under the forward 

part of the f'loor and linked at the rear 

to the side members by means of the crossnnember 

under the front seat,

. at waistline level, the load is applied to the 

reinforcement ol' the wheelhouse, resting 

directly on the beams set above the fiont 

and rear doors. 

The steering-column mounting has been 

modified to reduce the strains caused by the 

rear-ward movement of the toeboard. 

Special arrangements have been made to 

facilitate the opening of at least one door per 

row of seats (door-frame reinforced; doors 

Ant i-eggressiveness 

cross.member 

SECTION 3: INDUSTBY STATUS REPORTS 

51 

D ETAI L "4" 

Cross bar 

DETATL 

,,8,' chamf ered 

exrernar oanel 

Hinge 

red ucing-play 

Hinge reducing play

strengthened; crossbars placed in the pillars; 

measures taken to reduce play and chamfered 

external panels). 

Protection l)evices 

The protection of occupants at front and 

rear is assured by automatic three point seat 

belts. Because of the additional 2090 of energy, 

it has power necessary to stiffen the strap reducing 

its elongation rate to 690. 

To avoid pressure on the thorax above that 

which the human body can tolerate, a load 

limiting mechanism has been devised made up 


52 

of a torque bar placed between the axis of the 

retractor and the retractor box. 

In the front seats, the buckle is fixed on the 

seat to allow the correct positioning of the 

pelvic part of the strap, whatever the size of 

the occupant. 

In the rear seats there is a special device 

which has been developed to obtain sufficient 

verticalization of the pelvic strap (some 60o), 

whilst making sure that the rear seat can be 

maneuvered easily. 

The windscreen, stuck to its frame, is a 

Securiflex one; this Securiflex is made up of

L 

four layers, one of which-on the inner 

side-consists of a layer of plastic to reduce 

the risk of cuts from flying glass. 

Results for l'rontal ImPact 

The results obtained during sled tests at 

55 kph are satisfactorY. 

SLED TEST 

Head l.y-|. ,. (9) 

Thorax l7l, *" 

(g) 

Abdominal criterion 

GLOBAL TEST 

Head HIC 

Thorax ltl3ms (g) 

w 


Front 

Rear 

Hybrid ll 50th percentile 

50th percentile f emale 

Driver R L R 

62 

52 

0 

I 

Femur load F (daN) F 

Abdominal criterion 

o4 

40 

0 

72 

52 

0 

Hybrid ll 

50th percentile 

Driver R 

858 

56 

120 

660 

0 

84 

48 

0 

806 

46 

400 

120 

0 

The testing of frontal impact at 59 kph on a 

converted vehicle also gave satisfactory 

results. 

For Rear lmpact 

The structure of the VLS 104 is reinforced 

by two small rails running beneath the rear 

part of the floor. The petrol tank is protected 

by a structural frame inside the rear axle, 

which rests on the side rails of the underbody. 

ln the case of rear impact, the protection of 

the occupants in both front and rear is assured 

by means of seat backs and head rests; for the 

Reer exl6 resting 

- f, T.-,-.-.-,J-- 

- rl-)i+---r- 

-.-{j'jr-___]

ear seats the head rests are fixed to the upper 

cross member of the rear window so as to 

allow the seat to be folded forward. 

Results 

The results measured on 50th percentile 

male dummies in the front and 5th percentile 

female ones in the back can be seen below. 

No fuel leak was observed either during nor 

after the test at 35 kph. 

For Lateral lmpact 

Researching into this type of impact is a 

relatively recent practice; as a result the 

choice of test procedures based on real accident 

conditions has not been universally agreed 

upon. 

Information Gleaned From 

Accident Analyses 

To improve protection in cases of lateral 

impact, it is necessary to reduce the speed 

35 km/h rear 

crash flat rigid 

moving barrier 

1100 kg 

Head lTls." (g) 

Hyperextension 

Thorax l7l,,n" (o) 

Pelvis l7l,,.,.', (O) 


variation which the occupant is subjected to 

on impact. 

This speed variation for the occupant on 

impact, which characterizes the gravity of the 

accident, is closely related to the inner panel 

speed at the time when the occupant hits it. 

This speed variation for the occupant is 

often far greater (more than 5090) than that 

for the vehicle which is hit, particularly in 

cases where impact leads to intrusion. 

Our first task was therefore to reduce inner 

panel speed. 

Reducing Inner Panel Speed 

The means used for the VLS are as follows: 

. the structure of the passenger 

compartment 

has been reinforced. 

- the floor has been strengthened by three 

transverse members with strong cross 

section inertia. on which the rails of the 

underbody, itself reinforced, rest; 

- the resistance of the side wall has been 

improved by a central roll bar; the doors 

Front occupants 

Hybrid ll 


Rear passengers 


female 

Driver Occupant L R 

17 

*HlEl 

f,? 

t4 

Fatal cases 50-60% 20-30% 15-25% 

Any ddqree 

of severity 

60-700/" 15-250/, 10.20% 

Distribution of side impacts by type of obstacle. 

50 

40 

30 

20 

10 

0 

Location of impact point in car to car collision. 

E aV vehicte 

B VT occupant 

90 degrees 50 km/h 

Comparison vehicle AV/occupant transverse 

speed. 

SECTION 3: INDU$TRY STATUS REPORTS 

have been strengthened to avoid localized 

perforation; the chaining of the 

doors has been improved; 

- the side wall has been braced at pelvis 

Ievel, that is at the level of the bumper of 

the vehicle causing impact; 

- the frontal structure of the vehicle causing 

impact has been made /essaggressive; 

90 degrees 50 krh/h 

Comparison occupant AVT/calculated Vioo. 

'o 

Vo 

tzd'v1o 

u,o e1d cos /J + e?d 

aV1 - V; 

* 

AVZ - Vio 

T 

apt*Vioto-D=0 

tp * Vio 

Determination of occupant-wall impact speed. 

- it is the lower part of the structure which 

causes impact thanks to a cross member 

placed far to the front just beneath the 

bumper and opposite the side rail of the 

I underbody; 

- the upper part of the structure has been 

located 104 mm back from the lower 

cross member.

Reducing the Rlgldlty of the Inner Panel 

The second parameter to be taken into account 

in order to reduce the gravity of impact 

at a given body speed is the deformation capacity 

of- the inner panel, so that the energy of 

impact of the occupant can be atrsorbed without 

intolerable strain. 


This means that the rigidity of the inner 

panel must be reduced, and that it must be 

equipped with padding of appropriate rigidity. 

The VLS is equipped with semirigid three 

centimeters thick foam at chest height and 

four centimeters thick foam at pelvis height.

Results 

The results of lateral impact of VLS against 

VLS at 90o and at 50 kph are given in the chart; 

DUMMY 

HEAD 

HtC 

CHEST 

SI 

lTlr," (o) 

PELVIS 

ltls -, (g) 

104 VLS 

Rear 

Driver 

Passenger 

Jriver 

Rear 

Passenger 

265 

807 

65 

105 

139 

50 

19 

The results obtained from tests with the 

Hybrid II dummy confirm the homogeneous 

character of the various techniques tried. But 

we know that the dummy type is not sufficiently 

representative of the real behavior of 

an occupant. 

We therefore intend to confirm the value of 

the principles used on the VLS once a more 

representative dummy has been found. 

45 

Anti-aggressiveness cro$$-member 


170 

112 

40 

52 

400 

201 

40 

40 

Seat reinforcement 

Protecting Pedestrians 

Hinge reinforcernent Pillar "B" reinforcement 

An earlier study presented in London on 

the Peugeot safety vchicle put forward the 

idea of a deformable front, intended to reduce 

the severity of initial front impact. 

Research work has continued, and has been 

facilitated by better knowledge of pedestrian 

and two wheel vehicle accidents.

Annlysis of Accidents 

Various analyses made show that the worst 

accidents are caused by head injuries, and 

Vehic le/pedestrian i mpacts: i nj ury distribution. 

Body Regions 

Head 

Neck 

Chest 

Upper M€mbers 

Ahdomen 

Lumbar Column 

Pelvis 

Lower Members 

TOTAL 

lmportance of 

Iniuries Due 

to the Vehicle 

40.7 

0.7 

7.3 

3.4 

0.3 

o.2 

1.7 

25.5 


Overall 

lmportance 

of Injuries 

53 

0.9 

't1.3 

4.7 

0.3 

0.3 

2.'| 

27.4 

Vehiele/pedestrlan impacts inJury origin. 

Head vehicle 

contact areas 

Windshield frame 

Bonnet & fenders 

Bonnet deck 

Windshield 

Facia panel 

Side accessorles 

that most often these injuries are caused by 

the vehicle when the head hits either the rear 

part of the hood or the windscreen. 

The dangerous parts of the vehicle have 

been found to be above all in the windscreen 

frame, which is a very rigid area. 

Coneeption 

Injurie$ 

importance 

33.5 

22.8 

12.9 

10.6 

9.2 

2 

Average 

severity 

4 

3.4 

3.7 

2.S 

5 

2.1 

Injuries importance Average Severity 

E(AlS","*"nJ3 

r(nts)s 

E(AtS)3 

On the VLS 104 solutions are proposed to 

make this windscreen frame area sufficiently 

deformable (collapsible windscreen frame in 

case of impact and covered by a polyurethane 

skin). 

lmportance of 

Injurle$ Due 

to the Ground 

12.3 

0.2 

4.0 

1.3 

0.0 

0.1 

0.4 

1.9 

79.8 100 20.2 

n 

Crlterion of injuries 

importance 

E (Alsbody 

resbJs 

E (AlS)o 

NOTE: The numbers 

shown $hould be taken al 

their relative value, they 

have no simple absolute 

signif icance. 

q

Absorbing structure 

On e flexible frame 

"Securiflex" stuck 

I 

I 

SECTION 3: INDUSTRY STATUS EEPORTS 

56 

LamP and 

concea led 

head lamp 

As far as the influence of the parameters of 

shape and rigidity on the trajectory of the 

head are concerned, the results obtained with 

sophisticated mathcmatical models show that 

only the shape has any influence on the point 

of impact; the way of the rigidity of the front 

of the car is spread has a style influence on the

speed of impact. Impact between vehicles and 

dummies confirm these results. 

The Securiflex windscreen is also only a 

slight danger to the pedestrian: it ensures the 

protection of the head over a very big surface. 

The axes of the wipers are protected by 

elastomer pads. It should be added that the 

front of the vehicle is deformable in axe to 

reduce the severity of the initial impact on the 

pedestrian (Nose of the hood and bumpers in 

polyurethane foam). 

Test Results 

The characteristics of the elements have 

been determined by test with a pendulum 

equipped with a striker adapted to the area of 

the vehicle. 

The comparison of the results of tests show 

that the braking attitude has little influence 

on the localization of the point of impact of 

the head on the vehicle and the degree of 

severity. 

The attitude has an influence on the localization 

of the first impact on the knee. On the 

VLS, this impact has been localized just 

beneath the knee of the adult with polyurethane 

foam with a density chosen so that the 

constraints remain beneath the limit of 

tolerance. 

It should be noted that this protection of 

the Iower members is compatible with the 

Leg impacUbumper VLS 104 bumper. 


lmpact against bonnet nose. 

effective protection of the vehicle during 

parking. 

It is preferable for the car to be able to 

resist without damage the results of small impacts 

caused when parking, that is at a speed 

less than 4 kph. This means compatibility between 

the front and rear contact areas at a 

height proposed by the ISO standard if not 

lower than it.

SECTION 3: INDUSTY 

STATUS REPOBTS 

90 km/h 

CONSO 

120 km/h 

Liters 

rEtffi 

Consumption. 

CHARACTERISTICS OF THE VLS 104 

The adaptation of these various solutions 

has led to the birth of the VLS 104. 

This safety vehicle maintains the general 

concept of the original saloon. 

It is a four-door saloon capable of carrying 

four people in the protective conditions already 

described. 

COMPARATIVE 

CHART 

1Q4 VLS 

Vehicle 

Mass 

Engine 

Max power is DIN hp 

6cV 

57 

6000 

8.2 

Max torque in mdaN 

3000 

Kph at 1000 upons 

24.9 

Maximum speed kph rpm 147 

Max $peed at 470 

114 

Standing start 400 m 

1000 m 

Hill start 

20.6 

38.7 

27 o/o 

In general the amount of room inside has 

been maintained except for elbow space, 

which has been reduced. because of additional 

door paddings. 

The external length of the VLS has been increased 

by 40 mm; this lengthening has been 

n: ldc necessary to allow protcction of the 

pedestrian against initial impact on the front 

of the car. 

ln the rear there is a fifth door together with 

a rear seat that can be folded forward. In 

order to preserve this possibility and still ensure 

adequate protection of the rear seat passengers, 

thc buckles of the rear seat belts have 

had to bc ntounted on peduncles placed in a 

hollowed out part of the seat, and the rerracrable 

headrests have had to be lixed on the 

upper crossbeam of the rear window. 

To ensure better pedestrian protection, the 

5800 

11 

outer shape has had to be modified; a flexible 

front hrrs replaced the classical one, and this 

also ensure$ the protection of the vehicle during 

parking. It should also be noted rhat the 

3000 assembly of the roof has been char-rged to 

28.5 avoid the risk of a door being struck in case of 

153 roll-over: this has been dorrc by doing away 

121 with the rain gutter along the sides of the roof. 

19.7 

37 

320/, 

As far as the rnechanical side is concerned, 

most elcrnents remain similar to those in the 

basic model. 

I, 

I 

14 

l2 

10 

I 

6 

4 

6.21 

8.49 

6.03 

8.08 

1/100 km 

100 120 140 Km/h 

E

Front and rear independent-wheel suspension 

is that of the basic saloon apart from the 

fact that the front axle has to be adjusted to 

allow for the increase in the weight of the car. 

The VLS has been equipped with punctureproof 

Denovo II tires, which make it possible 

to drive with a flat tire. Doing away with the 

spare wheel has meant that we have been able 

to improve the load-deformation characteristics 

of the hood in cases of impact from the 

head. 

The rack-type.steering is absolutely identical 

with that of the basic saloon. 

The power of the vehicle has been modified 

to take into account the extra weight of the 

structure and Brotection devices. In order to 

keep fuel coniumption down, to that of the 

basic saloon, and to similar vehicles, the 

engine in the VLS has capacity increased to 

1360 cm3. This develops 72 hp and torque of 

ll dmdaN. 

CONCLUSION 

EXPERI M ENTAL SAFETY VEH IGLES 

The work undertaken on the VLS tO+ is not 

yet finished, but already it appears that new 

62 

measures to improve safety are possible and 

they are technically compatible with each 

other. 

What remains is to choose the best of them 

and to marry them with another objective, the 

reduction of weight and fuel consumption, 

which is today the aim of another "Action 

Program" in France. 

There is no doubt that among the measures 

tried in this study, many will finally be 

adoptcd in a way that remains to be improved. 

Useful results have already been integrated 

in the studies in progress, each time that an 

improvement of our knowledge has made that 

possible. 

One important point in this study is that we 

can confirm that a small car can give excellent 

results when it comes to saf'ety and just as 

good protection from impact as a big car, and 

that the improvements envisaged today in no 

way exclude small cars. 

BTBLIOGRAPHY 

l. 5th ESV "The future for car safety in 

Europe" A report of the EEVC-Londres 

Juin 1974.

2. Actes du symposium automobile europd6n-Bruxelles 

Decembre 1975. 

3. R6vue d'information du comitd interministdriel 

de Ia s6curit6 routidre (France). 

4. 5th ESV "Synthesis of statistical data on 

traffic accidents in France, West Germany, 

Italy and United Kingdom" London, June 

t974. 

I 


Status Report of Minicars' Research Safety Vehicle 

DONALD E. STHUBLE 

Vice President of Engineering & Flesearch 

Minicars, Inc. 

Minicars, Inc. has been involved in the 

Research Safety Vehicle program continuously 

since 1974. During much of that time the 

Contract Technical Manager has been Mr. 

Jerome Kossar, and we would like to 

acknowledge and express appreciation for his 

contributions to the success of the program. 

RSV STRUCTURE 

Shown in Figure I is the RSV as it appears 

today. It is a compact size car weighing less 

than 2500lbs. It is powered by a Honda Ac- 

Figure 1. Minicars RSV. 

l9th Stapp Car Crash Conference 

"Safety 

Performance of Securiflex Windshield." 

REvue des ing6nieurs de I'automobile- 

Mars 79. "Analyse des paramdtres significatifs 

du choc lat6ral." 

Sth ESV "Presentation 

5. 

6. 

7. 

of Peugeot Safety 

yshisls-VSS." 

8. 3rd IRCOBI Septembre 1978. 

cord stratified charge engine, and has 

demonstrated fuel economy in excess of 32 

mpg. The low weight and the high fuel 

economy are nevertheless consistent with 

outstanding crashworthiness, which has been 

demonstrated in l7 verification crash tests 

covering the full spectrum of significant realworld 

accident modes. This synthesis of fuel 

efficiency and crashworthiness is made possible 

by the vehicle structure. As Figure 2 illustrates, 

the structure is comprised of closed 

box sections. These are fabricated from lightgage 

low carbon steel with typical thicknesses 

of .030 to .050 inches. Where the cell volumes 

are appropriate, they are filled with 2 lb/ff 

polyurethane foam, which stabilizes the sheet

Lower door 

Front seat 

t)ox 

Hear seat box 

Figure 2" RSV foam-filled areas. 


Sill A 

cen ter 

spr ne 

metal and contributes substantially to the 

ability of the structure to absorb energy when 

crushed in a variety of directions. 

The RSV is not based on a current vehicle, 

but is a new design from the ground up. This 

allows maximum flexibility regarding the 

vehicle architecture. With reference to Figure 

2, the longitudinal load paths $tart with the 

foam-filled luggage compartment floor and 

front t'ender boxes, and continue through the 

foam-filled door reinforced with longitudinal 

struts, and terminate in the engine compartment. 

The gas tank is a rubberized fuel cell 

stowed under the floor in the rear center 

spine, well forward of the rear wheels. 

Intrusion resistance in side impacts is provided 

by the foam-filled door, which seats 

against ample shut faces on the sill and the Aand 

B-posts. The bottom of the door is 

secured by the latch, and by crash pins located 

just below the daylight opening. The A-post is 

supported by the cowl and foam-filled 

toeboard. The sill is supported by foam-filled 

boxes under the front and rear seats, see 

Fender boxes 

Bolt-on nose 

Figure 2. Foam-filling is accomplished by 

machine mixing and pouring the liquid 

reagents into each cell, as in Figure 3. The 

foam then rises and solidifles to fill the 

volurne. 

Figure 3. Foam-filling process.

Other important plastic components are the 

reaction injection molded exterior parts, and 

the flexible urethane bumpers. The front 

fascia and fenders are made entirely from 

reaction injection molded urethane; these 

parts attach to the fiberglass hood surround 

and base structure, as shown in Figure 4. The 

hood is a foam-filled laminate made of a reaction 

injection rnolded outer and a fiberglass 

inner. Similarly, the rear fenders are made of 

reaction injection molded urethane. The rear 

bumper fascia is made from hand fabricated 

flexible urethane to reduce tooling costs. 

Parts away from bumper strike areas are 

made of fiberglass, as indicated in Figure 5. 

The bumpers are made of flexible tbam in 

conjunction with rubberized fabric (or rubric) 

Figure 4. Front exterior parts. 

Figure 5. Rear exterior parts. 

I 

SEQTTON 3: TNDUSTRY STATUS REPORTS 

F iberg lass 

fender 

65 

inserts, see Figure 6. The bumpers and reaction 

injection molded parts were developed by 

Bailey Division of United Shoe Machinery. 

The front bumper prevents damage at collision 

speeds up to I mph. Between 8 and approximately 

17 mph, damage is limited to a 

bolt-on module, which can be easily replaced. 

At higher speeds, damageability becomes less 

important than occupant injury, and the 

strategy is to save the occupant-not the car. 

These features are provided by the forcedeflection 

characteristic shown in Figure 7. 

This characteristic resulted lrom a very careful 

analysis of the variety of accident modes in 

which the RSV could be involved. 

In particular, ttre RSV is designed to collide 

with existing vehicles in the population. In 

Polyurethane foam 

Figure 6. R$V bumper design. 

I 

Force 

Bolt. 

on 

Bumper nose 

Mein front 

structu re 

Figure 7. HSV front structure and crush characteristic.

frontal collisions with those vehicles or with 

fixed objects, the concern is with occupant 

protection, due to the RSV's low weight' Conventional 

cars, on the other hand, are most 

vulnerable when struck in the side*even large 

cars. The very soft RSV front structure is the 

result of trading off, on the basis of total 

societal losses, aggressivity in side impacts 

versus occupant protection in frontal impacts. 

The specific crash modes are shown in Figure 8. 

In addition to dealing with the crash environment, 

the structure was designed to be 

ffil;1f, earrier 

w5A:tI rrq-l 

FH"/!J 

RSV Small 

tr=Tnr 

EFVYd 

RSV 

rFfil NT-T|I 

rE1/-rt E\J--U'1 

Figure 8. HSV compatibility. 

Figure 9 RSV 50 mph frontal barrier performance. 

EXPERI M ENTAL SAFETY VEHICLE$ 

Rsv ffi Lurg" 

6ryn1 ffi 

l+ja:--l /L-.1-l n fl 

L.:l4rr lt-l 

H 

Occ. eggressivity Protection 

66 

translatable into a mass-produced, affordable 

product, and to be durable in regular driving. 

To meet these goals, the Budd Company participated 

in the structural design activity and 

performed a vibration screening test on the 

structure. Additionally, a 15,000-mile accelerated 

life test will be performed at the Chrysler 

Proving Grounds. 

Cetting back to the crash environment, 

Test 8.10-a frontal barrier crash of the final 

design RSV-produced a very favorable crash 

pulse, with a peak of 43 g's and a crush of 45 

inches, see Figure 9. Even though the total 

velocity change was 54.4 mph, the structure 

maintainecl its integrity and provided a favorable 

environment for the restraint systems, as 

we shall see later. Both doors were readilv 

opened after the crash. 

RSV FRONTAL CRASH PROTECTION 

The driver restraint employs no belts, to 

keep it fully passive. The system consists of 

the seat, dual-cell airbag, inflator, column, 

knee restraint, and appropriate bracketry, as 

shown in Figure 10. The inner bag inflate-s 

first to fill the gap between the wheel and the 

torso; the gas is vented to the outer bag and 

reused to control head motions later in the 

event. Figure I I shows the major components 

in the driver restraint system. As indicated in 

Figure 10. RSV driver restraint.


GM ACFIS wheel 

Tube mendrel 

sa unit 

Figure 11. RSV drlver restralnt components. 

Figure 12 the column is a Minicars tube and 

mandrel unit integrated with a General Motors 

ACRS column housing and steering wheel. 

The column possesses a high degree of geo- 

Figure 12. Column stroking mechanism. 

7ring 

N,N-kt 

{\/-'t 

I 

Thiokol 

i nflator 

Clamping 

ilng 

1 .0 cu, ft, 

inner bog 

Bag cover 

metric stability in the presence of bending 

movements, provides 6 inches of stroke, and 

is almost totally insensitive to upward rim 

loads, which can be as high as 500 lbs. 

GM ACRS wheel

The system has been shown to demonstrate 

occupant protection well in excess of FMVSS 

208 criteria, with speeds in excess of 50 mph' 

The results of Table I were produced in the 

barrier crash test referred to above. F-or occupants 

other than 50th percentile males, protection 

has been demonstrated by sled tests. 

The results shown in Table 2 are the outcome 

of 39 sled tests, which led us to cortclude that 

protection can be provided within FMVSS 208 

criteria to speeds of 45 mph for occupants at 

the anthropometric limits. 

The RSV passenger restraint operates on 

principles similar to those of the driver re' 

straint, in that a torso bag quickly fills the gap 

between the torso and the reaction surface; 

subsequently, gas is vented to a second bag to 

control head motions later in the event. A 

crushable knee restraint is also employed, see 

Figure 13. Restraint hardware is shown in 

Figure 14, including the cylindrical inflator. 

Performance of this system has also been 

demonstrated for 50th percentile male occupants 

at speeds of 50 mph. The results of 

Table 3 were obtained in crash test 8.10. For 

Table 1. RSV driver restraint performance 50th 

percentile male. 

Parameter 

Velocity aV (mph) 

Hrc 

Chest Gs 

Femur Load (lb) 

RSV 

54.4 

304 

45 

1 575 


FMVSS 

208 

Criteria 

30+ 

1000 

60 

22Q0 

Table 2. RSV driver restraint performance 

anthropometric limits. 

Parameter 

Velocity AV (mph) 

Hrc 

Chest Gs 


5th Percentile 

Female 

45.4 

528 

55 

900 


Male 

44.8 

615 

60 

2000 

Figure 13. RSV passenger restraint. 

Dual cell 

air cushion 

lator 

Foam knee restraint 

Figure 14. RSV passenger restraint configuration. 

Table 3. FISV passenger re$traint performance 

50th Percentile male. 

Parameter RSV 

Velocity aV (mph) 

HIC 

Chest Gs 


54.4 

554 

48 

890 

FMVSS 

?OB 

Criteria 

30+ 

1000 

60 

2200 

5th percentile females and 95th percentile 

males, protection within FMVSS 208 criteria 

is provided to at least 46 and 40 mph, respectively, 

see Table 4. These conclusions are

Table 4. RSV passenger restraint performance 

anthropometric I imits. 

Parameter 


HIC 

Chest Gs 



Female 

46,1 

710 

4g 

200 



Male 

40.1 

700 

47 

ss0 

based on 33 sled tests of the system. Further 

tests are planned with out-of-position occupants. 

Figure l5 illustrates the packaging of 

the driver and passenger restraint systems in 

the vehicle. As with the driver system, the 

passenger system is fully passive in that no 

belts are employed. 

In the rear seat, however, low occupancy 

mitigates against all but the simplest restraint 

systems. The RSV belt system looks similar to 

conventional 3-point harnesses, but it employs 

low stretch webbing, and tuned force Iimiters 

Figure 16. HSV rear seat belt $ystem. 

Shoulder belt 

69 

Figure 15. RSV dashboard, showing finished 

front seat restraints. 

at each of the anchorages, see Figure 16. Sled 

tests have demonstrated performance of this 

system at speeds of 40 to 45 mph, depending 

on the occupant size. 

In side impacts, the restraint system consists 

of padding on the door and potential strike 

surfaces. Aside from providing appropriate 

'D'ring 

gu ide 

Slide adjustmenl 

0utboard force 

lirnitBr (not vlsiblBl 

Inboard 

f orce limiter 

Under seat box 

delta support 

Force 

limiter

F.F* 

energy absorption in crashes, a major consideration 

is to minimize the claustrophobic effects 

that have sometimes been demonstrated. 

This is accomplished by extensive sculpting of 

the door pad, as shown in Figure 17. Based on 

car-to-car crash test results, we found that 

RSV door padding elements can be developed 

using dummy impact tests at about 25 mph. 

Such dynamic tests led to a urethane shoulder 

pad of 5 inches, and a hip pad of 6 inches, 

Flgure 17. RSV door interior. 

Figure 18. Gross sectlon. 

EXPERI MENTAL SAFETY VEHIGLES 

Structu ral 

foam 

70 

Table 5. Volume comparison. 

Car 

Fairmont 

Audi 5000 

RSV 

Volvo 

4-dr Accord 

4-dr Audi Fox 

protected by a fiberglass cover, as shown in 

Figure 18. Despite the extensive padding, the 

vehicle maintains an interior volume in the 

compact car range, as indicated in Table 5. 

Pedestrian impact protection is being investigated 

in a series of tests at Battelle Institute. 

An initial series of 13 tests, utilizing a new leg 

impact test device, indicated that proposed 

knee injury criteria are inconsistent with other 

requirements imposed on the bumper, such as 

reducing damageability. A further series of 

tests on a special pedestrian impact dummy 

will examine the adequacy of the RSV bumper, 

soft fascia, and flexible hood in reducing 

whole-body injuries. 

ACTIVE SAFETY 

Passenger 

(Fts; 

96 

90 

90 

89 

82 

84 

Luggage 

(Ftel 

17 

15 

13 

14 

14 

11 

With respect to accident avoidance, the 

RSV meets all of the IESV handling requirements, 

except for ride and returnability. The 

IESV specifications were based on large cars. 

Returnability tests were run in two directions 

at two speeds. Results were satisfactory in 

three tests and were marginal in the fourth. 

Most of the RSVs to be delivered for Phase 

IV evaluation will be equipped with the fourwheel 

disc system trom Fiat XLl9's. Howeverr 

a high technology version of the RSV is 

being developed, and one of its features will 

consist of a Bendix anti-lock brake system. 

This system will be moditied to accommodate 

collision mitigation capability, which would 

be employed when a high speed collision is 

unavoidable. The collision mitigation feature 

will quicken brake system response by dump-

ing hydraulic accumulator pressure directly 

into the anti-skid valve. This feature is designed 

for circunrstances in which the driver 

does not perceive a dangerous collision situation 

soon enough, and when braking action 

should begin automatically to reduce the collision 

speed to a level that can be handled by 

the occupant crash protection system. 

THE HIGH-TECHNOLOGY RSV 

On the high-technology RSV, the collision 

mitigation feature requires some "eyes" in 

the form of a radar system, which is interfaced 

with an onboard microcomputer. These systems 

make possible a "smart" cruise control 

which will be discussed below. Other features 

of the high technology RSV are a special flexible-format 

digital display, a turbocharged 

Honda Accord engine, and a manual transmission 

shifted automatically under computer 

control, so that engine power and driver convenience 

can be improved without undue sacrifice 

of fuel economy. 

The radar, shown in block diagram in Figure 

19, is a non-cooperative FM/CW system 

using two antennas (one for transmit and one 

for receive) is bistatic, homodyne operation. 

Radar specifications are shown in Table 6. 

Figure 20 shows how the radar sensitivity 

pattern is biased to the right. This bias, 

coupled with computerized signal processing, 

appears to elirninate all false alarms. 

Tran$mit 

Sntenna 

SECTIoN 3: INDUSTRY STATUS REpoRTS 

r7.E GHz ll3 ill: 

Figure 19. Block diagram of Ku-band FM/CW radar. 

71 

Table 6. Radar speclflcatlons. 

Frequency | 17.S cHz 

Power output I zo mw 

Horizontal beamwldth I SDeg 

Vertical beamwidth I SDeg 

Antenna gain I SO Og 

Total antenna size I 77 x Zi x B cm 

Range rate | 0-60 m/e 

Range 

Collision mltlgation 

I e-gO m 

Headway control | 6-50 m 

The existence of the radar and the computer 

make possible a "smart" cruise control. 

When no car is in front of the RSV, the car 

travels at the selected cruising speed until the 

cruise control is overridden by the driver, just 

like a conventional system. However, when 

the RSV comes up behind a slower moving vehicle, 

the RSV slows down accordingly and 

maintains a safe following distance. We think 

that this system illustrates one way of packaging 

a safety device in the form of a desirable 

convenience feature for car buyers. 

In the high technology RSV, the basic Honda 

5-speed manual transmission is shifted 

automatically under computer control. The 

computer is based on an Intel 8080 CPU, with 

l6k of PROM and 32k of RAM memory. This 

is all located on two cards. The computer generates 

analog signals which drive actuators for 

Post amp 

Slgnal 

* processor 

-pF

istance (m) 

3.o 2,o 1.0 0.5 t 0.5 1.0 2.0 3.0 

Left (ml .- ---* Hight (rnl 

Figure 20. Radar sensitivity pattern. 

(a) Clutch actuator 

EXPERI M ENTAT SAFETY VEHICLES 

(b) Throttte actuator 

Figure 21. RSV high-technology transmission actuators. 

72 

the clutch, shift and throttle, shown in 

Figure 2l. 

The engine is turbocharged to provide improved 

acceleration, and to permit the installation 

of power consuming accessories like air 

conditioning, with minimal sacrifice in fuel 

economy. The most significant feature of this 

turbocharger installation is the application to 

a stratified charge engine; the third valve per 

cyclinder requires that the blower be mounted 

ahead of the carburetor. Furthermore, the 

presence of the onboard computer that shifts 

the transmission also provides a means of 

knock control by controlling the operation of 

the wastegate. It is expected that the turbocharging 

will boost the maximum power from 

68 to 110 hp. 

THE LARGE RESEARCH SAFETY 

VEHICLE 

An important outcome of activities like the 

RSV program is the transferral of technology 

to other car designs. Accordingly, we undertook 

to illustrate the application of RSV technology 

to a full size 6-passenger car. The result 

was the Large Research Safety Vehicle, or 

(c) Shi{t actuators

LRSV. The goals for this vehicle ar. iho*n in 

Table 7. 

The most important objective was to demonstrate 

27.5 mpg fuel economy, vifl combinations 

of weight reductions and power-train 

substitutions. Being larger and heavier than 

the RSV, there is less need for high speed impact 

protection, and therefore Level II safety 

performance was established as the goal. Research 

goals were adopted for emissions, and 

acceleration performance was to be comparablc 

with existing vehicles. 

A major step in meeting these goals was the 

development of a modified Volvo Bl9 engine 

with a triple catalyst emission control system. 

Turbocharging was to be used if necessary to 

provide suitable acceleratiott performance. 

An appropriate transmission was to be 

selectcd for fiont wheel drive application, and 

Table 7. LRSV goals. 

Fuel economy: | 27.5 mph 

Safety: I 40 mph front 

Emissions: | :Hl. 

, | 

| 

3.4 GPM CO 

in 15 sec 

0.4 GPM Nox 

Acceleration: I O-oo mpn 

Figure 22. LRSV engine compartment. 

SECTION 3: INDUSTRY STATUS BEPORTS 

73 

current plans are focused on the GM X-body 

4-speed and the Volkswagon Rabbit S-speed 

transaxle. 

Engine development focused on reduced 

friction, increased operating temperature, and 

multiple spark ignition. For maximum power 

to avoid detonation with turbocharging, 

water injection was used, with spark retardation 

as a backup. This work was done by 

Volvo of America. 

The ffansverse front engine installation is 

shown in Figure 22. 

The use of the smaller engine was made 

possiblc by a series of weight reductions that 

amounted to 868 lbs relative to the base vehicle, 

which was a Chevrolet Impala. Table 8 

shows that the largest reduction was in the 

engine and transmission, although significant 

weight savings were affected in the structure 

and burnpers despite the increascd crash protection 

requirements. This was accomplished 

by the use of foam-filled sheet metal elements, 

applied in a fashion similar to the RSV design. 

Of cour$e, the front engine installation precluded 

the use of a forward foam-filled luggage 

conlpartment floor as in the RSV, but on 

the other hand. note the foam-filled fender 

boxes, sills, and seat box in Figure 23. The 

front end structure that has resulted from 

design and development testing is shown in 

Figure 23. It is conceptually similar to the 

Table 8. LRSV and Chevrolet lmpala weight 

comparison. 

E n g ine/tran$m iss ion 

Flunning gear 

Underbody and frame 

Bumpers 

Exterior elements 

Flestraints 

Miscellaneoug 

Total 

Weight in Pounds 

Chevrolet LRSV Change 

778 

493 

442 

152 

188 

0 

394 

488 

271 

275 

60 

96 

35 

354 

- 290 

-222 

- 167 

-92 

-92 

+35 

-40 

- 868

D6mag€ resistant 

f ront bumper 


Bumper support structure Foam filled structure 

Figure 23- LRSV foam-filled areas. 

structure in the operational mockup introduced 

in 1978, but it differs significantly in 

design details. 

Shown in Figure 24 are the results of a barrier 

test at 39 mph, with a total velocity 

change of 43 mph. The maximim deceleration 

was 48 g's with a crush of 45 inches. Large 

crush, coupled with the compartment integrity, 

permitted the restraint system to perform 

very well in the test. 

The driver restraint shown in Figure 25 is an 

adaptation of the RSV system. The main dif- 

Figure 24. LRSV 40 mph frontal barrier performance. 

74 

RSV column 7 

e/e unit 

crvr aclS.rt( 

Knee restraint 

S" thick 

Figure 25. LRSV driver restraint. 

Damage 

resistnnl 

rear 

bumper 

ferences are 1) a single bag configuration, 2) a 

two-inch increase in column stroke, and 3) a 

steeper column angle. 

The passenger restraint system, shown in 

Figure 26, provides protection for passengers 

in both the micldle and outboard seats. This is 

done via side-by-side single cell bags for the 

head and chesl, coupled with a separate knee 

bag. spent gases are vented to the engine compartment. 

Both the driver and passenger seats 

are modified versions of the RSV seat. 

For 50th percentile male occupants, crash 

testing at 43 mph velocity change has indicated 

excellent protection in all three positions. See 

Table 9. The driver system is designed to ac-

Figure 26. LRSV passenger restraints. 

Table L LHSV occupent protection: 50th male 

at AV - 43.0 mPh. 

Parameter Driver 

Hlc 

Chest Gs 


commodate 5th perccntile females through 

95th percentile males. Sled testing at 40 mph 

has confirmed this performance, as indicated 

in Table 10. The passenger system is designed 

to accommodatc 5th percclltilc females through 

5fth percentile males, with the bias toward 

smaller occupants being based on observed 

occupancy patterns. The performance inclicated 

in Table 1l was achieved in sled testing. 

Performance with regarcl to the S3E concept-safety, 

energy' environment and econ- 

Table 10. LHSV driver restraint performance 

anthroPometric limits. 

Parameter 


Htc 

Chest Gs 


174 

37 

1 135 


Female 

39.8 

259 

40 

850 

SECTION 3: INDUSTRY STATUS REPOFTS 

Mid 

Pa$s, 

169 

31 

1 120 

Right 

Pas$. 

178 

30 

1090 

95th Pelcentile 

Male 

39.8 

435 

52 

1675 

75 

Tahle 11. LHSVpassenger 

protection 5th Per- 

centilefemale. 

Velocity | =40mPh 

Hlc | * szt 

ChestGs | 

-37 

Femur loads | = 250 lb 

Figure 27. LRSV prototype. 

omy-has been demonstrated in a vehicle that 

looks and behaves very much like a production 

car, see Figure 27. lt should be noted that 

the LRSV development has occurred on a 

scale that was very limited with respect lo 

both tirne aud money, and that the degree of 

finish in this design is nowhere near that of 

the RSV. But we do think that this excrcise 

has demonstrated the potential for the transferral 

of RSV technology to the full range of 

vehicles that are sought by the American consumer. 

Going to the other end of the spectrum' 

RSV occupant protection concepts have been 

demonstrated in a Chevrolet Chevette' In a 

barrier test at 32 mph, both the driver and the 

right front passenger were protected by airbag 

systems, again well within the FMVSS 208 

criteria. 

In conclusion. the RSV and related programs 

sponsored by the National Highway 

Traffic Safety Administration have demonstrated 

that higher speed occupant protection 

ean be provided for a full range of vehicle 

sizes, and that national goals for safety, fuel 

economy, and emissions can be mutually 

compatible

EXPEFI MENTAL SAFETY VEHICLES 

Manufacturer's 

Report 

by Volkswagenwerk 

AG 

DR. U. $EIFFERT 

Research Division 

Corporate Research and Development 


INTRODUCTION 

This year's ESV conference in Paris continues 

the series of Conference$ on the subject 

of Experimental Safety Vehicles. Actually, 

one might say that we are meeting today at the 

very place where the tirst conference was held 

on this very subject. 

Volkswagenwerk AG has been deeply involved 

in the motor vehicle safety improvement 

program. This is illustrarcd by some 

vehicles that were developed by our company 

(fig. l): 

The ESVW I in 1972 

Thc EWVW II in 1974 

The IRVW in 1976. 

In addition, Volkswagen participated in 

Phase I of the RSV project. 

The successive changes in the development 

objectives for these vehicles rellect the 

Figure 

The RSV model together with the ESVW I and ESVW ll vehicles. 

76 

changes in the societal requirements relating 

to energy questions and other problem areas. 

It was fclt during the first safety vehicles that 

the cost of improving vehicle safety could be 

passecl on to the consumer. ln the course of 

time, though, the rnore useful approach was 

found to be the use of bcneflt-cost analysis. 

Thc selected safety concepts were then combined 

with other parameters such as fuel 

economy, emission bchavior, and vehicle perr 

formance, into an integrated vehicle design 

concept which was callcd the Integrated Research 

Volkswagen. 

Here again are the specifications of this 

vehicle (fig. 2): 

Fuel consumption 

Frontal impact against 

fixed barrier 

Emissions 

60 miles per gallon (us 

target for 1985 27.5 mpg) 

40 miles per hour 

lower than 0.4'l13.4/1.5 

grams per mile 

(HC/CO/NOX) 

Acceleration from In approximately 

0 to 60 mph 13.S seconds 

Maximum vehicle velocity approximately 100 mph.

Fuel consumption: 3,9 l/100 km (U$combi 

ned) 

Sefety: 64 km/h frontel 

impact with 

rigid barrler 

Emlssions: O.41 13.411.5 graml 

mile (HC/CO/Nox) 

Acceleration: 0-1O0 km/h in 14 

sgconqs 

Top speed: 160 km/h 

Exterfldl noise level: 

75 d8 (A) ilSO - 

R 362) 

Figure 2. IRVW (lntegrated Research Vehicle). 

The required compliance with numerous 

applicable standards in the area of fuel consumption, 

vehicle safety, noise and exhaust 

emissions in combination with the effects of 

the present energy situation makes it increasingly 

necessary for rulemakcrs and industry to 

submit essentially integrated design concepts 

that provide for optimum fuel economy, exhaust 

gas emission and noise levels without 

leading to adverse effects on safety. 

FUTURE TASKS 

The essential objective of this conference 

again is to provide for increased motor vehicle 

safety in traffic. After almost fifteen years of 

extensive activities in motor-vehicle safety we 

should now determine what the specific fields 

are on which future efforts should focus. 

We feel that these are the following areas: 

r Lateral colhsions 

r Frontal collision at an angle against a rigid 

wall 

. Increased protection during collisions with 

weaker or stronger road users (pedestrians, 

pedalcyclists, motorcyclists, trucks). 

Lateral Collisions 

One of the main topics of this ESV Conference 

will be the subject of Lateral Collisions. 

Extensive investigations performed by 

$ECTION 3: INDUSIRY STATUS REPORTS 

77 

Volkswagen as well as by the other European 

automobile manufacturers have revealed the 

major problems that are posed by the definition 

of a representative test procedttre and 

adequate criteria for the evaluation of lateral 

impact data. The CCMC will present to this 

conference a paper on this subject. Permit me 

to deal briefly with the major results of this 

investigation. 

The Working Group Crash Worthiness 

(CCMC) of the European Car Manufacturers 

carried out an extensive program for the investigation 

of lateral crash test results 

obtained with various collision configurations 

in order to gather information on the following 

two major aspects (fie. 3): 

r To determine whether the proposed ECE 

Test Procedure WP 29 463, Rev. I (35 km/h, 

Rigid Mobile Barrier Test) is a proper and 

realistic simulation of lateral collisions. 

r To establish data bases for the development 

of possible test procedures and performance 

criteria for the simulation of lateral 

collisions. 

The results of these investigations suggest 

the following conclusions. 

The ECE barrier test and vehicle-to-vehicle 

tests are not comparable in the following areas 

(fie. a): 

I Energy absorption by the impacted vehicle; 

r Dummy results.

Test Mode 

Test 

configuration 

lmpact angle 

ldegreel 

lmpact 

velocity Ikmh] 

Figure 3. Test configurations. 

12 

tl 

10 

s 

f s 

o 

r ? 

E i 6 

G- 65 

6 

: 4 

3 

I ECE-test 


Car-to-car tests 

identical cars 

A,B.c Slli*llr"Xl;,ets1f 

\ 

r* 

l+-h5_ 

r50 ?50 300 

s, [mm1 

Figure 4. Dummy data vs. passenger compartment intrusion for identical cars. 

78 

res P€lvis 

ares che5t 

a head 

res 

HIC head

While a complete test procedure cannot be 

specified at this time it is suggested that the 

struck vehiclc be stationary and the irtrpact 

angle be 90o to the center line of the direction 

of impact, aligned with the front-seat occupant 

of the struck vehicle. 

The ECE barrier should be replaced by an 

impact device which is more representativc of 

the European car population. CCMC is currently 

involved in investigations on deformable 

barrier which it considers a more realistic 

approach to lateral impact testing. CCMC 

believes that a special dummy should be developed 

also suitable for lateral impact testing. 

The test results have illustrated some of the 

problems posed by the developn-rent of an 

acciclent simulation procedure for lateral collisions 

that can be used all over the world. 

Under no circumstances should lateral impact 

test procedures be specified for present-day 

vehicles that were designed for compliance 

with perhaps premature rules based on insufficient 

research. An approach Iike that might 

substantially increase costs without significantly 

improving the vehicle's safety features. 

The present apfJroach, i.e., the almost exclusive 

concentration on vehiCle-to-vehicle impacts 

should be changed to provide for the 

replacement of the impacting vehicle with a 

more realistic barrier. 

Frontal Collision 

At this time, there are several more thoroughly 

researchcd accident simulation processes 

for frontal collisions. The primary 

objective in this area will be to find a test procedure 

that would be most effective in order 

to ensure proper occupant protection during 

frontal impact. Volkswagen and Audi will 

submit to this conference two reports on the 

subject of compatibility. The first paper is 

titled "A Concept of Increasing Compatibility 

of Passenger Cars." That project was sponsored 

by the Cerman Federal Ministry of Research 

and Technology. The report rnay be 

summarized as follows: 

The entire scope of vehicle-to-vehicle passenger 

car collisions is defined by twelve types 

SECTION 3: INDUSTHY STATUS REPOHTS 

7g 

of collision (fig. 5). The five most significant 

types of collision, determined by the level of 

personal injury, are investigated with the aid 

of mathematical sintulations and real-life 

tests. In addition, tests are performed on production 

vehicles and modified versions. Differences 

in dummy loads are determined in 

order to establish a base for the detcrtnination 

of the benefits resulting lrom tltc vehicle 

engineering modifications, with the aid of accident 

statistics and biomechanical data' 

Mathematical simulations are employed for 

the determination of the benefits in those 

types of collisions that are not covered by 

reallife tests. This approach permits the 

deterrnination of the overall benefits resulting 

from all investigated vehicle engineering 

measures. 

The second paper is called "Mathematical 

Optimization of Car-to-Car Protection Characteristics 

with a new Audi 80." It describes a 

Collision type Ranking position 

,€-t-,! 

I LMr l_!"ll 2 

,, Erh 6 

ill 

rv ffiP 

V 

w H 

f]T*T] ':/.+' 

VI 

M 

vlt 

vlll 

.E 

d 

rx t81il4 I 

* ffi.m 

Figure 5. Rarrking order of collision types' 

1 

4 

7 

5 

3 

11 

xr LrrL& t0 

xtt 

[- rl'] 

---l-b+" 

___i{/ 

I 

12

methodological approach to improve passen- 

Eer.car compatibility characteristics. A summary 

is presented below. 

The cumulative frequencies of vehicle 

masses and maximum front structure deformations 

during a 50 km/h wall impact are 

determined for the German Federal Republic 

on the basis of a market analysis and registration 

statistics. A simple collision model is prepared 

with the essential vehicle-related parameters 

such as mass and front structure stiffness. 

This model is used for the simulation of the 

frontal collision of a vehicle with any possible 

other road user, The collision velocities are set 

on the basis of accident statistics. The accident 

frequencies are based on registration statistics. 

The results of the simulations permit the 

assessment of vehicle occupant protection and 

of the protection of other road users. This approach 

was used first for the new Audi 80 

which offers a maximum of occupant and 

other road user protection (fie. 6). 

Both papers illustrate the deep involvement 

of the Volkswagen Croup's research work in 

the area of frontal collisions and the protection 

of other road users. Final evaluations, 

especially in comparison with the present accident 

simulations with the aid of the 0" and 

30' angle impact against fixed barriers are not 

(/J 

( 

UJ 

E 

rlj 

t o.a 

F 

() 

Ul 

rlu_ 

UJ 

o.-t 

400 

F 

()1 

T 

{t 

500 600 mm 

DYNAMIC DEFOBMATION 

Figure 6. Vehicle occupant, other road users, 

and total protection effectiveness as 

' 

a funciion of ihe dynamic deformation 

stroke during the 50 km/h-crash 

, against the rigid barrier. 


protdction of 

I uSers 

ectiveness 

Vehicle hicle occupant 

protect )tection 

effectiv ectiveness 

80 

yet possible at this time. It becomes apparent, 

though, that in relation to realJife accidents 

the 30" angle wall impact test may be the more 

suitable test for the investigation of vehicle 

collisions with fixed obstacles. 

Pedestrian Protection 

One of the most important areas in the field 

of passenger-car safety is pedestrian protection. 

The determination of the kinematics and 

of the loads on the impacted pedestrian requires 

mathematical and experimental simulations 

of vehicle-to-pedestrian collisions. These 

simulations should be based on statistically 

certain parameters. This kind of data is supplied 

by accident research. Recent publications 

describe the extensive work Volkswagen 

does in the area of pedestrian protection. 

During this conference we will present some 

results of our experimental work on production 

cars (fie. 7). This infbrmation is required 

primarily for the following two reasons: 

. To acquire more knowledge of the behavior 

of production vehicles in vehicle-to-pedestrian 

collisions under special conditions and 

to define vehicle improvements, and 

r To acquire data which can be used to verify 

mathematical simulation programs. 

When we add up all problems posed by 

vehicle-to-pedestrian collisions and their simulations 

(experimental and mathematical) we 

find that the benefits produced by vehiclerelated 

measures will not be so substantial as 

those that may be expected to be produced by 

restraint-system deployment. 

Improvements are called for especially in 

regard to active safety, i.e., accident prevention, 

in order to increase the protection of 

pedestrians in traffic. This goal can be achieved 

only by close cooperation between rulemakers, 

town planners,motor-vehicle manufacturers, 

and pedestrians themselves. 

Accident Prevention 

There is another area in which I feel insufficient 

efforts have been made so f'ar. This is the

I 

E E 

N 

SECTION 3: INDUSTRY STATUS FEPOHTS 

Ikm/hl lmpact sPeed 

Figure 7. Pedestrian protection. 

ffiffi 

Control ceflter 

Data acquisition 

and transmission unit 

increase in motor-vehicle safety by vehicle 

engineering measures aimed at accident prevention. 

We may say that, at least in regard to 

European vehicles, a maximum safety level 

has been reached. Therefore, any further reduction 

oi the accident rate could Lre achieved 

only by providing the motorist with better infonnation 

on the current traffic situation. 

What I have in mind is information on road 

conditions, accidents, possible alternative 

routes, in case of traffic back-ups. lnformation 

like that would not ottly reduce accident 

risks but would also substantially cotttribute 

to the saving of energy and fuel (fig. 8). ln this 

connection, I may refer to a research project 

that is being carried out by Volkswagen under 

a contract awarded by the Germatr Federal 

Ministry of Rescarch and Technology' The 

project is the development of a system that 

complements the present traffic broadcasts 

and supplies the motorist with information on 

traffic signs, obstructions of traffic, and 

weather conditions. 

Figure 8a. On-board guidance and information system for motorist (LISA)' 

81 

t 

,\ 

Destination code 

1 l Directionsl-in'tructions 

and traff ic information 

U

\ Routing 

direction$ 

J 

V 

Figure 8b. LISA: on.board display. 

Fuel Consumptlon 

Even though the main subject of this conference 

is safety, I feel that it should be made 

quite clear that any improvements in motorvehicle 

safety that lead to higher vehicle 

weights may result in detrimental effects on 

fuel consumption because the latter essentially 

is determined by vehicle-weight, aerodynamic 

drag coefficient, engine concept including the 

air-fuel mixture preparation system, and 

transmission design. It goes without saying 

that the motori$t himself can very significantly 

affect fuel consumption if he tries to change 

his mode of driving and becomes more energy 

conscious. 

It was mentioned earlier that increases in 

vehicle weight mostly result from vehicle engineering 

modifications that were performed in 

order to increase vehicle safety. This may be 

illustrated by the requirement for a "5 miles 

per hour no-damage protection" of the vehicle 


6O km/h 

Staugefahr 

82 

Destinstiod 

i]l LiSt; 

'i 

which is meant to prevent so-called bagatelle 

damage in the lower speed range. We have 

stated repeatedly that compliance with this 

requirement does not entail any favorable 

benefit/cost ratio for the consumer nor the 

rulemaker. Any increase of the extent to which 

economy considerations are included in pertinent 

computations will lower the beneflt/ 

cost ratio. Even if we base our deliberations 

on a very economic vehicle, i.e., the present 

VW Rabbit, a reduction of the impact velocity 

from 5 mph to 2.5 mph could lead to a cut of 

approximately three billion liters per year if 

this cut is uniformly apportioned to the entire 

American automobile population. 

The amount of this cut is based on the present 

vehicle mileages per year. 

This example alone shows that unilateral 

approaches no longer suffice (fig. 9). All 

vehicle engineering measures including those 

in the area of noise and exhaust emission 

levels should be investigated thoroughly for

6 U 

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v, 

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Figure 9. Principle of consistent measures' 

SECTION 3: INDUSTRY STATUS REFORTS 

their effects on the other parameters' Generally 

speaking, we feel that the American 

approach in regard to fuel consumption rules 

is less useful than the European model' It 

appears that a reasonable approach to a solution 

is a free market-oriented competition 

among the individual automobile companies' 

Volkswagen has developed a special engine 

concept within the framework of the- Research 

Safety Vehicle program. A gasoline-engine 

concept was to be developed for a passenger 

car in the inertia weight class of I,350 kg that 

would produce most favorable fuel consumptions 

in the US composite cvcle (fig. l0). 

Artditionally specified requirements call for 

acceleration from 0 to 100 km/h in 12 seconds 

and compliance with the US-75-cycle exhaust 

s .ac 

COST OF INDIVIDUAL MEASUFIES 

83 

Measure I 

Poinls of consistent measure$ 

Measure 2 

Figure 10. Turbocharged engine with suction 

carburetor.

emission standard of 0.41/3.4/1.6 g/mlle 

HC/CO/NOx. A l.6liter gasoline engine with 

exhaust gas turbocharger was selected for this 

purpose. The following design concept was 

chosen with a particular view to optimum fuel 

12 

# 

22A - 

r00 140 180 22Q 

EXPEBI M ENTAL SAFETY VEH ICLES 

--.F 

:.- 

231 

,/ 

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2t,,!HI'i cs+ 

I 

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223 

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consumption and high torques at low engine 

speeds. 

The engine design concept provides for a 

compression ratio of e 8.0 and a maximum 

chargc pressure of 1.6 bar. The turbo- 

300 340 

ENGINE - RPM 

84 

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Ezzr 

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214 

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297 

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Figure 11. SFC-Chart. Lines of constant values in g/hph. 

l*-' 

\Main /, )perat i n! range o U. S. ci test 

/^ 

2 

I 

ir,/il 

I 

Maxim6 

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charger was tuned to small flow at low loads. 

The excess exhaust gas at high engine speeds is 

blown off through a wastegate. The turbine 

housing was moved close to the cylinder head 

in order to utilize a large portion of the exhaust 

gas energy. The air-fuel mixture is formed in a 

two-stage carburetor located on the intake 

side of the compressor. The swirling of the 

mixture and the heat input into the compressor 

provide for very effective mixture preparation 

and permit short ways to the cylinders. Art 

electrically heated device with small protruding 

heater bars improves the mixture preparation 

further during the warm-up phase. 

The exhaust side is equipped with an oxygen 

sensor that controls the two-stage carburetor 

for stoichiotnetric mixture with an electronic 

control unit, and a three-way catalyst of conventional 

design. 

The engine concept includes a S-speed 

manual transmission. The purpose of the high 

axle ratio is to ensure that the specified driving 

cycles can be performed in the range of 

favorable fuel cotrsumption. 

Figure I I is the engine fuel consumption 

map and shows that the charging which 

SECTION 3; INDUSTRY STATUS REPOBTS 

becomes effective even at partial load leads to 

very low specific fuel consumption throughout 

broad section of the map. 

The table shows the fucl consumption and 

emission data produced by this US engine, 

This data is compared with that of other 

power plants installed in vehicles in the 3,000 

Ibs. inertia weight class. Fuel economy measurements 

show a 6590 more favorable consumption 

of 4.6 liter per 100 km whetr compared 

with that of gasoline engine of the same 

performance. A comparison with a similar 

diesel engine shows roughly the same fuel consumption 

and a 30Vo increase in the output of 

this design concept. 

.,'' 

SUMMARY 

Vehicle safety features should continue to 

be a significant part of future vehicle development. 

Efforts should be undertaken, regardless 

of present rule-makitrg, to further especially 

those vehicle safety measures that produce 

positive effects on fuel economy because 

of the urgent need to save energy. 

Features of the Experimental Safety Motorcycle - ESMI 

P. M. WATSON 

Head of Motorcycle Safety Section 

Transport and Road Flesearch Laboratory 

Department of the Environment-Department of 

Transport 


ABSTRACT 

The paper gives details of six safety features 

which have been incorporated in the first 

United Kingdom Experimental Safety Motorcycle 

(ESMI). These result from the motorcycle 

safety research and development 

program which has been carried out by the 


since 1973. The features are; 

r sintered metal disc brake Pads 

85 

r antilocking brakes , 

r increased conspicuity 

r digital display speedometer " 

r chest pad 

r leg protection. 

The technical backgrounds to these features 

are briefly described and progress towards 

general adoption is indicated. The paper also 

discusses the trends in the usage and accidents 

of motorcycles during the last two decades 

and indicates the likely influence of legislation. 

This study together with two accident 

studies formed the basis of the developments 

leading to each of the six safety features. The 

first four improve accident avoidance and the 

other two reduce the risks of injury.

INTRODUC]ION 

The Experimental Safety Motorcycle Mark 

I exhibited at this Conference by the United 

Kingdom has six safety features which have 

been studied by the Transport and Road Research 

Laboratory. They result from several 

investigations into how to improve the safety 

of motorcycles which have principally been 

concerned with the majority of motorcycles in 

use, namely the smaller rather than the larger 

machines. However because it is easier to get 

features adopted first on larger and more 

expensive motorcycles, these six are fitted to 

the 750 cc Triumph Bonneville to make the 

ESMI now being exhibited. Trials are planned 

using a number of ESMI machines with 

several of these features. 

The six features on ESMI are; 

r Sintered metal disc brake pads 

r Antilocking brakes 


Table 1. Motorcycle statistics, Great Britain 1953-75.s 

Year 

1953 

4 

5 

6 

7 

E 

s 

1960 

1 

2 

3 

4 

5 

6 

B 

1970 

1 

2 I 

4 

5 

Total 

motorcycles 

(thousands) 

1,009 

1,108 

1,221 

1,290 

1,431 

1,475 

1,678 

1,796 

1,790 

1,779 

1,755 

1,7 41 

1,612 

1,406 

1,350 

1,228 

1,127 

1,048 

1,021 

982 

1,006 

1,042 

1,161 

Total 

motorcycle 

usage 

1't0o tm; 

6.8 

6,9 

7.6 

7.4 

8.4 

8.4 

9.8 

10.0 

9.7 

8.7 

7.5 

6.7 

6.0 

5.2 

A A 

4.2 

3.9 

3,8 

3.5 

3.7 

4.0 

4.9 

New 

motorcycle 

reg istrations 

(thousands) 

139 

165 

185 

143 

206 

183 

332 

257 

212 

140 

166 

205 

150 

109 

138 

112 

85 

105 

128 

153 

194 

190 

265 

Data for motorcycles include all powered 2 wheelers 

r Improved conspicuity 

r Digital speedometer 

. Chest pad 

r LeB protection 

Motorcycles have been used as personal 

transport since the turn of the century and 

they outnumbered private cars in the United 

Kingdom until well into the 1920s. The pattern 

of ownership is particularly interesting 

for the years 1953 to 1975 (table 1). By 1960 

motorcycles made up about 19 percent of all 

vehicles in use after which their proportion 

declined steadily to about 6 percent. 

The changes in the numbers of motorcycles 

and total traffic together with the respective 

vehicle distances travelled for this period are 

shown in Figure I which also gives the changes 

that occurred in the motorcycle casualties. 

These keep in phase with both the total numbers 

of motorcvcles licensed and with motor' 

Total 

motorcyclisl 

casualties 

(thousands) 

86 

49 

52 

64 

64 

72 

77 

97 

oo 

95 

87 

B2 

91 

83 

73 

64 

5B 

52 

50 

48 

44 

45 

47 

56 

Motorcyclist 

casualty rate 

(casualties) 

(per 10s km) 

1.9 

2.0 

2.2 

t.L 

2.2 

2.4 

2.6 

2.6 

2.5 

2.6 

2.8 

3.1 

3.2 

3.2 

3.2 

3.2 

3.2 

3.3 

3.3 

3.2 

3.2 

3.1 

3.0 

' 

Total 

vehicles 

(thousands) 

5,341 

5,827 

6,466 

6,977 

7,844 

7,960 

8,662 

9.439 

9,966 

.t0,562 

11,446 

12,370 

12,938 

13,286 

14,096 

14,447 

14,752 

14,950 

15,377 

16,117 

17,014 

17,252 

17,501 

Total 

vehicle 

usage 

(10e km) 

65 

70 

77 

81 

80 

93 

104 

112 

122 

128 

136 

152 

163 

173 

182 

191 

196 

207 

22Q 

232 

244 

237 

241

tt 

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(uI gOl redl ate: Atlenser srsrlclc Jolow E 

(rul 60 [) a6esn 61f,45 

rorou lerol \ 

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lJ.

cycle usage except for a short period beginning 

in 1962. If the motorcycle casualty rate is 

studied in terms of casualties per distances 

travelled by motorcycle, instead of falling 

with the number of motorcycles with their 

reduced usage, it increased to almost double 

from 1953 to 1965 (table 1). A possible reason 

for this is the large increase in other traffic 

during this period. Thcre has been a reduction 

in the rate more recently although the total 

casualties among motorcycle riders and 

passengers rose to 71,689 in 1977. 

LEGISLATIVE INFLUENCE ON 

CASUALTI ES TO MOTORCYCLISTS 

It is interesting to speculate on the reason 

for the reduction in motorcycle casualties in 

the two year period 1962-3. Regulations came 

into force in January 1962 preventing learner 

riders of motorcycles from riding machines 

with an engine capacity of 250 cc or over. 

From Figure I it may be considered that this 

regulation had the effect of reducing the 

casualties by those represented by the shaded 

area, i.e., possibly saving 12,000 people. 

After three years the accident pattern again 

tended to follow in phase with the number of 

motorcycles being ridden. 

A similar situation existed in 1972. Regulations 

were introduced in December l97l which 

allowed 16 year olds to ride only mopeds 

which were legally defined as motorcycles 

with an engine capacity not over 50 cc and 

equipped with pedals. These regulations were 

introduced to limit the speed and acceleration 

of machines that could be ridden by 16 year 

olds in the hope that this would reduce accidents 

to this class of rider. The reduction in 

casualties was encouraging during the first 

two years after the regulations were introduced 

but subsequently the number of casualties 

to 16 year old riders increased. This increase 

coincided with the introduction by 

some manufacturers of the "sports moped" 

which was basically a light motorcycle. 

Although it met the requirements for a moped 

at the time, its performance was considerably 

higher than that which was originally intended 

EXPERI MENTAL $AFETY VEHICLES 

88 

by the regulations, and it became necessary to 

redefine a moped in terms of maximum speed 

in 1977. 

ACCIDENT STUDIES 

Two studies have been carried out by the 

Transport and Road Research Laboratory to 

look at motorcycle accidents in detail. From 

March 1970 to April 1972, 120 motorcycle 

and moped accidents were investigated by the 

on-the-spot Accident Investigation group of 

the Laboratoryl and in 1974 483 accidents 

were studied together with the associated 

injuries to 421 riders and 29 passengers.z 

The main points from these studies were: 

r In about l/3 of the accidents the motorcycle 

was not seen by the other road user 

prior to the accident. 

r Thirty percent of the accidents investigated 

occurred when the road was wet. 

r A frontal impact for the motorcycle was the 

most common direction of collision. 

r Other vehicles were the most prominent 

cause of injuries to motorcyclists which 

were particularly to the legs. 

Improved conspicuity and better braking 

offer the best chance of reducing the probability 

of motorcyclists being involved in accidents. 

Rider protection for frontal impacts 

and some protection for the legs in less severe 

impacts must be considered as being the most 

important priorities for those accidents which 

have not been avoided. 

CONSPICUITY 

Motorcycles are more difficult to see on the 

road than other motor vehicles and it has been 

found that this is a contributory factor in 

about l/3 of their accidents. To improve the 

chance of a motorcycle being seen, separate 

consideration has to be given to day time and 

night time conditions and some measures can 

be applied to the rider but others are appropriate 

fbr the motorcycle. Rider treatments 

are restricted to improvements in clothing 

which will give a better chance of being seen, 

whereas applications to the motorcycle could

take the form of variation in finishes, the 

addition of accessories and the use of lighting. 

The advantage of any treatment which can be 

applied to the machine is that the features are 

there whenever the tnotorcycle is in use 

whereas clothing varies and there is a choice 

to be made at the start of each journey for the 

rider. 

Experimental work has been carried out by 

the Institute for Cotrsumer Ergonomics at the 

University of Loughborough (reterence 3) to 

study the likely effect of various options that 

were measured against a control which consisted 

of a standard unlit motorcycle on which 

was seated a rider dressed in drab clothing for 

the daytime situation. Laboratory simulation 

techniques were used together with field trials. 

In the field trials the subjects were not aware 

that they were takiug part in an experiment 

until atter the event. Variation in detection 

rate of the frontal view of the motorcycle and 

rider was considered in each case. 

Because of the small frontal area of a 

motorcycle it was found that variations in surface 

finishes applied to the machine had no 

significant effect; this was also the case when 

the rider attached small pieces of brightly colored 

material (such as fluorescent half sleeves) 

to his clothing. To significalltly improve the 

cletection rate over the control it was found 

that a large area of high visibility color is necessary 

such as is given by a rider wearing a 

fluorescent jacket or waistcoat over his normal 

riding clothes. 

The claytirne use of lights continuously is an 

option which has had to be carefully considered 

in the United Kingdom because of the 

wide range of motorcycles from small to very 

large machines. The small machines have low 

power lighting equipment and it was found 

that the use of these lights on such vehicles in 

daytirne did not inrprove the chance of detection 

over that for the unlit control motorcycle. 

To be as conspicuous as a rider wearing 

a fluorescent jacket it was found that the 

motorcycle has to be equipped with a large l2 

volt headlamp with 40 watts output. Because 

the normal lighting equipment on a notor- 


89 

cycle provides a directional beam, experiments 

were carried out with snrall additional 

lights fitted with l8 watt bulbs but giving a 

high scatter beam pattern. The use of two of 

these lamps was found to be the only option 

which significantly improved the detection 

rate over either the use of a large headlamp or 

the rider wearing a fluorescent jacket' The use 

of one of these lamps is equivalent to a large 

heacllamp or the wearing of a fluorescent 

jacket. 

ESMI is fitted with two daytime running 

lamps, one each side of the standard headlamp. 

The frontal area of the combined 

weather shields and Ieg protectors is finished 

in basic unpigmented white paint as a further 

aid to daytime consPicuitY' 

The preliminary results at TRRL on nighttime 

conspicuity have identified problems on 

a larger rnagnitude than informed opinion 

woulcl previously have suggested' At night the 

distance required for an observer to detect a 

motorcycle is cousiderably less than for a car 

and the estimation of the motorcycle's speed 

is also Iess accurate. Variations in the vehicle 

lighting layout and the application of retroreflective 

materials have so far not provided 

any apparent solution to this disparity 

between motorcycle casualties atrd cars. 

Althougli between a third and a half of the 

motorcycle casualties occur at night this is 

because the risk per mile at night is twice as 

high as during the day although the accident 

sites are similar (i.e., junctions and routtdabouts). 

Research to identity possible solutions 

to the night-time problem continues. 

ANTI.LOCK BRAKING 

Perhaps the mairr and most important differerrce 

between the motorcar and the motorcycle 

from the safety point of view is that the 

latter is much more sensitive to steering and 

braking procedures. Any slight mistake in 

braking under adverse conditions can quickly 

develop into a spill and, if circumstances are 

adverse. a serious accidettt can occur' An 

indication of the rnagnitude of this problem is

given in the accident figures for 1972 in Great 

Britain (table 2) which shows that the 

proportion of skidding in personal-injury 

accidents is significantly higher for motorcycles 

than other vehicles particularly when 

the road is wet. 

The problem associated with motorcycles 

skidding has been known for some considerable 

time and by 1964 the Transport anil Road 

Research Laboratory had constructed a 

motorcycle with an anti-lock system fitted to 

the front wheel which included a full flow 

braking system controlled by a flywheel overrun 

device using an early version of the Dunlop 

Maxaret system4. The system was constructed 

to demonstrate the principle of an 

anti-lock braking system fitted to a motorcycle 

and was an experimental system rather 

than a prototype design suitable for production. 

Shorter stopping distances were obtained 

with the unit switched in comparison with 

standard braking with the front wheel locked. 

In the latter case. the machine fell onto its 

side. 

The current system used at TRRL is a development 

for motorcycles of an experimental 

system originally designed for cars. Plate I 

shows the installation on the front wheel of a 

motorcycle. 

'fhe system has the benefit that it 

can be fitted to all motorcycies having 

hydraulic disc brakes without major design 

changes being made. It has been fitted with 

excellent results on very large heavy motorcycles 

as well as on lightweight machines of 

90 kg (200 lbs) without any changes to the 

systems engineering for any type of machine.s 

The results of tests carried out using a 

motorcycle equipped with the complete system 

on both front and rear wheels is shown in 


Table 2. Skidding in personal-injury accidents in Great Britain-1972. 

Motorcycles 

Other vehicles 

Plate 1. Motorcycle front wheel fitted with 

prototype antilock braking $ystem. 

Figure 2. Test runs were made both with and 

without the anti-lock system at 48 km/h (30 

mile/h) on a wet slippery surface and the 

braking distances noted. Each rider in turn 

made five runs. A "failure" was recorded if, 

when braking without the anti-lock system, 

the rider caused the wheels to lock and the 

machine to fall sideways onto the protective 

skids which were fitted. No "failures" 

occurred with the anti-lock in operation and 

reduced braking distances were noted. 

One of the TRRL motorcycles was also successfully 

tested in the USA under contract 

from N.H.T.S.A. durine 19776. 

Dry Wel lce/snow All conditions 

$kidded Total o/o Skidded Total oh Skidded Total ,k skidded Total o/o 

4,147 

20,423 

37,824 11 

229,845 

I 

3,432 

19,256 

12,957 

117,221 

90 

27 

16 

568 

8,531 

1,019 56 

17,427 49 

8,147 

48,210 

51,800 

364,293 

16 

{e

O In control 

I Control lost 

i.e. "failure" 

Rider 

Figure 2. Braking. 

lattt 

A further advantage of anti-lock braking is 

that the rider can steer when braking hard 

because he has no reason for losing control or 

falling off unless he attempts to require of his 

motorcycle a greater lateral force than its tires 

can generate on the road surface being traversed. 

For example Figure 3 shows a rider 

travelling at 46 km/h around a bend which 

requires him to incline his machine to about 

l6o from the vertical. This requires a tire=road 

friction coefficient of 0.27 or more. Suppose 

that a coefficient of 0.45 is available then the 

rider can brake on this bend at up to about 

0.36 g without any problem. Without antilocking 

brakes the wheels would lock if he 

braked harder than this, but with the ESMI 

antilock this would not happen and however 

hard the rider braked, his machitre would 

decelerate at not more than 0.36 g. The only 

circumstance in which the rider would be 

expected to fall off would be if he banked at 

more than 24o equivalent to the full 0.45 friction 

coefficient available. 

ESMI is fitted with this anti-lock system on 

both liont and rear wheels. 

SECTION 3: INDUSTRY STATUS REPOFTS 

91 

B=61 m 

+q 

t \ 

7 

28 

26 

35 

24 

20 

lmprovement 

in braking 

d r stan ce 

(percentl 

t \ 

I u* = o.+s 

IrB = 0.36 

tts= 027 

Figure 3, Effect of machine camber on bral

on a wheel if the full vertical reaction is not 

being exerted and coupled brakes. The first 

two reduce the probability of motorcycle 

wheels inadvertently being locked but with 

some loss of braking deceleration in many 

conditions. They do not prevent wheel locking 

if excessive braking efforts are exerted or if 

the conditions are very slippery. Coupled 

brakes ease the task of a rider but need the use 

of valves in the brake system to achieve anything 

like optimum braking. Overall performance 

and simplicity of operation cannot be 

achieved without anti-locking brakes, with or 

without coupling of their controls. 

BHAKING WITH WET DISC BRAKES 

Disc brakes were fitted to some large 

motorcycles, for road use, about ten years 

ago. Originally they were fitted only to the 

front wheels but more recently they have been 

fitted to rear wheels as well. These brakes are 

now often standard equipment on even the 

smallest machines. 

Disc brakes offer riders distinct advantages 

over the drum/shoe counterparts they have 

replaced. They are more sensitive to a rider's 

response and maintenance is simpler, particularly 

when they are hydraulically operated. 

Problems of brake fade associated with some 

drum/shoe braking systems have been largely 

overcome, On the other hand it has been 

found that motorcycles firted with disc brakes 

often have problems when braking in the wet 

and riders have experienced significant and inconsistent 

reductions in wet braking efficiency 

after a few thousand kilometers of use. They 

are not then able to judge the amount of 

brake application pressure required to provide 

a desired level ofdeceleration and because the 

road surface is also wet, overbraking can lead 

to wheel locking and loss of control. 

TRRL carried out basic research to identify 

the cause of inadequate braking being available 

in wet conditions. The reduction in braking 

efficiency was shown to be caused by a 

thin but continuous laminar coat of water 

which is not easily removed by the pads and 

which covers the surface area of the disc acted 


92 

on by the brake pads. Any excess water over 

the amount required to form the laminar coat 

is in the form of turbulent flow across the surface 

of the laminar film. Although the water 

in turbulent form is unlikely to have a significant 

effect on the braking efficiency, its presence 

acts as a reservoir to restore the laminar 

film quickly if the latter is partly broken down 

by the action of the brake pads. This explanation 

is supported by experimental results 

which show that braking efficiency decreases 

as the amount of water fed onto a disc is 

increased. 

The options studied in the experiments included 

brake discs in stainless steel and cast 

iron. These were tested with a plain surface 

for comparison with similar discs which had 

been drilled and radially slotted. The pad 

materials tested in conjunction with the experimental 

discs were plain organic, patterned 

organic and a range of sintered metals. Testing 

was carried out at a fixed brake pressure 

with the braking system both wet and dry and 

the stopping distances for each condition were 

compared. To simulate wet weather conditions, 

water was fed directly by a forked bar 

with three 1.57 mm (0.063') holes per side 

onto both sides of a disc. The flow rate from a 

water reservoir carried on the motorcycle was 

adjusted between 36 and 72 cubic decimeters 

(8 and 16 gallons) per hour for the front 

brake. 

Of the options investigated, using the comparative 

test technique, cast iron discs generally 

produced longer stopping distances than 

stainless steel discs. Drilling the discs usually 

had a detrimental effect. The use of selected 

sintered pads on stainless steel or cast iron 

discs improved the performance in the dry 

and the stopping distance when the discs were 

wet wa.s little different from rhat when dry7. 

The sintered metal material used for the 

motorcycle pad application is cne of a series 

developed by Dunlop. 

Figure 4 shows ssme of the results obtained 

when stopping from 48 km/h (30 mile/h) and 

using the front brake on one particular 

motorcycle. The hydraulic line pressure was

(ft l 

800 

700 

500 

llt 

I 5o0 

a 

.g 

s 

.E 400 

o. 

at 

300 

(ml 

- r50 

_ 100 

60 

25 

0 

Disc 

Pad 


Eo" ffl *"t (8 sar/hl ffi w", (16 saUh) 

Figure 4. Braking of motorcycle with various disc pad combinations' 

2758 kNm-2 (+00 psi) in all cases. Four of the 

disc,/pad options described in Figure 4 are rrot 

acceptable for a rider who is trying to stop on 

a wet road. Figure 5 shows three options 

tested at an hydraulic line pressure of 1379 

kNrn - 2 (200 psi) in all cases using the same 

motorcycle. At this pressure the patterned 

organic pad option also exhibits an unacceptable 

level of consistent performance and only 

the sintered pad gives the braking expected by 

riders. ESMI is also fitted with sintered brake 

pads for consistent Performance' 

DRIVER TASKS 

Controlling the speed and direction of a 

motorcycle requires the rider to carry out 

tasks such as operating the controls of his 

93 

machine at the same time as observing the 

road scene and his instluments' Motorcycles 

have to be fitted with speedometers and riders 

must observe the speed limits which are in 

force. Experiments at TRRL have shown that 

a significant difference exists in the time riders 

take to read their speedometers and this 

depends on the type of instrument fitted' A 

large dial speedometer takes on average l'62 

,eci to read but this time is reduced to l '04 

secs if a digital display is used' During 0'58 

secs a distance of 8 m (25 ft) is covered at 

48 km/h (30 mile/h). 

ESMI is fitted with a digital display speed' 

ometer which uses part of the circuit of the 

anti-lock brake system for its speed infor' 

nration. 

o 

E 

o 

J 

6

(ft) (ml 

F 

g 

* +oo 

'$ soo 

6 

100 

- 150 

_100 

50 

25 

- 0 

Disc 

Pad 

E o,t 


[,ffi] Wut"r at I gnl/h 

k::::l:l::l 1u61i1 $tart of brakingl 

fi 

ffi 

wut.t at I gnt/h 

*ur*r. at 16 gal/h 

Figure 5. Three disc pad options tested at 1380 kNm-2 (200 p.s.i.). 

To allow a rider to concentrate more fully 

on the road scene there may be a need to 

improve the ergonomics of the task of riding a 

motorcycle. Some progress has been made on 

standardization of a layout for controls and 

instruments but further work is needed on the 

response of the motorcycle and the forwards 

and rearwards vision for riders. 

FRONTAL IMPACTS 

Frontal, or near frontal impacts iccount 

for over 80 percent of accidents involving 

injury to motorcyclists. Fatal accidents are 

often caused by the rider being ejected head 

first over the handlebars and into the hard 

obstacle with which has machine has collided. 

About I meter of space exists on a motorcycle 

which could be used to absorb the rider's 

94 

kinetic energy. Dynamic tests have shown that 

at present the rider is ejected head first off his 

motorcycle at almost the same speed as that of 

the impact of the motorcycle (plate 2). The 

Laboratory has carried out tests on various 

types of energy absorber mounted on the 

motorcycle including crushable foams, airbags 

and chest pad restraints. Variations in 

rider trajectory and ejection speed due to 

changes in shape of fuel tanks have also been 

studied.s A major problem associated with 

the introduction of these types of restraint 

was realized early on to be that of acceptability 

by the motorcyclist. Crushable foams 

for energy absorption must have a reaction 

plate ahead of them and they had to be high 

to restrain the rider at chest level. Although 

they offered good energy absorption properties 

the acceptability of this passive system


plate 2. Dummy rider being thrown head f irst off a "traditional 

*, 

" 

\ 

1 

motorcycle" during impact test' 

would be reduced by such a large volutne. Experiments 

with pre-inflated airbags provided 

encouraging results as reported by previous 

researchers. Acceptability of atr enginecred 

inflatable bag system on groutrds of appearance 

is unlikely to be a problem; tlte cost ht)wever 

may be. Developmetrt of this restraint at 

TRRL was not pursued on grouttds of technical 

performance. Firstly thcre is the accidcnt 

which involves the motorcycle with two 

impacts, the first impact inflirtes the bag so 

that it is not available at ttrc second or subsequent 

impact. Secondly therc is the problem 

of sensittg the impact and inflating the bag in 

time to restrain the rider. Under road accident 

95 

conditions "g" 

Ievels carr be mcasured on a 

motorcycle which are higher tharr those experienced 

initially in a car impact' A scnsor to 

triggcr the inflation of the lrag would probabll' 

have to be placed behind the steered axis 

for practic'al putposcs atrd as such would }tave 

to initiate during either a short period later in 

the crash phase at a very high "g" level or a 

lower "g" level over a longer time. If the time 

taken for either of the initiation delays is 

added to the bag inl-lation titne lhe rider is ttot 

protccted if this excceds 50 ms in a 48 krn/lr 

(30 rnile/h) impact beciluse he will ah-eady 

have left his rnachitre. Thcse prolrlems should 

be solved for the motclrcycle application

efore further work can be justified on this 

system which otherwise has much to offer. 

The chest pad restraint fitted to ESMI 

yields at a present load as the rider pushes 

against it during an impact. From tests at 48 

km/h (30 mile/h) it has been shown that the 

rider is ejected at only 13 km/h (8 mile/h) in 

an upright position. lt can be seen that his 

chances of survival are much higher than on a 

motorcycle without any restraint. To improve 

acceptability for riders the chest pad yields 

under light pressure in normal use but this 

free movement is stopped during an impact. 

For the sake of appearance when the motorcycle 

is parked the chest pad can be stowed in 

an unobtrusive position. Altertrative designs 

have been made up at TRRL so that acceptability 

by riders can be assessed. 

LEG PROTECTION 

The high incidence of serious injuries to the 

legs for riders and passengers has directed 

attention to possible methods which could 

reduce the severity of these injuries. Althor.rgh 

the most common direction of impact for 

motorcycles is frontal, the object hit (usually 

a car) is not perpendicular to the heading of 

the motorcycle, and there is a glancing impact. 

In the 483 accidents investigated 60 percent 

of the casualties with severe injuries had 

severe injury to the legs.2 

ESMI is fitted with leg protection for both 

rider and passenger. The system is designed by 

Wilson of Bristol in conjunction with the 

Laboratory to gil'e some weather protcction 

plus space for carrying small pieces of luggage. 

The protection is designed to provide a survival 

space for the legs at a speed equivalent to 

a perpendicular impact at 48 km/h (30 

mile/h). It is desirable to provide protection 

up the whole of the side of the motorcycle 

because not all impacts will be at any one 

height. 

Progressive crush at the point of impact 

should help to prevent the rider being ejected 

unnecessarily violently into the obstacle 

struck while his rnachine is beins thrust to one 

EXPEBI MENTAL SAFETY VEH ICLES 

96 

side. No test results are available at present 

but some preliminary results should be available 

later in the year. 

THE FUTURE 

Work on improving the safety of motorcycles 

certainly needs to continue and TRRL 

has a full program. There is the unresolved 

problem of lighting which will be studied to 

improve day and night-time conspicuity. 

Work is also being undertakcn on the very 

diff'erent sutrjects of motorcycle stability and 

protective clothing including safety helmets. 

A fundamental rcview of helmets has been 

started with accident and injury data being 

used as a basis for fbrmulating design improvernents. 

Accident and injury studies are 

being undertaken at the University of Birmingharn, 

the Oxford Road Accident Group 

and the London Hospital. It is encouraging 

that the TRRL accidcnt study has already 

been ablc to show that thc higher standard 

full faced helmets off'er better protection in 

accidents than do open face designs particularly 

by preventing facial injuries. There is 

scope however for research on methods to 

overcome hcaring impairment and some 

development on helmet cquipment which will 

rcducc glare from sunlight without the rider 

having to darken his visor. 

Later this year the results will be available 

from a national survey of many aspects of 

motorcycle usage carried out by SCPR (Social 

and Community Planning Research). For the 

flrst time exposure data and the related 

casualtie.c will be available lar each cla.ss of 

machine. This information will help determine 

priorities for future research. 

ACKNOWLEDGMENTS 

The work described in this paper forms part 

of the program of the Transport and Road 

Research Laboratory and the paper is published 

by permission of the Director. 

REFEBENCES 

I. Watson, P. M. F. and Lander, F. T. W. 

"M{rlorcycle Accidents and Injuries."


Conference Vehicle Safety Legislation: 

Its Engineering and Social Implications. 

I.Mech.E. London 1973. 

Whitaker, J. "Mottlrcycle Siifety-Accident 

Survey ard Rider ltrjuries'" Supplementary 

Report 239 TRRL Crowthorne 

1976. 

Kirkby, C. and Stroud, P. G. "Daytime 

Motorcycle Conspicuity'" Institute for 

Cotrsunter Ergotromics Loughborough, 

Leicestershire. To be Published. 

Wilkins. H. A. "Tests on a Motorcycle 

with an anti-locking braking systcm fitted 

to the front wlteel." Departtnelrt of 

Scientific and lndustrial Rcsearch, Road 

Research Laboratory, Laboratory Note 

No. LN/659/HAW, Hartnondsworth 

1964 (unpublished). 

Watson, P., Lander, F. T' W. and Miles, 

J. "Motorcyclc 2. 

3. 

4. 

q 

Braking." International 

Conference on Automobile Electronics, 

LE.E. Lorrdon July 1976. 

Zellner" J. W. and Weir, D. H. "Evaluation 

of the Mullard/TRRL Antilock 

Br-ake System." Systems Technology, 

Inc. California 90250. Contract No. 

DOT-HS-6-01 381 August 1978. 

"Braking 

in the Rain with Motorcycles 

Fitted with Disc Brakes." LF 697 TRRL 

Crowthortre August 1978. 

Whitaker, J. 'oMotorcycle 6. 

,1 

8. 

Rider Dynamics 

in Frontal Collisions." M'Phil 

thesis November 1978 Brunnel University, 

Uxbridge, Middlcscx. 

9. 

"Trarrsprlrt Statistics Creat Britain 1965- 

1975." HM Stationery Office, Lonclon. 

10. 

"Road Accidents Great Britain 1975'" 

HM Stationery Office, Lottdon' 

Status Report of Renault Experimental Safety Vehicle 

PHILIPPE VENTRE 

Renault Crashworthiness Department 

INTRODUCTION 

To establish the present stage of Rcnault's 

research regarding the protectiotr of motorists 

it is helpfulto rapidly rccall the path travelled' 

Since 1959 Renault has been interested in the 

problems posed by the protection of vehicle 

tccupants and produced its first collision tests 

in clifferent cottfiguratiotrs, witltout remaining 

strictly within the framework of frontal 

impacts. The work continued thus far for l0 

years, resulting in 1969 in the decision to 

Lstablish a multi-disciplinary invcstigation of 

real roacl accidents. It is an important turtting 

point, since this investigation rapidly raised 

many rrlore questions than it attswered' 

It brought about the cleveloptnent of research 

in ieveral areas that has trot stopped 

developing since' 

Parallel to these activities the evolution of 

the road conditions lead public officials of all 

97 

countries to become rnore and more interested 

in the regulatiotrs of vehicles in the area of 

motorist protection and in numerous cascs 

governmental organization began or partially 

financed research with nutnerous laboratories' 

In France this research was regrouped within 

the framework of tlte Frenclt Programmed 

Thematic Actions managed by the Institut de 

Recherches des Transports and Renault 

actively participated in this research' 

At the beginning of the American ESV Program, 

the French had preferred a more units 

parts analytical method consisting of working 

scparately on the different sub-systems that 

corrstitute all automobile and which relate to 

motorists' protectiorr. Looking back we still 

think that it is a good method and, as far as 

we are concerned, will Pursue it' 

But for an automobile manufacturer, there 

are certain times when lte needs to verify that 

the differerrt sub-systems on which he is working 

scparately, each having arrived at an advanced 

stage of state, are capable of being

eassembled as a vehicle capable of being a 

feasible and marketable automobile. It is in 

particular for this reason that Renault 

presented a synthesized safety vehicle, named 

BRV, at the ESV Conference in London in 

1974 whose specifications were closc enough 

to those of the RSV (fig. l). In 1976 an example 

of the BRV was successfully tested in 

the USA for frontal as well as lateral impact. 

Since 1974, the Renault research has gone in 3 

particular directions : 

r the development of biomechanical 

knowledge, 

r the development of research for the protection 

of motorists, pedestrians and riders of 

two-wheeled vehicles, and for the protection 

of occupants in lateral impacts, 

. and the development of technological 

research to reduce the weight and cost of 

solutions. 

It is in particular on this last point that the 

interests of Renault and the French government 

through the Institute of Transportation 

Research focused to produce a new small 

safety synthesis vehicle, but adhering to the 

strict requirements in the area of motori,$t 

protection. It is the result of this work which 

is presented in detail for the first time. 

However this new experirnental vehicle of 

Renault is at the same time thc product and 

content of the sarne course of action: 

r synthesis of work on the sub-system 

(assembly), 

idlll 

llrr 

ffi 

Figure 1. 


,.,,.r,:#tgs 

li 

liii 

,ill 

ir 

98 

r integration of the latest knowledge acquired 

in all fields, 

r attainment of performarlce.s adapted as best 

as possible to real-life driving and costs of 

technical solutions, 

r and application of this orientation to small 

vehicles. 

The result is this vehicle called EPURE 

(Etude dc la Protection des Usagers de la 

Route et de I'Environment-Study of the 

Protection of Motorists and of the Environment) 

(fis. 2). 

SPECIFICATIONS 

Summary of Objectives - Figure 3 

Establishment of the Specifications 

In the beginning, a small synthesis vehicle 

that had to allow verification ol all the quantitative 

perfornrirrtce objectives in regard to 

occupant protection fixed by the EEVC in 

1974 was attainable with reasonably acceprablc 

cost supplements, and performance losses 

in thc othcr areas (noise, pollution, fuel economy, 

accelerating and road handling). 

But taking account ol'the progrcss achieved 

in the area of road acr.iclent knowleclge as well 

as in the technology of the solutions, Renault 

and the Institute ol'Transportalion Research 

decided to work on higher goals allowing an 

even greater number of motorists to be inf-luencecl 

by the anticipated solutions. The 

evcntual modifications had to do with test 

Figure 

2.

Figure 3. 

ACCIDENTOLOGY 

PRESENT E.E.V.C. 

PHOJECTS 

Realistic vehicle category 

Mass = 850 kg 

speed in frontal impact, lateral impact and 

collisions with pedestrians (fig. 4)' 

These objectives were defined after the 

analysis of real accidents either directly from 

our own investigations or using the data supplied 

by other Europcan teams. 

TECHNOLOCY 

The experience accumulated over the years 

as well as the costly experience of the BRV 

SECTION 3: INDUSTRy STATUS REpORTS 

RENAULT E.P.U.R.E OBJ ECTIVES 

SYNTHESIS VEHICLE 

Homogeneous: solution levels 

representative of statistical weight 

of collision configuration 

Good cost/benefit ratio 

Technical and economical 

e$timate of feasibitity of a 

vehicle complying with future 

regulations projects 

99 

STUDIES AND SOLUTIONS 

FOR EACH COLLISION 

CONFIGUFATION 

SPECIFICATIONS 

demonstrated to us that it is not necessary to 

design and produce an entirely new vehicle to 

verify the validity of the foreseen technological 

solutions. Furthermore, the desire to verify 

that our objectives and our solutions were applicable 

to a small vehicle led us to select 

srarring points dictated by the different types 

of impact. For frontal impact, and particularly 

for a vehicle with front wheel drive, the 

lay out of the front mechanical parts is determined 

at the $arne tirne by the requirements

. No ddor openlng durlng impadi 

r Posslbilliy 6t mgnual openlng ol 

et laast 6n6 door atter Impact 

. ManuEl exlraciion Ol dummlsg 

. No fuel le8kage-nO llrg 

. No total or partial ejection 

. Saat cushions remain lock€d 

6urlnq lmPact 

Frer colll$lon test-Vf - 3b kmih 

rl9id movabte baili6r 1100 kg 

HIC s 1000 

tF { 80 g/3 ms 

lfrpact t68l: Bskm/h - 30' anglsd berrlsr 

Figure 4. 

Front aEEIE 2 patt 572 dummloa 

R6sr 6sal8 1 part 572 dummy 

I 8lx y6ar old dummy 

imposed by the structure, and by the harmful 

bracing effects which it entails. To try and 

cover the largest number of cases we chose a 

design with a transverse engine set almost flat. 

In such a way, the room occupied lengthwise 

is almost the same for a north-south engine, 

and the room occupied in the width is almost 

the same as for a transverse engine. 


SPECIFICATIONS- 

Head: 80 g/3 mB 

Chest:60 g/3 ms 

24 km/h te6t 

sterra9Ian oummy 

{part 572 neck) 

LATEFAI IMPACT TEST 

INJUFIY CFIITEFIIA 

Fronlal.lateral car to oar 

Collision tEst {idontical cars) 

gp€€d 50 khih enols 75" 

Thr€s part 572 dummies drlv€r 

Front and l6ft rEar passenger 

100 

Comptying with E.C.E. r1 

(seat belts anchorages) 

Complying with E.C.E. 17 

seats and seat anchorages 

Complyin0 wlth E.C.E. 21 

internal tilllngs 

lllumlnation E.E.C. dir€ctive 

Fuel COnSuilOlion 6qual 

to average value in this 

cate{ory ol vehicl€ ( + 10%) 

. s6t up ln cooperation with ltusTlTUT oE RECHERCHE 

DES TRANSPOFTS within /6s6arch conlract 

''Synth6sls v€hlcl€" 

"Pauoeoi Fanault Assoclation 

For lateral impact, we began with the least 

wide of our most recent models. This forces 

us to: 

I on one hand optimize the anticipated technological 

solutions to the maximum. for the 

structure as well as for the padding, 

r and on the other hand. this allowed us to 

measure the lower Iimits of the exterior

width of the vehicle for an acceptable interior 

space, taking account of the space 

used for the structure and the padding. 

The choice of existing production parts centered 

on external panels, tirne consuming to 

design and expcnsive to manufacture, but the 

structure of the vehicle was greatly rnodified. 

Also, it cannot be judged according to its 

appearance. 

Brief Description 

The structure is classic for us (fig. 5), a 

unit body with intcgrated chassis. The performance 

is obtained by improving the design 

of the parts and the use of materials with very 

good mechanical characteristics. 

Onc point in particular that we would like 

to mention is the deformable front hood protruding 

over the fenders, going up to the 

windshield, designed for pedestrian protection. 

The hood is used as deformable padding. 

This requires leaving sufficient space 

under the hood for its deformation. When 

this space was most reduced at the level of 

front suspension upper connecting points supplementary 

padding was used to optimize the 

crush characteristics. Another point to mention 

concerns the front bumper whosc shape 

was studied in such a way so that in case of 

collision with a pedestrian the impact point 

would be situated below the knees ol an individual 

of the height of a 6 year old child. 

Figure 5, 

SECTION 3: INDUSTRY STATU$ REPQRTS 

101 

The structure of the doors could be adapted 

without changing the thickness of those of the 

vehicle we used as a base (base model). 

The interior protection systems are more 

unusual and merit a few comments. 

The Belts 

True to our confidence in this means of 

restraint we have not hesitated to preserve 

them, even to attain higher performance levels. 

We also kept the width of 60 mm used for our 

production vehicles. The improvement affected 

is a technological evolution of the solution 

adopted for the BRV in 1976:pyrotechnic 

retractors (fig. 6). But here, in the place of 

linear preloaders difficult to install in a vehicle, 

we used pyrotechnic reel retractors. The technology 

was developed by one of our suppliers, 

but our contributiou consisted of the device 

specifications and its electronic control: disengagenrent 

time, tinre to attain rcstraint effort, 

definition of this restraint effort aud duration 

of restraint effort. For this we used our most 

recent work in the area of biomechanics. 

Door Padding (fig. 7) 

This required a considerable amount of 

work of optimization to rcduce the thickness, 

the weight and thc cost. Unfortunately, this 

padding was defitred for a Hybrid lI dummy 

because it is the only means of official judgment 

(standard to go by) we have today. But 

Figure 6.

Figure 7. 

Figure 8. 

Figure L 

the work led simultaneously by our Biomechanics 

Laboratory in conjunction with the 

Institute of Orthopedic Research at Carches, 


102 

when designing this padding, demonstrated 

that the result is not perfectly adapted to 

hunrans and there remains work 1o he done to 

proceed from dummies to humans, entailing 

probably the use of more space in the vehicle 

by an increase in the thickness. [n the same 

vein as the principle padding the peripheral 

padding was studied to protect the head 

(fig. 8). 

Finally the dashboard was studied to be an 

eventual supplenrentary padding, its use being 

greatly diminished by the use of cfficientbelts. 

(fig. e). 

MAIN CHARACTERISTIC$ - Table 1 

The main statement that we can add to the 

table is that if higher performances in frontal 

impacts have not affected the interior horizontal 

space, the interior width cannot be 

considered acccptable. Consequently, and 

considering that it must be difficult if not impossible, 

to produce a lesser door thickness, 

the small vehicle of the future will have to 

have an exterior width increased to about 

100 mm to be able to be judged habitable. 

Comparing the size characteristics of the 

EPURE and BRV, both of them having l'airly 

close protection performances, one can see 

the tectrnological progress achieved: 

3.6 m instead of 4.4 m 

850 kg insread of 1200 kg 

Table 1. Comoarison of characteristics 

E.P.U.R.E. and B.R.V. 

CHAHACTERISTICS E,P.U.R.E. B,R.V. 

Overall length 

Overall width 

Wheel base 

Front wheel track 

Rear wheel track 

Front elbow room 

Width at f ront window Blll 

Rear elbow room 

Width at rear window sill 

Curb weight 

3.636 m 

1.525 m 

2.434 m 

1.352 m 

1.240 m 

1.260 m 

1.150 m 

1.150 m 

1.130 m 

850 kg 

4.410 m 

1.690 m 

2.620 m 

1.450 m 

1.443 m 

1.406 m 

1.281 m 

1.400 m 

1.280 m 

1,300 kg

SECTION 3: INDUSTRY $TATUS REPOBTS 

Table 2. lnjury criteria measuied on part 572 dummies during frontalcollisions 

against 30" angled 

barrier at 65 km/h. Compared Results: R 14 (production car); Renault E.P.U.H.E. 

DHIVER 

R14 

PASSENGEH 

DRIVER 

RENAULT E.P,U.R.E, 

PASSENGER 

TEST RESULTS 

Front impact table 

Lateral impact table 

Pedestrians 

Hrc 

845 

1493 

552 

777 

HEAD 

.y3 ms 

7og 

102 g 

509 

7og 

Table 3. Flenault E.P.U.R.E. occupant protectlon 

in lateral impact collision at 50 km/h 

75'. Injury criteria measured on a part 

572 dummy seated in front on the side 

of the imPact. 

Head H.l.C. 

Thorax .y3 ms 

Pelvis 73 ms 

Table 4. Renault E.P.U.R.E. pedestrian protec' 

tion. lmpacts against the vehicle injury 

criteria. 

Head H.l.C. 

Thorax 1, 3 ms g 

Pelvis "y 3 ms g 

Knee'y max g 

Ankle 1 max g 

Table 2 

Table 3 

Table 4 

Production vehicle Modif ied vehicle 

R 14/R 5 R 14/E.P,U.R.E 

102 

48g 

85s 

Collisions at 

24 km/h 

61 

309 

499 

Collisions at 

32 km/h 

I 2 3 I 2 

151 

1E 

3B 

150 

40 

87 

11 

47 

180 

60 

111 

20 

115 

40 

425 

20 

65 

200 

57 

303 

29 

55 

160 

65 

103 

THOBAX 

?3 ms 

51 g 

479 

41 g 

42g 

490 kg 

190 kg 

480 kg 

150 kg 

F FEMUR 

160 kg 

160 kg 

150 kg 

260 kg 

ln all the collision configurations tested the 

protcction criteria were not exceedcd. 

CONCLUSIONS 

1959-1979. 20 years of research work conducted 

by Renault in order to come to 

grips with the many problems associatetl with 

roacl acciclents and 19 improve road users' 

protection. A new experitneutal vehicle being 

presetrted is the opportunity to take stock of 

the situatiorl, even ii it is only partial. 

Renault has attempted to solve the problems 

with respect to their actual statistical 

importance, as much for the order of priority 

as for the level of protection within the vehicle' 

But on these two points, thc importance of 

legislation is of the utlnost importance' The 

lcgislator is the one who decides on the requirenrents, 

both for the ordcr in which the 

prohlems are to be dealt with arrd the minimum 

level of protection to be provided for 

each of them. 

What do we have at our disposal to do this? 

Work carricd out by all the public and private 

teanl:i r,r'orking on this subject atrd, as far 

as Renault is concertred, it has published all 

the results of its work and actively participated 

in every international meetitrg' 

But it is clear to everybody ttrat this will not 

suff ice. Even thottgh a considerable mass of 

clatir exists, even though an experinental vehicle 

such as EPURE sltows the technical 

feasibility of perfortning solutions, even if 

most car manufacturers have shown they

know how to overcome these problems, the 

fact remains that we all still have gaps in our 

knowledge, and that the world economic 

juncture has made it even more difficult to 

specify satisfactory economic compromises. 

Drawing up a list of these gaps mean$ specifying 

the work program for the future. It 

would now seetn to us that the priorities have 

been classified. 

Improve our knowledge in biomechanics 

and give it concrete form in the shapc of a 

dummy that is really representative of 

human body behavior. What is the point 

spending considerable energy in research 

work, and large sums of money on technical 

solutions destined to protect dummies and 

which are inefficient lor humans. 

Considering that the solutions to frontal 

collision problems are now known, and that 

it only remains now for an efficient legislation 

to be drawn up, research efforts must 


be concentrated on the lateral collision and 

collision between vehicles and pedestrians 

and two-wheelers. This is the order of statistical 

priority. 

. Finally, legislators and constructors together 

working in an atmosphere of mutual confidence 

must specify protection performance 

requirements that are compatible with cost, 

energy economy and raw materials requirements. 

For engineers, this means obtaining 

the same performances with reduced weight 

and cost; for economists, this means deciding 

on compromises that can be supported 

by the states. 

It was to attempt to make progress in these 

three subjects that Renault has concentrated 

its eff'orts in these threc directions, and 

it also seems to us that large meetings of experts 

like this conference would be even more 

efficient if they also were to concentrate on 

the same subjects. 

Status Report on Calspan/Chrysler Research Safety Vehicle 

G. J. FABIAN 

Calspan Corporation 

G. FRIG 

Chrysler Corporation 

After describing the reasons for, and the 

methodology used in, the development of the 

Calspan/Chrysler Research Safety Vehicle, 

the final car is presented and its features 

enumerated. Such aspects of the design as 

styling, front, side and rear structure, chassis 

and body cornponents, restraints, aerodynamics, 

weight and cost considerations are examined 

in some detail and the tradeoffs and 

compromises made in an attempt to attain the 

desired RSV performance are identified. Experimental 

results obtained on prototype 

vehicles are addressed, augmented where 

possible by information from tests of the ten 

final vehicles that have been built and 

delivered to the U.S. government. A discussion 

of results and conclusions completes the 

paper. 

104 

INTRODUCTION 

The overall objective of the National Highway 

Traffic Safety Administration's Research 

Safety Vehicle Program is to develop technological 

data applicable to automotive safety 

requirements for the mid-1980s and, in addition, 

to evaluate the compatibility of these 

safety goals with environmental policies, 

energy utilization and consumer economic 

considerations for that time period. To assist 

NHTSA in obtaining information appropriate 

for formulating meaningful automotive standards 

for that era, a multi-phase research program 

was undertaken to develop a light weight, 

advanced safety vehicle (RSV) suitable for 

family transportation. Current regulations 

were not to be constraint on RSV design; alternative 

safety features were to be explored. 

The design was to be compatible with mass 

production techniques, fuel economy and 

emissions requirements for the eighties. The 

RSV was to be constructed of readilv available

materials, to be easily recyclable and also require 

minimal energy in manufacture; it was 

to have reasonable initial and operating costs, 

as well as good consumer acceptance, Most 

importantly, it must provicle a high level of 

safcty for its llasserlgers, occupants of other 

vehicles and pedestrians. 

The car designed to meet these goals, fabricated 

for testing during the final fourth phase 

and representing the end product of a five 

year Calspan/Chrysler research program is 

shown in Figures I through 4. All test vehicles 

now have been built iind delivcred. Testing is 

currently being accomplished and sorne of the 

results are to be reported later in this conference. 

While a broad spectrum of data went into 

the evolution of the RSV, there obviously had 

to be sonre constraints. Thc most irnportant 

of these concerned program size and rirrring. 

Since actual production and sale of the automobiles 

was not contemplated, funds and 

&,'-Mm'ruffi- 

Figure 1. Calspan/Chrysler RSV. 


SECTION 3: INDUSTRY STATUS FEPORTS 

105 


Figure 4. Calspan/Chrysler R$V. 

scope were significantly less than would be invested 

by an autornotive company to develop 

a new production vehiclc. Selectivity was 

necessary in choosing the areas where research 

and developrnent could be most beneficial. 

F'inal development activities were directed primarily 

toward crash safety systems with minimum 

concern for refinement of basic automotive 

sy$tems comrnon to current cars. For 

in$tance, the rnajor expense of dcveloping advanced 

emissions systems ior 1985 was not incurred; 

instead, current systems were accepted. 

In fact, the choice of developing the RSV 

from a current rnass produced vehicle, wlrile 

providing a reliable basis for production 

aspects, imposed some desigrt and performance 

limitations on the final design. Timing 

was, of course, important. To be effective as 

an aid to defining 1985 safety requirements, 

the RSV proBram had to be completed sufficiently 

early to permit reasonable lead time 

for rule makirrg if the production cars were to 

be expected to include sirlilar features. Con-

sequently, in many instances, where an entirely 

new concept or direction was involved, development 

could only be carried to a feasibility 

demonstration level; while the RSV points the 

way, additional research, development and 

testing will be required before new standards 

could be implemented in those areas. 

Many people and organizations have contributed 

to the RSV program. Calspan is the 

prime contractor, but a large measure of the 

effbrt was undertaken by Chrysler Corporation. 

Calspan led in overall program direction, 

being primarily involved in the background 

investigations that led to the design 

specification, occupant restraint system 

design, component and vehicle evaluation 

testing as well as being instrumental in crashworthiness 

development. Chrysler's activities 

included structural design of the body and 

chassis to meet performance goals within the 

anticipated capabilities of future manufacturing 

technology, pedestrian protection, and 

engine and driveline installation, fuel economy, 

emissions, and styling. Subcontractors 

and suppliers to this project span the automotive 

industry, but the following organizations 

should be recognized for their support: Allied 

Chemical, Bendix, Cibie, Creative Industries, 

Davidson Rubber, Coodyear, Great Lakes 

Steel, Hexcel, Modern Engineering Services, 

Motor lnsurance Repair Research Centre, 

Roblin Industries, St. Gobian, Sheller-Globe, 

100 

o 

u 

X J 

E > 

u { 

-rtr 50 

(JF 

*n 

> = E 

f 

o 1970 

4000 - 10.000 # 

Figure 5. Projected vehicle mix. 

EXFEFI MENTAL SAFETY VEHICLES 

106 

Takata Kojyo, and Thiokol. Finally, and 

most importantly, the contributions of 

Franklin C. Richardson, NHTSA Program 

Technical Monitor, are gratefully acknowledged. 

Previous publications have discussed the 

many aspects of the program (references I 

and 2). A Phase [l status report, as well as 

reviews of technical aspects of the design were 

presented at the Sixth ESV Conference (references 

3 through 9). More recent activities in 

Phase III have been covered in reports and 

papers (references l0 through 27). That documentation 

will be referenced below in the 

brief review of the earlier work that is included 

to provide continuity and an appropriate 

frame of reference for the subsequent 

description of the final Calspan/Chrysler 

RSV. 

PROGRAM DEVELOPMENT 

In the first phase of the program, initiated 

in January 1974, an analysis of the environment 

in which the vehicle is to operate in the 

mid 1980s was developed through investigations 

of trends of automotive usage, accident 

data, population growth, and the prediction 

of economic and resource status. From that 

postulated environment was developed a definition 

of vehicle characteristics suitable for 

1985, including vehicle performance specifica-

tions and preliminary design concepts. A 

review of accident statistics irrdicated priorities 

to be placed on crashworthiness (occupant 

protection) and pedestrian protection. Economic 

and environmental constraints imposed 

limits on vehicle weight and power.l 

On the basis of the automotive usage trend 

analysis and the continuing scarcity of fuel, as 

well as the other considerations. the initial 

vehicle was defined as a 2700 pound sedan 

(fig. 5) having a capacity suitable for a normal 

family use and fuel economy approaching 30 

miles per gallon. Recycling of materials to 

conserve vital fabrication also were design 

objectives. 

The Phase I study included analysis of the 

distribution of traffic fatalities in 1972. Some 

of the results are shown in Figures 6 and 7. 

The occupants of passenger cars represent 62 

Vehicle to vehicle 

19.660 

Figure 6. Distributlon of U.S. traffic fatalities. 


Figure 7, Injury producing elements-all pedestrian 

injuries in front impacts with full 

size American automobiles. 

All fstaliti6s 

56,600 

107 

z 

UJ 

U 

30 

20 

10 

0 (46.e) 

+ 

(45.11


percent of the total. Pedestrians struck by 

vehicles make up another 19 percent. Reduction 

of fatalities and serious injuries in these 

categories would appreciably reduce the cost 

of transportation. In addition, a preponderous 

portion of pedestrian injuries arises from 

vehicle frontal impacts. Significant reductions 

in the pedestrian statistics might be achieved 

by a new approach to the design of the front 

of the car. Such accident statistics in combination 

with a wide variety of background 

factors led to the RSV crashworthiness goals 

summarized in Figure 8. Many other goals 

were established for a variety of other RSV 

capabilities as indicated in the table at the end 

of this paper. Cost/benefit studies were not 

performed at that time on specific features 

because actual on-the-road experience was 

deemed to be required to accurately assess 

their value. 

Since it was felt that the mass production 

capability of the vehicle was of paramount 

importance to the credibility of the data, the 

approach taken utilized a Chrysler Simca 

1307/1308 as the base vehicle which was subsequently 

modified to achieve the design 

goals. Although bringing with it certain design 

limitations, the base vehiclc provides dimensional, 

weight and handling characteristics 

ttrat approxinrate the Phase I RSV specifications. 

In addition, the Simca I308 manufacturing 

facilities furnish a realistic basis for 

estimating the effects on cost and producibility 

of design or process changes attendant to the 

achievement of RSV safety, emissions, and 

efficiency performance. 

F ront 

Sitle 

Rear 

"Speed for each car 

lmpact obiect Configurati on 

Fixed flat barrier 

Fixed pole barrier 



RSV 

RSV 

RSV 

RSV 

o' to 45o 

Center impact 

0' 

50% offset 

Center impact 

o" to 4so 

0" 

Figure 8. RSV crash performance specifications. 

Phase II activities2 were directed toward 

some refinemcnt of the RSV specifications, 

thoroughly testing the Simca 1308 to determine 

the base car performance, preliminary 

design of the crash safety elements ancl building 

and testing of prototypqs to establish the 

capabilities of the design to meet crashworthiness 

goals.2 Figure 9 illustrates the methodology 

adopted to hring the various vehicle elements 

into harmony. Particularly to be noted 

is the prominent part played by computer simulation 

which makes possible exploring design 

tradeoffs and compromises. Careful attention 

has been paid throughout the program to important 

considerations such as producibility, 

costs. and other "real life" factors to assure 

credibility of the results and their applicability 

to the I985 time frame. 

Economics of the design were also addressed. 

Consumer costs were established 

based on an assumed annual production of 

300,000 units. Research and development 

costs, materials, facilities, and production 

tooling costs were also assessed. The analysis 

of RSV costs provided increments between 

those for the RSV and a car of similar size and 

type designed to meet current governmental 

regulations. The RSV was assumed to be an 

all new, regular production model requiring 

implementation of all new tooling in an existing 

manufacturing facility. 

Phase Ill included not only the refinement 

and testing of the areas addressed in Phase II, 

but also considered additional characteristics 

not previously covered, such as durability, 

handling, acceleration, limited cmissions con- 

lmpact speed 

{MPH) 

Goal 

50 

50 

35 

2s 

50* 

50* 

45 

50 

108 

Minifium 

40 

40 

?n 

2A 

40* 

40* 

4Q 

45 

Comments 

I njury criterla-front seat occupants 

InjurV criteria-f ront seat occupants 

Iniurv criteria.-all positions, egres$ doors 

Maxirrum barrier force 60,000 lbs 

InjurV criteria-front seat occupants 

I njury criteria-front $eat occupants 

Injurv criteria- occupants struck side 

I njurv criteria-all occupants

Pedestrian/ 

vehicle 

simulation 

BEse vehicle 

charscteristics 

Figure 9. RSV crash safety activity. 

Design and 

COrnPUter 

simulation 

System 

integrarion 

testing 

trol development, collision repairability, and 

compliance with Federal Motor Vehicle Safety 

Standards. 

RSV FINAL DESIGN 

Before discussing Phase III test results 

demonstrating the performance achieved with 

the Calspan/Chrysler RSV, it is appropriate to 

first review the features of this design.26 A 

synopsis of many of the features of the RSV is 

shown in Figure 10. 


109 

Styling 

Design and 

computer 

sirnu lation 

Although the RSV resembles the Simca 1308 

from which it was derived, the shape forward 

of the windshield is all new and the wheel base 

almost three inches longer. In addition, the 

RSV has a new rear bumper and hatch lid' 

Wind tunnel testing led to the rounded front 

shape that is also beneficial for pedestrian impact 

protection. Other aerodynamic effects 

led to reduced size of the cooling air inlets,

iffi 

lli il:li 

r i l 

'rr;rl 

;iir ; 

lil 

ri .:i 

1,,,, 

rii 

I 

r i * 

,l'iix' 

il; i 1" 

tri i' 

i,rl 

"i r" 

'r, 

i I' 

l l i 

t r 

' I :r: 

* i.$,, 

S*lr'i 


M ,ffi' 

110 

iH 

Tr di 

+{i 

W 

ffi 

$i-tw' 

l;u!',,iiirr :' . 

f{r,1iffi,, .i 

;i .lirllttr lr. 

a 

E 

d 0) 

@ 

(r 

ct 

o) 

':t 

.9 

TL

lower front end air dams, addition of front 

wheel f'lares, rear hatch lid spoiler, and 

smooth wheel covers, as well as rcmoval of 

the rear segrnent of the drip rail (figures I 

through 4). 

lnterior appearance also is similar to the 

Simca except for items needed to provide 

occuparlt protection in the attenlpt to realize 

the high speed impact goals (figures I l, l2 and 

l3). Most noticeable among these changes are 

the thicker door trim pads with enclosed 

aluminum honeycomb energy absorbers for 

occupallt protectiott during side inrpacts (figure 

l4). Energy absorbing foam pads are 

placed on uppef A, B and C pillars and above 

door openings to attenuate head contact forces 

in side impacts. Aluminum honeycornb mate- 

Figure 11. RSV driver air bag and 

Panel. 

SECTION 3: INDUSTRY STATUS FEPOHTS 

instrument 

Figure 12. RSV passenger air belt and knee 

blocker. 

111 

Figure 13. RSV rear interior. 

rial similar to that in the doors is also used in 

the lower instrument panel to reduce forces 

frorn knec impacts during frontal crashes (figure 

l5). "See-through" head rcstraints are 

provided for front seat passengers both for 

improved driver visibility and for a feeling of 

added interior reominess. Passive restraint 

systems, described later, are also tnajor f actors 

in the interior appearance. 

$tructure 

Though not outwardly visible, the Simca 

based structure of the RSV has been altered 

extensively.T The impact speed goals of 40 to 

50 mph necessitated major alterations throughout. 

Few completely original Simca sheet 

nretal stampings rcmain in the RSV structure; 

they are shown as unshaded parts in Figure 16. 

Also seen in this illustration is the abundant 

use of high strength low alloy (HSLA) steels 

for weight efficiency and structural strenBth. 

Limited use of such materials is occurring in 

present procluction automobiles,6 but not to 

the extent shown in the RSV because of welding 

difficulties. Wherever possible, the body is 

assernbled usirtg production type spot welding 

for low cost with minimal amounts of arc or 

MIG welding. Mechanical fasteners are of 

production lype throughout. In spite of its 

light weight, aluminunr applications are restricted 

to hood and hatch lid inner and outer 

panels which can rcadily be removed when the

Figure 14. Energy absorbing door trim. 

bolster - 

support 

Hexcel aluminum 

honeycomb en6rgy 

ebsorbing material 

Vacuum formed 

kn€B bolster covEr 

Figure 15. Instrument panel construction. 


Hexcell aluminum 

hdneycomb energy 

absorbing materiel 

/ qe1,\ 

\04fr i 

u/ 

112 

car is scrapped to preserve RSV recyclability. 

It was found that even minimal contamination 

either by aluminum or steel makes the resulting 

scrap of very low value so care has been 

taken to avoid material intermingling in any 

components. Chrome plating has been eliminated 

for similar reasons. 

Front 

Vacuum formed 

trim cover 

over %" foam 

A unique t'three-zone" approach wa$ conceived 

(fie. l7) to meet the requirements of 

pedestrian injury mitigation, limited low 

speed vehicle damageability, and reduced 

"aggressivity" with small cars and in side impacts 

while still permitting occupant surviva-

Figure 16. RSV materials utilization. 

Pedectrian 

& property 

255 mm l0 in 

559 mm 

953 mm 

Cornpatibility 

22 

Figure 17. Front structural concept. 

SECTTON 3: INDUSTHY STATUS REPORTS 

113 

High speed 

impect 

E:3 ir*rp sfiEE j 

tHntl 

ilunnrutrt 

rqryfis 

,",i,irriiir,lri,,lr,l' r

EXPERIMENTAL $AFETY VEHICLES 

bility in high speed frontal crashes. The first 

zone, combining the needs of pedestrian safety 

and reduced low speed vehicle damage, de' 

velops the lowest level of impact force. Proper 

material selection (urethane foam) gives forces 

proportional to contact area' so a small object 

impacts (fig. 18). The side structure also 

serves to provide a load path for some of the 

frontal crash forces as well as to limit side impact 

intrusion. 

Side 

like a pedestrian receives a low force, but a 

large one like a car experiences a greater 

force. The second zone, having intermediate 

force levels, provides the limited aggressivity. 

The highest crush forces are developed in the 

third zone, to protect RSV occupants in high 

speed impacts. Such a scheme does not provide 

the highest crush efficiency in frontal impacts; 

in fact, it leads to somewhat higher 

peak accelerations on the vehicle, since only 

Iow crush forces are experienced during the 

initial portion of structural deformation in 

higher speed impacts. However, it was felt 

that this drawback was outweighed by the improvements 

effected by providing pedestrian 

protection and limited aggressivity. 

A very careful tuning of the design was required 

to satisfactorily attain the desired combination 

of all these capabilities. Tradeoffs 

were necessary between vehicle aggressiveness 

and crashworthiness and between intrusion 

and structural collapse. Reduction of body 

pitching on impact had to be effected consistent 

with energy absorbing crush. However, as 

is the case in any tuned system, variations in 

any single element seem to have a disproportionate 

effect since they de-tune the whole 

system. Consequently, in order to insure the 

proper operation of the individual elements so 

that the expected superior performance of the 

balanced system can be realized, additional 

effort (and cost) will have to be expended on 

inspection and quality control during vehicle 

fabrication than is utilized for cars manufactured 

to current standards. 

Structural modifications to the RSV sides 

(fie. l8) include stronger door hinges, interlocks 

into pillars and sills, as well as large 

door beams to carry loads across doors. This 

HSLA beam, extending from glass to sill and 

from latches to hinges, is bonded to the door 

outer skin for increased ef'ficiency and reduced 

weight. The front door glass was shortened at 

its forward end to clear the beam and rear 

door window glass opening distance was reduced 

for the same reason. Reinforcements 

were added to the A, B and C pillars. Utilization 

of a single stamped 

Major front structural elements exclusive to 

the RSV include the upper fender beams, front 

longitudinals designed to collapse in a prescribed 

manner, strengthened cowl sides, and 

the central tunnel and floor pan reinforcements 

which limit engine intrusion into the 

passenger compartment in high speed frorrtal 

"aperture panel" for 

the area surrourrding both front and rear 

doors reduces the number of weld joints and 

improves side strength. To prevent the side of 

the car from collapsing inward during impact, 

a roof reinforcement (rollbar which also provides 

improved roof crush strength) was 

added across the top between the B pillars and 

a transverse reinforcement was similarly added 

to the floor under the front seats. 

These elements serve to limit intrusion during 

side impact. Minor deformation of the 

door beam occurs after initial contact by a 

striking car. Through the door interlocks, the 

beams then engage the rigid base formed by 

the transverse members and strengthened 

door openings. Thus, the beams act more 

efficiently as tension members rather than as 

simple bending elements and combine with 

the rest of the structure to provide exceptional 

side impact performance even when hit by 

much larger cars. 

Rear 

The rear structure of the Simca required 

minimal modification (fig. 18). The fuel-tank 

filler neck was rerouted to obtain better protection 

in crashes. Location of the Simca fuel 

tank between the rear wheels, well forward of 

114

Figure 18. Phase lll structure. 

the rear end, was retained although its capacity 

was slightly reduced to provide added luggage 

volume. Rear Iongitudinals and rear crossmernber 

were reinforced primarily for low 

speed damage reduction and the rear end of 

the hatch lid and rear fcnders werc altered to 

permit attachment of the soft bumper and 

spoiler. 

Body Components 

Secondary 

hood latches 

Although most body haidware components 

on the RSV were retained intact frorn the 

Simca 1308. a number were somewhat modified 

to better suit specific requirements of the 

RSV. These include the instrument cluster, 

seats (reinforced and recliner mechanism 

removed), window mechanisms, most glass, 

door and hatch latches. and various other 

small components. Some special elements 


Rei nf. 

f loor 

Tunnel and cross 

floor pan ftemoer 

reinf orcementg 

115 

sirl 

interlock 

were u$ed, the most significant being the soft 

foam t'illed bumpers, new front and rear lighting, 

special windshield, and the hood latch 

systems. 

The soft urethane plastic, foam filled 

bumpers are unique, as shown in Figure 19.8 

They protect the RSV from damage in barrier 

irnpacts up to 13 kph (8 mph), I kph (5 mph) 

rear collisions, and 2l kph (13 mph) front-torear 

crashes between RSVs.II'ts More importantly, 

with this bumper, a capability for the 

reduction of pedestrian injuries has been 

demonstrated at speeds up to 32 kph (20 mph) 

for both adults and children.e 

Prelirninary cornputer studies were used to 

establish the bumper shape and its forcedeflection 

properties. Both factors were found 

to be significant in timiting injuries. Force 

properties primarily linrit bone fractures and, 

combined with overall shape, can affect

High density 

Figure 19. Pedestrian protecting bumper. 


pedestrian kinenatics after contact forces 

with other car elements and with the ground. 

The aluminum hood, in addition to saving 

weight, enhances the bumper properties by 

beirrg "sofler" 

than a steel hood. (There is 

somc disadvantage, however, in that thc hood 

can bc more readily damaged in non-impact 

situations.) Fortunately, the rounded bumper 

shape has proven to be ccrmpatible with aerodynamic 

needs, although it does not fully 

comply with present U.S. bumpcr standards 

and was not designed to do so. ln fact, current 

U.S. standards pertain to protecting the vehicle 

on which the bumper is installed rather than 

pedestrians. The fixed headlamp covers, installed 

primarily to improve aerodyttatnics, 

also aid the pedestrian by providing surface 

continuity. 

RSV headlamps (fig. 20) have only one 

bearn and use a plastic lens to attain prccise 

aiming for improved lighting with reduced 

glare while effecting a weight savings (figures 

2l and 22). While not fully develorred, this 

system could have safety advantages by providing 

better lighting, and eliminating im- 

116 

mounting brecket$ 

Figure 20. RSV plastic headlamP. 

proper beam usage. A suspension activated 

hydraulic headlamp aiming system is available 

to automatically compensate for vchicle loading 

and dynamic effects. High-level rear lamps 

are located on the rear roof pillars (fig. 23). 

Thcy combine runnitrg, side-marker, stop, 

and turn functions in a highly visiblc location.


Figure 21. Standard tungsten sealed beam low beam. 

Figure 22. RSV headlight beam. 

117

Figure 23. BSV high level rear lamp' 

The RSV windshield is similar to current 

U.S. three-layer units but is sottrewhat thinner 

and has a f our th plastic inner layer' I'his 

layer, to a large extellt, eliminates lacerative 

injuries to unrestrained occupants. 

A special hood latch system with the secondary 

catches remotcly located along the 

hood sides is used (f-ig. 2a). A conventional, 

interior-actuated primary latch is located at 

the front of thc hood. Secondary catches provide 

inrproved crush eiiiciency for the lightweight 

aluminum hood by increasing the 

number of buckles fornred in it during frontal 

impacts. The secondary latches prevenI the 

hood from entering the windshield lower zone 

and stabilize thc fenders laterally in angled or 

offset collisions. 

Restraints 


Development of the RSV occupant restraints 

began carly in Phase II using the Calspan developed 

crash victim simulation computer 

prograrn (CVS lll)5 with input decelerations 

provided by comptete car crush simulations 

from Chrysler. Preliminary results of tttese 

studies indicated that an advanced belt systemle 

coulcl provide a sr.rrvivable impact speed 

about 8 khp (5 nrph) greater thirn an air bag 

118 

Figure 24. Secondary hood latch. 

system. The parametric studies were confirmed 

by tcsts on a HYCE impact sled. While 

the slecl resr-rlts were not exactly equivalent to 

the computer predictions, based on FMVSS 

208 tolerance levels front seat occupants could 

be assured survivability with the projected 

RSV structural response. The Phase ll cars incorporated 

such a belt to take advantage of 

the indicated greater impact speed potential. 

Subsequently, for use in Phase III, NHTSA 

awarded additional contracts tor dcvelopment 

of air bag type restraints for both the driver 

and front passenger. The passenger system 

was not developcd sufficiently to be included 

in the vehicle, but the driver air bag systema 

was selected ior the final RSVs to detnoustrate 

an available alternate passive system. 

The driver's restraint (fie. 25) incorporates 

a steering wheel mounted air bag with a 

sodiunr azidc inflator, porous nylon bag, dual 

rirdiator yoke mounted irrrpact sensors (1973 

CM type) and a dash mounted diagnostic box

Dual rediator 

mounted crash 

sensors 

H 

Yr\.'o'.\ 

*[f 

I nt€grat6cl 

knee restra i nt 

Figure 25. lllustration of drlver air bag system. 

with integral back-up crash $ensor. For the 

front passenger, the restraint system (fie. 26) 

is a motorized, passive inflatable torso belt 

with the inflator mounted between the seats (a 

single inflator could serve two belts for both 

front occupants), force limited webbing, and 

an inertia retractor. Both systems offer optional 

active lap belts made of force Iimiting 

webbing to supplement the previously described 

"knee blocker" instrument panel and 

to minimize chances of ejection during impact. 

In the interest of simplicity, the belt 

system uses the same sensors as the air bag' 

When deployect, the inflatable element eliminates 

belt slack (required for comfort), distributes 

forces over the torso and, since it extends 

under the chin, reduces passenger head 

motions. Force limiting webbing limits the 

occupant accelerations to accepted tolerance 

values. When the ignition is turned off, a 

motor drives a flexible cable pulling the movable 

D ring forward to the upper right corner 

of the windshield, allowing ready entry and 

egress by the front seat passenger. 


Diagnostic 

- 

119 

I nflstBd 

air bag 

extent 

Thiokol 

in f lator 

The air bag system has advantages in that it 

is completely passive, unobtrusive, and provides 

effective distribution of impact forces 

on occupants. A strong point for the improved 

belt is that it is anchored farther back 

in the vehicle structure and thus may not be as 

susceptible to degradation of performance 

should serious intrusions occur. Also, since as 

a normal belt it provides satisfactory restraint 

up to 30 mph, belt system inflatiorr could be 

deferred to a higher impact speed than the air 

bag. This could result in repair cost savings 

since restoration of the system after crashes 

would be needecl in fewer instances. In addition, 

a belt supplies some lateral support for 

accidents other than frontal impacts. On the 

other hand, the automatic intlatable belt has 

two major shortcomings: it is nearly as expensive 

as the air bag and it is far more likely to 

result in owner/occupant objections to its discomfort, 

inconvenience, and appearance. 

Force limiting webbing is used in the active 

belts for the three rear seat positions. Threepoint 

restraints with inertia retractors are pro-

D+ing 

drive motor 

Energy absorbing 

knee bolster 

Movable D-ring 

forward position 

D+ing track 


Optionel lap belt 

Electrical connection 

to diagnostic box 

& crash sensors 

Figure 26. Inflatable shoulder belt-Phase lll' 

vided for the outboard positions and a lap 

belt for the center. While these devices provide 

a lower level of impact performance than 

the front seat restraints, they were considered 

satisfactory and consistent with maintaining 

reasonable vehicle costs in view of markedly 

lower use of the rear seats. Sheet metal panels 

on the backs of the front seats serve to absorb 

rear passenger knee contact forces ancl prevent 

consequent injuries to front passengers, 

Aerodynamics 

An aerodynamics study was undertaken 

during Phase 11126 involving a complete, fullscale 

car test performed at the National Research 

Center wind tunnel in Ottawa, Canada. 

Many aerodynamic features were investigated 

120 

Vehicle sensitive 

inertia retrector 

Fixed D'ring 

Energy absorbing 

shoulder belt webbing 

lnflatabelt inflator 

& manifold 

on a Phase III prototype and the measured effects 

on drag are tabulated in Figure 27. Some 

tradeoffs were made to achieve this level of 

Config- Description cD AcD% 

u rati on 

1 

2 

3 

4 

5 

6 

7 

I 

I 

Base car .474 O 

(1) w/45 mm rear spoiler .438 7,8 

(2) w/Headlamp cover$ .421 11.4 

(3) w/Flush wheelcover ,415 12.6 

(4) w/Convex wheel fairlng .41 3 13.1 

15) w/Faired drip molding & 

rear ouarter window .412 13.3 

{61 w/Rear wheel arch skirt .41 1 13,5 

(7) wlFront vertical air dam .4OB 14.1 

(8) w/Center grill inlets only 

and two aerodynamic 

mirrors .405 15.4 

Figure 27. RSV wind tunnel test results.

performance. For example, the initial rear 

vision goal was similar to the currcnt proposed 

standard for indirect visibility. An analysis of 

that goal indicated a need for very large outside 

rear view mirrors on both sides of the car. 

The right side mirror had the iurther disad, 

vantage of having to be placed atop the right 

fender forward of the windshield. The size 

and location of these mirrors would increase 

drag as well as present a potential hazard to 

pedestrians. [t was decided that these elements 

outweighed the advantages of improved indirect 

vision. The fixed headlamp covers described 

earlier in the bumper section were 

similarly found to provide major aerodynamic 

improvements as well as a potential advantage 

to pedestrians. Therefore, they are used in the 

RSV despite their non-concurrences with current 

U.S. regulations. 

Chassis 

The RSV goals include a7.84litres/100 km 

(30 mpg) conrbined citylhighway EPA cycle 

fuel economy and emissions of .41 HC, 3.4 


Circuit I 

(lt. frt. & rt. rearl 

CO, and 2.0 NOx gpm. The high cost of developing 

an entirely new type of emissions 

systems would have diluted the primary objective 

of safety. Instead, a current production 

engine was selected to replace the Simca unit. 

Installation of a I.7 liter Omni/Horizon 

engine in the RSV required redesign of the 

engine accessory drives and relocation of 

other engine compartment components as 

well as an increase in the front overhang. The 

very good aerodynamics of thc RSV result in a 

fuel econorriy rating exceeding the 8.55 litres/ 

100 km (27.5 mpg) combined city/highway 

average required of all U.S. cars by 1985. 

Emissions levels meet 1979 California requirements. 

The remainder of the RSV driveline is 

also Omni/Horizon with both manual arrd 

automatic transmissions available. 

The other chassis items have been changed 

from their Simca or Omni/Horizon counterparts 

only as required to meet the specific in- 

$tallation or weight requirements of the RSV. 

The Simca brakes have been altered to provide 

a diagonal split (fig. 28) to give improved 

braking when the system is partially failed. 

Existing residual 

Circuit 2 

(rt- frt. & lt. rearl Circuit 2 Existing proportion ing 

valve (circuit 1) 

Figure 28. Brake line routing for RSV with diagonal split system. 

1?1 

Additional proportioning 

valve (circuit 2)

Further development of an adaptive (four 

wheel, electronically modulated) braking 

system is currently underway for installation 

on the RSV. 

A break-away lower steering column member 

(fig. 29) is used to reduce steering wheel 

rearward motion during high speed. frontal 

impacts by separating the steering rack and 

pinion gear from the upper column after 

about one inch of crush takes place aft of the 

front wheels. 

The tire system utilizes a flatproof tire (fig. 

30). When the pressure is removed, thethicker 

sidewalls support the car weight and car handling 

response is not severely affected. A low 

tire pressure warning system is included to 

1FQ 

krFR" 

fr l-t 

),*sd" 

-riltr* + 

cj} 

&! 

## 

Figure 29. Breakaway steering shaft. 

Figure 30. Flatproof tire. 

EXPEHIMENTAL SAFETY VEHICLES 

fied Simca 

provide an instrument panel indication when 

any of the four tires has less than I l5 kilopascals 

(17 psi). The car can be drivcn up to 65 km 

(40 miles) at speeds up to 65 kph (a0 mph) to a 

service station without damaging the tire, providing 

added safety by eliminating the hazards 

of roadside tire changing. There is also a small 

weight savings (albeit at added cost) afforded 

by replacing five tires and the jack with four 

flatproof tires even though they weigh more 

individually than the standard ones. A substantial 

increase in luggage volume is also 

achieved. 

Weight 

Since fuel economy is closely associated 

with vehicle weight, particular attention was 

paid to changes in weight resulting from design 

modifications during the development of the 

Calspan,/Chrysler RSV.26 The success of that 

activity is attested by the fact that the measured 

curb weight of 1213 kg (2675 lbs) is only 

13 ke (7 lbs) above that shown on the September 

weight report, several months prior to 

completion of the first Phase IV RSV (fig. 

31). The curb weight represents an increase of 

16l kg (355 lbs) over the base French Simca, 

but since it is estimated that about 60 kg 

(132lbs) would have to be added primarily for 

emissions, bumpers, and door crush resistance 

to meet current U.S. regulations, the weight 

attributable to the RSV f'eatures is about 

101 kg (223 lbs). 

Costs 

Obviously, all of the added RSV safety 

features cannot be obtained without some 

penalties. As noted, the curb weight of the 

Calspan/Chrysler RSV is estimated to be 

101 kg (223 lbs) greater than a "f'ederalized" 

Simca. That added weight results in increased 

operating costs due to reduced fuel economy. 

In addition, the added complexity of the vehicle 

subsystems and structure might result in 

additional maintenance costs. Increased part 

and labor content in the more complex RSV 

will probably result in higher manufacturing

Base car (Simca C€l 

Adjusted bdse car 

Front structure 

Side $tructure 

Side exclusively 

Front/side 

Side rollover . 

Flear structure 

Environmental protsction 

Occupant protection 

Steering & suspension 

Producibility & shipping 


{1050.7s4) 

(?0.843) 

(48.803) 

(3.574) 

5G 

Phase | | | 

r026.844 

62.608 

73.22 

3.598 

9.614 

39.610 

4.739 

Lbs 

12317.001 

2264.1S 

138.0s 

161 ,45 

(45.S61 

(107.61 ) 

(7.88) 

7.94 

21 .20 

87.34 

-10.45 

Total car 1210.758 2669.62 

Figure 31 Research safety vehicle crashworthiness weight status. 

costs and consequently increased consumer 

cost. On the other hand, however, the benefits 

of reduced damageability and improved safety 

might more than offset those increases. 

A detailed consumer cost analysis has been 

carried out by Chrysler personnel, assurning 

an annual production of 300,000 units with a 

normal amortization.zd Since the Simca is 

neither manufactured nor sold in the U.S., 

and the French manufacturing facilities, procedures, 

and labor rates are not specific to the 

U.S., an actual total consumer cost for a federalized 

RSV is not available. However, cost 

differentials between the RSV and a car of the 

same size and general features meeting current 

U.S. standards (federalized Simca) were deiived 

as summarized in Figure 32. The total 

consumer cost differential including research 

and development, facilities, tooling, and other 

expenses associated with bringing such a car 

into production is shown to be $1795 in 1979 

dollars. Although a major number of the 

items appearing in the estimate are the type 

Chrysler presently fabricates, a disproportionately 

large dollar portion of the estimate is 

associated with a limited number of components 

that are not now in production and 

would have to be purchased. Chrysler had 

only vendor's estimates to use in assembling 

123 

PErt grouP 

Bodyin{lthite 

Front sheet m6tEl 

Glass 

Paint. sealsrE & d€adoneri 

Bumper$ 

Grille & light$ 

Exterior ornamentetion 

lnstrument Pan6l 

Steering wheel 

I nterior trim 

Front restrsints & knee blocker 

Rear restraints 

Chassis & 6l€ctrical 

Flatproof tires & sensor sys. 

Adaptive brake systeff 

Hodlemp leveling system 

Mircellaneous 

Figure 32. Consumer cost summary. 

Additionsl 

con$um€r 

cost 

$ 203 

23 

28 

-0- 

107 

31 

M 

-0- 

-0- 

138 

g2 

34 

22 

102 

325 

45 

41 

Tobl $1795 

the costs for the passive restraint systems' antiskid 

brakes. and flatproof tires which comprise 

the high technology category of the RSV 

features as shown in Figure 33. The vendor 

supplied costs for these three elements are 

dependent orr the supplier's estimate of the 

market that does not admit detailed analysis; 

they dominate the cost differential, representing 

60 percent of the total incremental cost.

High technology features 

Front passenger restraints. incl. knee blocker 

Flatproof tires & low pressure warning 

Adaptive braking sYstem 

Di$cretion8ry feEtur€s 

4-Plv windsheild 

Rear sooiler 

Halogen head lamp$ & covers 

Headlamp adiusting system 

High level rear lamps 

Rub strip molding 

Soft wheel covers 

Aluminum hood & hatch lid 

Basic features 

Body structure & hardware 

Soft front S rear bumDers 

lnterior trim & padding 

3-Point reer belts 

Miscellaneous other items 

Consumer 

cost 

$ 642 

102 

325 

Elo6e--- 

$?s 

30 

14 

45 

21 

24 

30 

16 

lrr%) $ 208 

$ zto 

77 

138 

34 

59 

(ze%l $TiE- 

Total (1O0%) $1795 

Figure 33. RSV consumer cost feature categorization. 

Concurrently, the basic vehicle features which 

are closely related to parts currently being 

manufactured account for only 29 percent of 

the total, with the optional or discretionary 

features constituting the remaining l1 percent 

of the cost difference. 

Although we believe this to be the best estimate 

that can currently be obtained, since it is 

based on the most reliable information available, 

it is true that the closer an item is to being 

in production at the desired rate, the more 

nearly the actual cost can beassessed. Chrysler 

has expressed a view that while these costs are 

realistic, they may be sonrewhat optimistic; 

they should fall within a normal l0 to 20 percent 

band. However, since 60 percent of the 

cost represents three major elements not yet 

scheduled for production, careful monitoring 

of variations in these costs will be necessary 

because of the leverage of these items on the 

total cost differential. 

TESTING 

A number of tests were conducted during 

Phases ll and III to assess the performance 


1?4 

capabilities of components and systems being 

designed and built for the RSV. Static crush 

testsl0 were used to predict structural performance 

in dynamic impacts, slecl testsa'lg 

with a postulated acceleration pulse to indicate 

dummy occupant performance in car 

crashes, a number of barrier and car-to-car 

crash testsll-l8'zl were run to evaluate occupant 

survivability, and handling tests22'23 provided 

information on vehicle driveability and 

response. In addition, aerodynamics, fuel 

economy, emissions, flatproof tire performance, 

braking and acceleration were investigated 

experimentally.z6 Results of the performance 

of the RSV obtained by test and 

measurement2T are shown in the table at the 

end of this paper. Also included are specifications 

that were proposed early in the program 

and references to reports in which the information 

is contained. It is hoped that the scope 

of the experimental information contained 

therein can be enlarged by the results of other 

tests to be reported at this meeting by representatives 

of other natii.ls who have cooperated 

in this international effort to enhance 

automotive safety. 

Information in the table is, in most cases, 

self-explanatory. The internal width of the 

RSV is, in fact, that of the Simca base car 

minus the space taken up by the additional 

energy absorbing padding on the sides. A 

decision was made for Phase IIt to proceed 

with the design and fabrication of the RSV on 

that basis rather than to spend the additional 

money required to provide the internal room 

needed to comfortably seat three people sideby-side. 

The braking performance exceeded 

the specification after the first preburnish 

test.26 The RSV prototype stopped from 

96.5 kph in 46 meters (60 mph in 151 feet) 

with a maximum pedal force of 68 kg (l50lbs). 

In subsequent fade and recovery tests, the 

pedal force to obtain a deceleration of 3 meters 

(10 feet) per second per second (.31 g's) varied 

from 12 to 14 kg (26 to 3l lbs), while that required 

to achieve 4.6 meters (15 feet) per second 

per second (.465 g's) varied from 20 to 

24 kg (45 to 52 lbs).

Table 1. RSV system performance. 

PERFOHMANCE 

CATEGORY 

1.0 Vehlcle Description 

1.1 General Configuration 

Weight (Curb) 

Payload 

Occupants 

Trunk Volume 

" 

Test Payload 

1.2 lnterior Oim€nsions 

Head Room-F 

_R 

Leg Floom-F 

_R 

Shoulder Hoom-F 

_R 

Englne Description 

1.3 Exterlor Dimenslons 

Wheelbase 

O/A Length 

oiA Heighr 

o/A width 

Wheel Tread 

Turning Circle 

2.0 Salety Performance 

Requiremenls 

2.1 Vehicle Handling 

2.1.1 Braking Performance 

$ervlce Braking: 

60 mphlstraight 

Pedal Force 

Emergency Braklng: 

Boosier Failure 

1/2 System Failure 

Proportion $ystem 

Parking Brake 

Vehicle Jacking 

2.1.2 Steering 

Yaw Re$ponse 

.49, 25 mph 

.49, 50 mph 

.49, 70 mph 

Transient Responee 

.49,25 mph 

.49,70 mph 

Returnability 

.49,25 mph 

.49, 50 mph 

SECTION 3: INDUSTRY STATUS FEFOFTS 

PROPOSED 

SPECIFICATION 

2500-3000 lbe 

4-5 

14*19 ft3 

37.6 ln. 

36.8 in. 

40.0 in. 

36 in. 

49.8 ln. 

52.5 in. 

1400 cc. 

Transverse Front 

Engine and Drive 

106In. 

180 ln. 

55 in. 

72 in. 

62 in. 

42 tt 

350 ft 

400 ft 

250 ft 

30% Grade 

FR 17055 

125 

BSV 

.FERFORMANCE 

2675 lbs (1213 kg) 

Family of 5 

19 ft3 (0.ffi8 m3) 

37.5 in. (0.95 m) 

36.1 in. (0.91 m) 

40.85 in. (1.04 m) 

33.85 in. (0 86 m) 

48.7 in. (1.24 m) 

50.8 in. (1.29 m) 

1716 cc. (104.7 in.o) 

Transverse Front 

Engine and Drive 

105.? in. (2.68 m) 

177.8 in (4.52 m) 

53.1 in. (1.35 m) 

67 in. (1.70 m) 

55.71t54.72 in. (1.4?1.39 m) 

Less than 38 ft (11.58 m) 

151 ftll$O lbs 

(46 m/68 kg) 

.31 g=26.31bs 

(1? ks) 

.469 = 52 155 

(24 ks) 

192 ft (58.5 m) 

329 ft (100.3 m) 

157 ft (47.9 m) 

82 lb (37.2 kg) 

FR 17055 

Gain = 30 

Gain = 38 

$atisf actory 

Satisfactory 

(22) (23)

: EXPERIMENTALSAFETYVEHICLES 

Table 1. RSV system performance (Cont.). 

PEHFORMANCE 

CATEGORY 

?.1.3 Handling 

Lateral Accel. 

Control at Breakway 

Ory Pavement 

Directional Stabllity 

Steering Control 

No Power Assist 

Pavement lrreg. 

?.1.4 Overturning lmmunity 

Slalom Course 

Drastic Maneuvers 

2.1.5 Engine/Driveline 

Passing Time 

30-65 mph 

(48-105 kph) 

50-70 mph : 

80-113 kph) 

Range at 55 mph 

(88 kph) 

Lateral Force 

2.1.6 Hide Per{ormance 

2.2 Visibillty Systems 

2.2.1 Driver Visibility 

Direct Field of View 

Driver Size 

Shacle Bands 

Light Trans 

t-v 

v 

Obstructlons 

lndirect Visibillty 

Backlight 

2.2.2 Llghting 

Def rost/defog 

2.2.3 Vehicle 

Consplcuity 

2.3 Driver Environment 

?.3.1 Controls and 

Displays 

2.3.2 Warning Devices 

2,3.3 Environment 

2.3.4 Emergency Eguipment 

2.4 Grash Energy 

Management Systems 

2.4.1 $tructural $ystems 

Return in 4 sec. 

Torque 5 x power 

Deviation 1 ft 

50 mph 

50,60 mph 

24 sec 

22 sec 

220-250 ml 

I 

Constant Output 

Frequencies 

F .g-1.1 Hz 

R 1.?-1.4 Hz 

37FR7?10 

SAE JIOO 

TOVr 

60% 

36FH1156 

Defog 

37FR22801 

FMVSS 103 

Light Color/ 

Contrast Strip€ 

S-O-A Practlve 

Be$traint StatuB 

S-O.A 

Standard 

126 

Exceed Spec. 

.599 Outer R 

at 5 psi (34 k pascal) 

Beturn in 4 sec. 

ok 

ok 

50 mph (80 kph) 

Satlsfactory 

16.3 sec 

17.4 sec 

257 to 390 mi 

(414-628 km) 

F - 1.08 Hz 

R = 1.27 Hz 

Satisfactory 

Satlsfactory 

Below Spec 

Heated Backlight 

$ingle Beam F 

High Level Rear 

Light Color/ 

Contrast Stripe 

SOA 

Reetralnts Flat Tlre 

S.O-A 

STD 

RSV 

PERFORMANCE 

(22) (23) 

l22l 

(27) (26) 

(26) 

(26) 

(26) 

(1) (2) (26)

SECTION 3: 

Table 1. RSV system performance (Cont), 

PEBFORMANCE 

CATEGORY 

2.4.1.1 Front Structure 

Wide Barrier lmPact 

. 

=0" 

2.4.1.2 Slde Structure 

Car'to-Car 

2.4.1.3 Roof Structure 

?.4.1.4 Rear Structure 

Car'to'Car 

2.4.2 Exterior Protection 

Propeny DamaqB 

Front Barrier 

Front-to'Ftear 

2.4.3 Fuel $ystem 

2.5 OccuPant Systems 

2.5.1 Seating 

2.5.2 Restraint 

215.3 Flammauility 

2.5.4 lnterior Design 

2.5.$ EmergencY Egress 

3.0 Vehlcle Systems 

3.1 Engine, Fuel, Gooling' 

and Exhaust Systems 

Fuel EconomY 

Weight/Power 

Crulse 

40 to 50 mPh 

40 to 45 mph 

30 mph rollover 

45 to 50 mPh 

I mph 

13 mph 

INDUSTRY STATUS FEPORTS 

PROPOSED 

SPECIFICATION 

No fuel leakage 

all test conditions 

Prlmary restralnt 

rear collision 

Front-Goal - 

Passive Restraint; 

FMVSS No. 208 

iniury clitBria lor 

all crash test$. 

Rear-30-35 mPh 

barrier. 

lnterior FMVSS 

No. 302 fuel, electrical, 

exhaust, 

containment of 

luel and exclusion 

of volatile mate' 

rials in contact 

with ignition 

soulces duling 

crash. 

FMVSS NO. 201 

One half doors 

operable during 

35 rnph frontal 

barrier and other 

crashes. 

S.O-A 

20-30 mpg 

30-40 lbs/bhp 

60 mph/S% grade 

500 lb load 

127 

RSV 

PERFORMANCE 

43/40 mph (69/65 kph) 

39.1 mph (62.9 kph) 

Not tested 

4Q.4 mph (65 kph) 

I mph (12.9 kPh) 

13 mph (20.9 kph) 

Satis{actory 

Prlmary restraint for reer 

collision 

F-Air Bag 

$atisfactory. 

lnflatabelt did not demonstrate 

208 comPliance in 

65 kph (4? mph) harrier test, 

but passed olher$. 

R*Satis{actory 

Satislactory 

Satisfactory 

S.O.A 

27.6 mpg 

(8.5 U10o km) 

38.5 lbs/bhP) 

(17 5 kslbhp) 

32Vo GradelTT lb 

(34 ks) 

HC - 0.34 

(18) (21) 

(14) 

(20) 

(1 1) 

(1U 

(26) 

(1e) (4) (18) (21) 

(26) 

(27) 

(26) (27)

Table 1. FISV system performance (Cont.). 

PERFORMANCE 

CATEGORY 

Grade Start 

Emissions 

3.2 Tire and Wheel $ystems 

3,3 Electrical 

3.4 lnterior Comfort 

3.5 Maintenance 

4.0 Produciblllty 


PROPOSED 

$PECIFICATION 

32% Grade/450 lb 

Compliance with 

most recent 

standard 

"Ftun Flat"-Tlres 

Base vehicle 

sy$tem 

Base vehlcle 

$ystem 

Base vehicle 

character 

The steering and handling information are 

taken from References 22 and 23 which, in 

summary, states that the RSV handling characteristics 

satisfactorily meet the specifications 

in all respects. The structure of the RSV 

was designed with the goal of having the front 

seat occupants comply with FMVSS 208 injury 

criteria for barrier impact crashes in the 

65-80 kph (40-50 mph) range.l0 As indicated 

in the test reports,ls'21 the two frontal barrier 

crashes at 69 and 65 kph (43 and 40 mph) did 

not provide valid tests of the restraint systems 

because of malfunctions in ancillary components. 

However. in a recent bartier test of one 

of the Phase IV RSVs in Phoenix, Arizona, 

the driver protected by an air bag mounted in 

a modified steering wheel passed FMVSS 208 

requirements at 66 kph (41 mph). The rear 

crash of a moving barrier into an RSV at 

65 kph (40 mph)20 demonstrated satisfactory 

occupant performance. When struck from the 

side at 62.9 kph (39.I mph) in another testr4, 

the dummies on the struck side. as well as 

those in the striking RSV, indicated survival. 

In another test, a 4200Ib Plymouth at 51 kph 

(32 mph) striking the RSV on the side at 60o 

provided similar results.16 We hope that further 

experiments with the RSVs delivered to 

128 

RSV 

PERFORMANCE 

CO = 4.69 

IrlQ{ = 1.045 

Run Flats 

s-o-A 12V 

S-O.A 

S-O.A 

REFERENCE 

(26) 

(26) 

(26) 

(26) 

the DOT this year will provide more evidence 

of the performance that can be achieved. 

ln general, in all areas where RSV performance 

was quantified, test data show minimurn 

goals were met or exceeded. RSV weight, for 

instance, is below the 1360 kg limit even with 

a fully optioned car; braking performance 

levels were easily exceeded; handling goals 

were met; acceleration performance is acceptable. 

A few areas, however, did not yield 

results anticipated. Frontal impact performance 

met nrinimum goals, but better capabilities 

were expected. Structural response was 

generally good, but somewhat higher decelerations 

than anticipated were required to 

achieve the three-zone concept.26 

(2) 

RESULTS AN D CONCLUSIONS. 

Primarily, a design has been developed for 

the manufacture of a safe family automobile 

for the middle 1980s. that can be utilized to 

investigate the applicability of safety requirements 

and their compatibility with environmental 

considerations. The design of the vehicle 

and the delivery of two pedestrian test articles 

and eight driveable RSVs to attest its 

performance are tangible results. ln addition,


certain conclusions can be drawn from the demonstrated compliance with FMVSS 208, 

relative success achieved in the conduct of the such performance in a fully integrated, near 

program. During the developrnent of the RSV production car like the Calspan/Chrysler 

from the Simca, niajor improvements were RSV that also provides improved pedestrian 

achieved in the capability of the vehicle to safety as well as Iimited aggressivity is proving 

provide occupant protection. However, the to be harder to achieve than thought pre- 

detailed quantification of the life-saving beneviously. Since the 80 kph (50 mph) vehicle 

fits realized is not easy to assess. 

speed implies almost three times the energy of 

One conclusion that can be drawn from the the current (to 1984) 48 kph (30 mph) regula- 

present program is that a significantly higher tion, it is questionable that such an increase in 

level ofl traffic safety is potentially attainable production vehicle capability could be avail- 

in the near future, albeit at an increase in purable even by the encl of the 1980s. It is not 

chase cost to the consumer. However. that in- clear that even without hitches in the developitial 

expenditure should tend to be offset by ment there would be sufficient time to accom- 

the low operating cost and reduced expense plish all the tasks that are associated with 

related to accidents. Also. a vehicle like the bringing out and proving a new production 

RSV could be manufactured in facilities vehiclc. 

similar to those in current use. Further, mate- Development of air bag restraints on the 

rials required to build the RSV are generally RSV indicated a nced for positioning the 

available, and some manufacturing cost sav- steering wheel very close to the driver in an 

ings might be realized by design for particular almost vertical plane (horizontal column). 

recycling capabilities.6 At the same time, how- Such a wheel position is sufficiently removed 

ever, some manufacturers might have to from those generally indicated to be satisfac- 

change to new products because of nraterial tory or preferred in tests of driver comfort, 

substitutions attendant to new developments fatigue and vehicle handling that it is feared it 

such as the urethane bumper system. 

would not be acceptable, particularly for large 

As previously mentioned, although the drivers. Hence. further research would seem 

minimum goal of 65 kph (40 mph), driver sur- to be required to resolve this dilemma. 

vival of a barrier crash has been demonstrated, It has been our aim to provide in the RSV a 

the desired 80 kph (50 mph) impact speed was rational basis for the formulation and assess- 

not successfully attained. While structural ment of motor vehicle regulations for the 

response was generally good, the necessity of 1980s. Of course, only history can tell, but 

staying below the relatively low levels of ac- adoption of the features iltcorporated in the 

celerations needed to ensure non-aggressive 

performance in crush zones one and two 

overall design of this car will, we feel, also 

provide an indication of the success of our 

resulted in higher than anticipated accelerations 

of the occupant compartment when 

program. 

zone three is crushed in order that the total 

crash energy be absorbed betbre the bound- 

REFERENCES 

aries of the occupant compartment are seriously 

violated. It is clear that the degree of 

difficulty of designing a structure to bc fabricated 

by current mass production techniques 

that simultaneously satisfies the various 

restrictions of the three crush zones within the 

I- Miller, P.M., DuWaldt, F. A., Pugliese, 

S. M., and Chesley, S. W.n 

space available in the RSV is greater than 

anticipated. Although 80 kph (50 mph) tests 

of experimental vehicles have successfully 

"Recommended 

Characteristics for Research 

Safety Vehicle (RSV)," Calspan Report 

, No. ZN-5450-V-1, September 1974. 

Miller, P. M., DuWaldt, F. A., Pugliese, 

S. M., and Ryder, M. O., Jr., "Recom- 

' 

mended Specifications for Research 

r29

Safety Vehicle (RSV)," Calspan Report 

No. ZN-5450-V-2, December 1974. 

Miller, P. M., Pugliese, S. M., Ryder, 

M. O., Jr., DuWaldt, F. A., and Chesley, 

S. W., "Research Safety Vehicle Program 

(Phase l)-Volume I-RSV Introduction 

and Executive Summary," Calspan Re- 

port No. ZN-5450-V-lI, April 1975, 

HS-801607. 

PB 246765. 

Miller, P, M., Pugliese, S. M., Ryder, 

M. O., Jr., DuWaldt, F. A., and Chesley, 


(Phase I)*Volume II-RSV Program 

Definition and Foundation; Accident 

Data, Automobile Usage, Natural Resources, 

Related Safety Costs," Calspan 

Report No. ZN-5450-V-12, April 1975. 

HS-801608. PB 246766. 


M. O., Jr., DuWaldt, F. A., andChesley, 


(Phase l)*Volume III-RSV Characterization 

and Performance Specification," 

Calspan Report No. ZN-5450-V-13, April 

197s. HS 801609. PB 246767. 


M. O., Jr., DuWaldt, F. A., andChesley, 

S. W., 

2:. 

"Research Safety Vehicle Program 

(Phase I)-Volume IV-RSV Conceptual 

Definition; Final Phase I Bi-Monthly 

Report," Calspan Report No. ZN-5450- 

V-l4, April 1975. HS-801610. PB 246768. 

Miller, P. M. and Greene, J.E., Editors, 

"Design, Development and Testing of 

Calspan/Chrysler RSV*Phase II," Calspan 

Report No. ZM-5793-V-1, November 

1976. HS-802250. PB 265247 /7WT. 

Pugliese, Saverio M., "Research Safety 

Vehicle-Phase II-Specifications Review," 

Calspan Report No. ZM-5793-V-2, 

November 1976. HS-802251. 

Macuga, Roy F. (Chrysler Corporation) 

and DuWaldt, Frank A. (Calspan Corporation), 

"Research Safety Vehicle- 

Phase ll-Producibility Studies," Cal- 


span Report No. ZM-5793-V-3, November 

1976. HS-802252. PB 265248/5WT. 

3. Miller, P. M., 

4. 

5. 

6. 

7. 

8. 

9. 

"A Status Report on the 

Calspan/Chrysler RSV," presented at the 

Sixth International Technical Conference 

on Experimental Safety Vehicles in Washington, 

D.C. October 12-15, 1976. 

Pugliese, S. M., "Development and Evaluation 

of a Driver Air Bag System for the 

Calspan Research Safety Vehicle," Calspan 

Report No. ZM-5793-V-4, April 

1979. 

Massing, D. E., Kostyniuk, O. W., and 

Pugliese, S, M., "Crash Victim Simulation-A 

Tool to Aid Vehicle Restraint 

System Design and Development," presented 

at the Sixth International Technical 

Conference on Experimental Safety 

Vehicles in Washington, D.C. October 

l2-15, 1976. 

Miller, P. M. and DuWaldt, F. A., "fnfluence 

of Material Resources on the 

RSV," presented at the Sixth International 

Technical Conference on Experimental 

Safety Vehicles in Washington, 

D.C. October 12-15, 1976. 

Glasgow, F. J. (Chrysler Corporation) 

and Treece, T. L. (Chrysler Corporation), 

"Calspan/Chrysler Research Safety Vehicle 

Front Impact Structure Development," 

presented at the Sixth International 

Technical Conference on Experimental 

Safety Vehicles in Washington, 

D.C. October 12-15, 1976. 

Kruse, W. L. (Chrysler Corporation), 

"Calspan/Chrysler Research Safety Vehicle 

Front End Design for Property and 

Pedestrian Protection," presented at the 

Sixth International Technical Conference 

on Experimental Safety Vehicles in Washington, 

D.C. October 12-15, 1976. 

Pritz, H. B. (Battelle Memorial Institute), 

"A 

Preliminary Assessment of the Pedestrian 

Injury Reduction Performance of 

the Calspan RSV," presented at the Sixth 

lnternational Technical Conference on 

Experimental Safety Vehicles in Washington, 

D.C, October l2-15, 1976.

10. Donnelly, B. R., Massing, D. E., 'nResearch 

Safety Vehiclc (RSV) Phase III. 

Static Crush Test Report," Calspan Report 

No. ZN-6069-V-8, February 1978. 

11. Galganski, R. A., "Research 

Safety Vehicle 

(RSV) Phase IIL Crash Test Report 

No. l-5-8 mph Frontal Flat Barrier Impacts; 

Test No. 2-6-8 mph Front-to- 

Rear Colinear Impacts; Test No. 2M- 

6-13 mph Front-to-Rear Colinear Impacts; 

Test No. 4-Modified FMVSS 215 

Pendulum Impacts," Calspan Report 

No. ZN-6069-V-9, June 1978. 

12. Galganski, R. A. and Massing, D. 8., 

"Research Safety Vehicle (RSV) Phase 

III. Crash Test Report. Test No. 3-46 

mph Barrier Frontal [mpact," Calspan 

Report No. ZN-6069-V-10, March 1978. 

13. Calgarrski, R. A. and Massing, D. E., 

"Research 

Safety Vehicle (RSV) Phase 

III. Crash Test Report. Test No, 5*40 

mph Moving Barrier Rear [mpact," Calspan 

Report No. ZN-6069-V-Il, March 

1978. 

14. Galganski, R. A., "Research Safety Vehicle 

(RSV) Phase III. Crash Test Report. 

Test No. 6-90o Front-to-Side Impact of 

Stationary RSV by RSV at 39 mph," 

Calspan Report No. ZN-6069-V-12, July 

1978. 


(RSV) Phase IIL Crash Test Report. 

Test No. I l-Low Speed RSV Impacts 

into Stationary Plymouth Fury," Calspan 

Report No. ZN-6069-V-13, June 

1978. 

16. Galganski, R. A., "Research 



Test No. 8M-60' Front-to-Side Impact 

of Stationary RSV by Plymouth Fury at 

32 mph," Calspan Report No. ZN-6069- 

V-14, July 1978. 

17. Galganski, R. A., Donnelly, B. R., and 

Pugliese, S. M., "Research 


(RSV) Phase III. Crash Test No. 9-4r'. 

mph Flat Barrier Frontal Impact," Calspan 

Report No. ZN-6069-V-15, MaY 

t9?8. 


131 



Test No. 10-43 mph Frontal Barrier Impact," 

Calspan Report No. ZN-6069- 

V-16, August 1978, 

19. Pugliese, S. M., Romeo, D. J. and 

Johnson, A. R., "Phase III Development 

of the Calspan RSV Air Belt Restraint 

System," Calspan Report No. ZN-6069- 

V-18, May 1978. 

Galganski, R. A., "Research Safety Vehicle 


Test No. l2-Colinear Rear Impact by 

Moving Barrier at 40 mph," Calspan Report 

No. ZN-6069-V-21, August 1978. 

Galganski, R. A., "Research Safety Vehicle 


Test No. 13," Calspan Report No. ZN- 

6059-V-23, May 1979. 

Rice, R. S., "Calspan/Chrysler Research 

Safety Vehicle Phase Ill-Chassis Development 

Car Handling Tests," Calspan 

Report No. ZN-6069-V-19, April 1978. 

Rice, R. S., "Research Safety Vehicle 

(RSV) Phase IV-Handling Tests," Calspan 

Report No. ZN-6069-V-29, May 

1979. 

Fabian, O. J., Pugliese, S. M. and Szilagyi, 

A. J. (Chrysler Corporation), 

"Development 

of the Calspan/Chrysler Research 

Safety Vehicle (RSV)," presented at the 

Society of Automotive Engineers, Inc. 

Passenger Car Meetirtg in Troy, Michigan. 

June 5-9,1978 (Paper No. 789602). 

Fabian, G. J., "Occupant Protection in a 

Research Safety Vehicle," Paper No. 

790325 presented at the Society of Automotive 

Engineers, Inc. Congress and Exposition 

in Detroit, Michigan. February 

26-March 2, 1979. 

26. Frig, G. (Chrysler Corporation), Editor, 

"Research safety Vehicle (RSV) Phase III 

Final Design Report," Calspan Report 

No. ZN-6069-V-23, to be Published' 

27. Fabiann G. J., "Research 

20. 

2t. 

22. 

23. 

24. 

2s. 


(RSV) Phase III Final Report," Calspan 

Report No. ZN-6059-V-31, to be Published.

EXPEFI MENTAL SAFETY VEHICLE$ 

Pedormance and Driveability Tests On Calspan RSV 

HODOLFO ETRUSCHI 

lstituto $perimentale Auto E Motori, S.P.A. 

Italy 

The ltalian test program involved the Calspan 

RSV evaluation in the following three major 

areas: 

l. Fuel Econorny 

2, Vehicle Response, Braking and Handling 

3. Driver Environment 

The results obtained with the Calspan RSV 

have been compared with those obtained, in 

the same tests, with ten European medium 

class vehicles. 

These vehicles are: 

r Alfa Romeo Alfctta - 2.0 

r Alfa Romeo Giulietta - 1.6 

. B.M.W. 520 - 2.0 

. B.M.W. 320i - 2.0 

r Ciffoen CX - 2.0 

r Fiat 132 - 2.0 

r Lancia Gamma - 2.0 

r Peugeot 305 SR - 1.5 

r Renault 20 TL - 1.6 

r Simca 1307 S - 1.3 

The European vehicles have been selected 

with reference to the displacement, weight 

and body mold of the Calspan RSV. 

Al[ vehicles have been tested in the same 

general conditions as following: 

r Rectilinear test base and plain with a slope 

no greater than 1.590 

r Pavement of the test base with asphalt or 

cement with an adherence coefficient similar 

to that of national roads or highways 

. Approach base and test base perfectlv drv. 

r Atmospheric temperature between 0-25'C. 

r Atmospheric pressurelS0-'770 mm Hg. 

r Relative humidity 50-8090. 

r Wind velocity no greater than 3 m/sec. 

A conrplete list of the te.ets performed with 

the vchicles is the following: 

Fucl consumption test-constant speed 

Performances 

Top speed 

132 

Acceleration and Pick-Up 

Power at the wheels 

Handling tests 

Slalom 

Overtaking 

Cornu spiral 

Steering pad 

Speed track (Vallelunga speedway, near 

Rome) 

Braking 

Driver compartment physiology and 

ergonomy 

Driver compartment noiseness 

Pedal force 

Driver's position (Physiology test) 

Visibility 

Complementary controls 

Weights and distribution 

Cround clearance 

Turning circle 

Engine oil consumption 

A brief description of the procedure used, 

accompanied by sketches, is underwritten 

together with rhe results of the Calspan RSV 

tests compared with those obtained with the 

European vehicles. 

FUEL CONSUMPTION TEST - 

CONSTANT SPEED 

Fuel consumption is determined on a basis 

of 4 kilometers, 2 kilometers in each direction. 

Having cstablished the test speed, the vehicle 

drives 2 kilometers in one direction and 

then does the same in the opposite direction at 

the sarne speed. By means of the instrumentation 

dcscribed bclow, the quantity (in weight) 

of fuel consurncd by the engine at a given 

speed to travel a base of 4 km (2 km in each 

direction) is found. 

Vehiclc load: driver, fuel tank half full, 

50 kg of instrumentation. 

The instrumentation consists of an ISAM 

fuel consunrption meter which is installed 

parallel to the v'ehicle fuel system,

Cars 

RSV 

A 

B 

c 

D 

E 

F 

G 

H 

I 

L 

Fuel Consumption (1,l100 Km) 

Speed (Kmlh) 

60 BO 90 100 120 140 150 

5.80 

5.62 

6.49 

8.52 

s.32 

6.54 

7.18 

5.61 

5.35 

5.09 

6.72 

7.09 

6.22 

7.40 

7,62 

7.37 

7.70 

7.95 

6.42 

6.36 

q7E 

7.28 

7.70 

6.70 

8.24 

7.94 

7.94 

833 

8.45 

6.97 

7.10 

6.19 

7.90 

8.36 

7.36 

8.56 

8.88 

8.s6 

8.99 

9.0? 

7.68 

7.97 

6.73 

9.43 12.04 

't4,22 

9.88 11.87 13.15 

9.22 11.9013.63 

10.1612.18 

13.55 

10.53 12.70 14.20 

10 06 12.23 13.57 

10.48 12.5Q14.05 

10.66 13.05 14.55 

9.60 12.25 13.85 

10.1213.29 

15.30 

8.57 11.6713.68 

Within the meter is a special electrical valve 

which makes it possible to shift between the 

normal fuel tank of the vehicle and the one 

contained within the device itself. This second 

tank consists of a small removable glass 

vial which can hold approximately 2000 g of 

fuel. In the consumption meter there is also a 

fuel pump which makes it possible to feed fuel 

to the engine at the same pressure as the 

regular fuel supply system even when the fuel 

Ievel is being read in the test tank. 

The electrical valve is controlled by a 

photocell which emits special signals to indicate 

the beginning atrd end of the test base. 

When the vehicle, traveling at a predetermined 

speed, reaches the start of the test base, 

the photocell actuates the valve which shifts 

the fuel from the vehicle tank to the test tank. 

At the end of the base (2 kilometers), the 

reverse operation is carried out. 

;W-, .. 


133 

In the same manner the test base is covered 

in the opposite direction; afterward the test 

tank is weighed with a precision scale accurate 

to a gram (also used, of cour$e, to weight it 

before the test) thus finding, by taking the difference, 

the quantity of fuel consumed by the 

engine in order to run the total test base of 

4 km. The photocell also actuates a chronometer, 

accurate to a thousan

Test base for top speed and consumption test 

, ,k!,*i 

- 'ry{nrryita 

white lines which designate rhe tesr base. This 

same photocell also actuates a rpm counter 

which gives the total number of engine rpm 

needed to cover the test base. 

Acceleration and Pick-Up 

These items are 

on a base of 

1000 meters. 

Weight of the vehicle: the driver, fuel tank 

half-fr,rll, 50 kg of instrumentation. 

Instrumentation: ISAM Chronostatigraph 

(records data on graph paper as a function of 

time) and photoccll. 


+ SouthlvEst 

Northwest + 

134 

The test base is designated with ground 

markers every 5 meters. 

During testing, the photocell records the 

markings and transmits them to the chronostatigraph, 

which records them directly as a 

function of time. 

In acceleration the first marking is indicated 

with the appropriate signal, showing the exact 

monrent at which the vehicle begins to move. 

In the Pick-Up test the exact speed at which 

the vehicle enters the test base is recorded 

using the same instrumentation. 

In both the test$ not only the time required 

to cover the base of 1000 meters. but also the

Cars 

RSV 

A 

B 

c D 

E 

F 

G 

H 

I 

L 

Carc 

RSV 

A 

B 

c D 

E 

F 

G 

H 

I 

L 

vehicle speed upon leaving the base are 

recorded. 

A special microswitch is also mounted on 

the vehicle which permits the recording of the 

SECTION 3: INDUSTRY STATUS REpoRTS 

Time ($ec) Way Out 

Speed 

Time (sec) From 0 to (Km/h) 

0-400 m 0-1000 m (Km/h) 20 4t) 60 80 100 120 

24324 

16.820 

17.597 

17.W7 

16.862 

18.182 

18.195 

17.871 

18.626 

19.107 

18.622 

38.074 

31.216 

32.981 

33.146 

31.232 

33.665 

33.827 

33.004 

35.24? 

35.813 

35.044 

Time (sec) From 40 to (Km/h) 

134.128 

1M.233 

153.846 

155.776 

164.158 

154.506 

151.515 

157.205 

140.460 

141.176 

1€.597 

60 80 100 120 

8.10 

6.15 

7.90 

6.00 

5.00 

7.20 

7.80 

5.20 

6.80 

6.90 

8.30 

16.70 

11.85 

15.00 

11.80 

9.90 

14.60 

14.50 

10.?0 

13.40 

13.90 

16.00 

26.40 

17.80 

22.40 

18.10 

15.30 

21.90 

21,50 

15.20 

20.90 

21,30 

24.20 

38.20 

24.45 

30.80 

24.90 

21.30 

29.90 

29.60 

20.50 

30.60 

29.90 

34.60 

135 

1.2 

0.8 

0.8 

1.0 

0.8 

1.0 

1.1 

1.1 

1.0 

1.1 

1.1 

3.4 

2.2 

2.2 

2.5 

2.'l 

2.6 

2.6 

2.5 

2.5 

2.9 

2.8 

6.7 

4.1 

4.5 

4.8 

4.1 

4.9 

s.0 

4.8 

5.0 

5.7 

5.2 

time it takes to carry out the various gear 

changes and the duration of the gear times 

themselves by sending the appropriate signal 

to the chronostatigraph (this is, of course, 

only true for a vehicle with a manual gear 

shift). 

This reading is taken five times for each 

direction. and the times considered are those 

found as the averaging best time recorded for 

each direction. 

Power at the Wheels 

11.0 

6.5 

7.4 

7.6 

6.3 

7.8 

7.8 

7.4 

8.3 

9.3 

8.5 

17.8 

9.5 

11.0 

11.4 

9.5 

12.2 

12.2 

11.4 

13.0 

14.1 

13.2 

27.2 

13.8 

16.3 

16.6 

13.6 

17.7 

17.5 

16.4 

20.0 

21.6 

20.1 

For this item the vehicle is positioned on a 

roller stand in a room with a controlled temperature 

of approximately 20'C. 

Cars 

RSV 

A 

B 

c D 

E 

F 

G 

H 

I 

L 

3rd Gear 

(HP/rpm) 

54.3/4,430 

103.3/5,100 

95.0/5,265 

94.0/5,748 

ffi.2t5,4M 

86.8/5,660 

97.9/5,000 

62.9/5,500 

73.115,244 

69.7t5,522 

4th Gear 

(HP/rpm) 

51.5/4,406 

102.8/5,095 

93.0/5,026 

90.5/5,548 

71.9/5,161 

84.9/5,480 

95.3/4,960 

59.8/S,230 

68.3/5,009 

66.3/5,513

The wheel power is recorded in the various 

gears, keeping the accelerator pedal completely 

depressed to the floor and regulating 

the brake load in order to find several points 

to plot the power curve for a given ratio. The 

curve correction is in accordance with the 

I.C.M. regulations. 

Vehicle load: driver and fuel tank half-full. 

Special conditions: the drive wheels, which 


136 

are in contact with the rollers, are inflated to a 

pressure of 0.5/1.0 atm greater than that for 

the normal full load operation of the vehicle. 

The instrumentation consists of a Schenk 

364/2,5/100 roller stand with a maximum 

speed of 200 km/h and with a power limit of 

200 cv. 

ln addition there is a temperature probe for 

recording the temperature of the intake air. 

HANDLING TESTS 

$lalom 

The vehicle, with only the driver on board, 

must cover the test base in the least amount of 

time possible without knocking down any of 

the cones which mark the course. The test is 

repeated several times in both directions in 

order to obtain the best time possible. 

-T 

Overtaking 

SlElom 

j-F 

. 4 

.-+

The times required to cover the base, i.e., 

the average speeds, are recorded using markings 

on the ground and a photocell which 

transmits signals to an electronic chronometer 

which is accurate to a teil-thousatrdth of a 

second. 

ln general the test is considered valid when 

the test official has five times for each direction 

which are within 5olo of thc besl absolute 

time. 

The five times, averaged, provide the test 

result. 

Overtaking 

Compared to the test described in the previous 

section, only the design of the course is 

changed. 

In the case of vehicles with manual gear 

shift, the highest ratio is used for the performance 

of this test. 

SECTIoN 3: INDUSTRY STATUS REPoRTS 

Gornu SPiral 

The sarne test conditions as described in 

Slalom prevail with the exception of the 

courses. 

The test is performed in the highest gear in 

natural deceleration, withottt braking. 

For each test the entrance and exit speeds 

are recorcled as well as the total time required 

to cover the entire base' 

Length of entry 

Length of exit 

X-Y dimension$ 

Minimum radius of curvature 

137 

The Cornu spiral test is carried out in two 

spiral courses, and the time found by averaging 

the best times on the two courses is tahen. 

Steering Pad 

Three circles of various diameters are negotiated, 

using the most suitable gear ratio at the 

highest speed possible in order to make the 

vehicle ski

Cars Slalom 

(sec) 

RSV 

A 

B 

c D 

E 

F 

G 

H 

I 

L 

13.935 

12.003 

11.616 

11.598 

10.590 

13.222 

12.199 

11.497 

11.396 

13.078 

12.172 

Overtaking 

(sec) 

4.724 

4.259 

4.2U 

4"345 

4.020 

4.388 

4.293 

4.319 

4.274 

4.430 

4.ffi7 


Steering Pad (sec) Cornu Spiral 

d25m d50m 6t5m 

9.058 

'T 8.984 

Lggg 

8.518 

8.717 

'.y 

the best time required to cover the entire 

circle. 

The test conditions are the same as described 

in Slalom. 

Speed Track 

The following page shows a diagram of the 

speed track. 

After two or three warm-up laps, the driver 

covers a total of l0 laps. 

The time and top speed of each lap are 

recorded. 

As the result of the test, the best of the l0 

times and the top speed are taken. 

Vallelunga speedrryay 

12.618 

12.419 

":, 

1?.202 

11.740 

12.040 

12.772 

15.489 

15.137 

tu.'t* 

14.894 

14.497 

14.808 

15.785 

Way-in 

speed 

(Km/h) 

81.448 

80.357 

trfu 

80.357 

82.569 

81.818 

75.742 

Way-out 

speed 

(Km/h) 

56.250 

55.901 

uuy'' 

68.441 

60.403 

61.017 

*.:, 

Cars Time Average 

BSV 

A 

B 

c D 

E 

F 

G 

H 

I 

L 

Mln Sec 1ilD00 sec 

1 

1 

1 

1 

1 

1 

1 

1 

1 

Test courset 

19 

10 

13 

09 

14 

14 

12 

16 

14 

A 

B 

Eli1E Length 18O0m 

tEl?ll 

236 

711 

546 

726 

776 

185 

?s5 

106 

046 

Speed 

(Km/h) 

81.781 

91.641 

88.108 

92.S35 

86"659 

87.349 

8S.633 

85.144 

87.513 

-. Length 3?OO m 

TotalTime 

(sec) 

4.912 

4.819 

o.:' 

4.792 

4.ffi7 

4.895 

5.N4 

Maximum 

Speed 

(Km/h) 

88.626 

139.535 

129.964 

139.481 

127,119 

126.761 

130.388 

124.870 

122.574

Vehicle load: driver and fuel tank half-full. 

The instrumentation consists o[ an ISAM 

triple digital chrononreter, accurate to a tenthousandth 

of a second actuated by photocell 

lines at l0 meter intervals on the main stretch. 

BRAKING 

During this test the vehicle has the same 

load and the same instrumentation as described 

in Acceleration and Pick-Up. The only 

new feature is an ISAM brake pedal force 

recorder. 

Braking is recorded at various speeds. 

A microswitch indicates the exact time at 

which the brake pedal is depressed. 

The ISAM chronostatigraph makes it possible 

to record the exact speed before the initiation 

of braking without blocking ol' the 

wheels and the distance traveled try the vehicle 

during braking. 

Braking Distance (m) From Speed of (Km/h) 

Cars 60 80 100 110 

HSV 

A 

B 

c D 

E 

F 

G 

H 

I 

L 

17.7 

21.0 

19.4 

18.1 

17.5 

18.5 

18.6 

17.3 

20.0 

23.6 

18.2 

30.7 

37 "7 

34.2 

32.0 

32.5 

34.5 

32.3 

32.2 

33.5 

40.2 

32.3 


48.1 

59.6 

53.0 

51.5 

53.3 

53.3 

50.8 

50.0 

50.8 

60.0 

51.2 

59.5 

72.5 

63.0 

65.7 

65.0 

61.5 

59.5 

61.1 

70"6 

61.7 

139 

In addition to the distance traveled while 

braking at a certain speed, the force applied 

to the brake pedal during the test and the 

cleceleration of the vehicle in m/sec' can be 

recorded. 

DBIVER COMPARTMENT PHYSIOLOGY 

AND ERGONOMY 

Driver ComPartment Noisiness 

Load of the vehicle: driver, one passenger' 

fuel tank half-full. 

Mainly the noise present into the vehicle 

afler the vehicle has bcgun to travel the test 

base at various predetermined speeds is 

recorded. 

For each speed the passenger records the 

noise present within the passenger compart' 

ment at the level of the clriver's right ear and 

at the ear level of the passenger in the rear 

seat. seated in the center. 

The readings are taken in both directions at 

various tachymetric sPeeds. 

The instrumentatiou used consists of ' a 

phototleter tleeting the EEC standards; the 

data irre recorded otr the C scale' 

# l.r 

-,ffi 

H 

4 "d 

,*f,

Cars 

RSV 

A 

B 

c D 

E 

F 

G 

H 

I 

L 

Pedal Force 

Ambient 

Noise 

(dB) 

The same instrument as for the braking test 

was used for this test. 

It is an ISAM transducer rigidly anchored 

to the brake or friction pedal which, when 

subjected to pressure, transmits the appropriate 

signal to an indicator which gives an 

instantaneous reading of the kg of force applied 

by the foot to the pedal being tested. 

Cars 

RSV 

A 

B 

c 

D 

E 

F 

G 

H 

I 

L 

60 

64 

55 

48 

52 

52 

60 

48 

56 

52 

58 

Brake 

(Average) 

(Kg) 

24.5 

19.5 

32.5 

29_5 

't9-5 

25.0 

22.0 

32.5 

25.0 

26.0 

23.0 


Constant Speed (Km/h) - FronURear Noise (dB) 

40 60 80 100 120 140 

95/93 

8d87 

85/86 

90/89 

88/90 

90€3 

82t8/ 

86/88 

88/89 

90/90 

Friction 

(Ks) 

18.5 

7.0 

7,0 

9.5 

11.0 

10.0 

6.0 

7.0 

7.0 

6.5 

10.0 

96/96 

86/87 

86/88 

86/80 

83/88 

90/95 

90/94 

8A82 

90/91 

8d86 

90/90 

140 

97/96 

87/89 

87t89 

79/81 

89/90 

89/92 

90/95 

84/86 

91t92 

89/89 

90/90 

98/98 

88/89 

g0/91 

81/82 

90p0 

89t92 

9996 

87/88 

9?J93 

90/90 

90/90 

10u100 

9293 

9Zg3 

85/86 

9?J93 

94t94 

93/96 

88/88 

94/95 

9J92 

92t92 

Driver's Position - Physiology Test 

104/102 

93/95 

g4/95 

86/87 

96/95 

94/95 

g4t97 

90/93 

94/95 

95/94 

93/94 

The criteria taken into consideration in 

order to arrive at a reasonable estimate of the 

degree of comfort and suitability of the 

various dimensions of the passenger compartment 

and seats in vehicles are based on various 

parameters. 

The first parameter is that of the "anthropometrically 

valid" sample of a few subjects, 

i.e., those having body characteristics considered 

representative of a vast majority of 

the Italian population. 

We wish to list here the anthropometric 

characteristics of the "representative persons" 

selected. 

Height 

Height at chest 

Chest size 

Arm 

Leg 

Short 

stature 

159 cm 

85.9 cm 

85 cm 

51 cm 

74.1 cm 

Average 

stature 

172 cm 

91.8 cm 

92 cm 

57 cm 

83.7 cm 

Tall 

stature 

189.1 cm 

98.1 cm 

99.2 cm 

63.1 cm 

94.3 cm 

Here we are dealing with so-called "normal" 

subjects, i.e., in between "the taller 

types," who tend to be taller rathcr than 

broader, and the "broader types," who are, 

on the other hand, those subjects with 

broader shoulders and hips, short thick necks

and legs which are short in relationship to 

their trunks. 

The subjects selected as "representative" 

satisfactorily reflect the majority of the driver 

population in ltaly insofar as they comprise a 

statistical percentage of at least 80V0. 

The technique adopted is based on the ability 

of the "representative" subjects to assume 

the best possible driving position from a 

physiological point of view. 

Best driving position is defined as: 

r The position in which all the joints assume 

angles ancl axes which are not at odds with 

functional anatomy, i'e., which fully per' 

mit, if required, ma,'timum free movement' 

r Complete relaxation of all muscle groups. 

r Full visibility to the rear, to both sides and 

to the front by means of the appropriate 

mirrors, etc. 

r Possibility of making all maneuvers con' 

nected with driving without any greater 

force than the minimum required by the 

specifications of the vehiclen complete 

naturalness of movement' 


Having established these basic concepts' 

the angles of the joints which best serve to 

define proper driving positions are taken into 

consideration. The angles formed by all the 

fundamental parts of the spinal column are 

examined: the cervical, dorsal and sacrolumbar 

parts and also an ideal vertical line' 

In addition, the inclination of the head on 

the neck is taken into consideration' 

The lollowing angles of the upper linrbs are 

examined: the anglc formed between the dorsal 

spinal column and the arnr (shoulder 

joint), Lhe angle between the upper and lower 

arm and finally the angle between the forearm 

and the hand (wrist). 

Naturally, the steering wheel grips must be 

givett due consideration. 

Of the lower limbs the joints of the thigh 

and pelvis, the knee and the ankle are considered. 

Further measurements are being carried out 

in orcler to check possiblc displacements, with 

regard to the llatural thcoretical ilriving posi- 

141 

tion of the steering wheel as well as of the 

pedals, t0 the right or the left. 

These displacements, which are very common 

especially in smaller vehicles, are of 

enormous importance with regard to driving 

fatigue. 

The estimate of the proper positions of the 

passengers is naturally of clearly less importance 

than that for the driver, and thus in tliis 

regard the measurements are much simpler 

since, obviously, the shoulder joints and those 

of the upp€r limbs and the position of the feet 

are not taken into consideration. 

In the evaluation of each individual part of 

the driver's body, each joint and each muscle 

group has its own importance; however, the 

greatest emphasis is given to the support supplied 

to the spinal column by the seat, particularly 

in the lumbar region, where frequently 

painful symptoms known as "jeep Krankhiet 

ffeep sickness]" can occur. The study of the 

inclination of the head on the neck also 

assumes particular importance, especially in 

very tall subjects or those who are fairly short; 

for the former the Iow roofs of some cars 

force them to bend their head and neck forward 

considerably in orcler to have sufficient 

visibility in front and above; for the latter, on 

the other hand, the steering wheel and the 

hood can obstruct their field of vision, particularly 

in front and below, forcing an Lrnnatural 

hyper-extension of the head and neck 

in order to improve the fietd of vision' The 

angle formed by the spinal column and the 

arm is more or less extended as a function of 

the driving position: in general, the angle 

must not be too large so that the scapolohumeral 

joints are not forced into a vitiated 

position. 

The inclination of the steering wheel must 

be such as to reduce to a minimum the angle 

formed between the forearm and the hand' 

The position of the thigh with respect to the 

trunk is extretnely important: this angle must 

never be too acute. The position known 

humorously as "clriving with your knees in 

your face," certainly in addition to being par-

ticularly uncomfortable, also inhibits rapid 

and precise movement of the pedals. 

It is not acceptable for subjects with long 

legs to drive with their legs spread wide apart, 

as frequently occurs: the arrangement of the 

steering wheel of some vehicles also forces a 

person with legs which are slightly longer than 

normal into this uncomfortable and unnatural 

driving position. 

The placement of the feet is not satisfactory 

in vehicles which have front wheel wells which 

protrude rather prominently. In this case the 

pedals are displaced towards the center of the 

vehicle and, consequently, so is the driver. If 

this displacement is minor, it does not cause 

any problems; if on the other hand it is fairly 

accentuated, it can cause premature fatigue 

even if the driver little by little becomes completely 

accustomed to this driving position. 

Many vehicles do not provide a rest or support 

for the left foot which is not continuously 

in use. 

ln conclusion the lower limbs must be supported 

for almost the entire length of the 

thigh by the seat, the foot must reach the 

pedals naturally, the contact between the sole 

of the shoes and the plane of support of the 

Cars 

RSV 

A 

B 

c D 

E 

F 

G 

H 

I 

L 

LEGEND: 

1, Head and neck position 

2. Chest position 

3, Arms and steering wheel position 


4. Legs and feet position 

5. Front $eat 

6. Rear seat 

142 

pedals must occur at a normal angle and with 

maximum traction. 

As in the other tests, a grading system has 

been adopted for a practical evaluation of the 

main aspects examined. l 

Visibility 

The sketch on the next page shows the dimensions 

which are considered in these tests. 

The test assumes a driver of average height, 

adopting the correct driving position. 

Car-s 

RSV 

A 

B 

c D 

E 

F 

G 

H 

I 

L 

A 

(cM) 

201 

1S9 

190 

201 

178 

2A5 

190 

202 

176 

196 

192 

A = 

M = 

B = 

B 

(cM) 

200 

391 

401 

402 

486 

410 

487 

460 

467 

476 

308 

c 

(cM) 

115 

112 

115 

119 

114 

115 

1't6 

113 

111 

115 

118 

Tall stature 

Average stature 

Short stature 

D 

(cM) 

125 

136 

137 

138 

132 

127 

135 

127 

125 

130 

130 

1 2 3 4 5 6 

A M B A M B A M B A M B A M B A M B 

27 

24 

25 

27 

18 

18 

27 

28 

27 

28 

27 

28 

28 

28 

27 

28 

28 

29 

28 

27 

28 

27 

27 

28 

27 

27 

28 

25 

N 

27 

26 

28 

27 

25 

26 

26 

27 

27 

25 

25 

28 

23 

24 

25 

26 

26 

27 

28 

28 

25 

27 

29 

25 

25 

26 

26 

26 

27 

27 

25 

25 

27 

28 

25 

25 

26 

18 

28 

28 

27 

28 

?4 

28 

28 

26 

27 

?7 

18 

29 

28 

27 

28 

28 

28 

28 

27 

27 

27 

18 

n 

27 

27 

28 

?8 

28 

2B 

27 

27 

27 

22 

26 

28 

24 

22 

22 

26 

27 

26 

23 

24 

24 

27 

28 

26 

27 

27 

28 

28 

27 

?7 

27 

25 

27 

27 

26 

27 

27 

28 

28 

27 

28 

27 

25 

26 

ffi 

25 

18 

20 

27 

28 

25 

28 

25 

26 

27 

27 

27 

28 

27 

28 

29 

26 

28 

26 

26 

?7 

29 

27 

28 

27 

28 

29 

26 

28 

27 

18 

23 

17 

22 

16 

24 

20 

25 

16 

24 

22 

22 

m 

24 

26 

24 

27 

24 

26 

?4 

24 

26 

E 

(Cv1 

2054 

1637 

1601 

127s 

1 371 

1 169 

886 

2635 

896 

1268 

943 

24 

27 

26 

26 

27 

27 

25 

26 

25 

27 

27

SECTION 

3; INDUSTRY 

STATUS 

REPORTS 

COM PLEM ENTARY CONTROLS 

Weights 

and Distribution 

Turning Circle 

Cars 

Maximum 

Load 

Minimum Load 

Tot 

(Ks) 

Front 

(Kg/%) 

Rear 

(Ks/%) 

Tot 

(Kg) 

Front 

(Ks/%) 

Hear 

(Ks/%) 

RSV 

A 

B 

c D 

E 

F 

G 

H 

I 

L 

1,630 

1,540 

1,520 

1,650 

1,470 

1,670 

1,600 

1,770 

1,350 

1,580 

1,47Q 

800/49.1 

680/44.2 

67W4d..'l 

n0/46.7 

69fl46.9 

980/58.7 

7451ffi.6 

910/51.4 

650/'4.1 

840/53.2 

7Mffi.3 

83050.s 

860/55.8 

850/55.9 

880/53.3 

780/53.1 

690/41.3 

855/53.4 

860/48.6 

70fl51.9 

740/46.8 

7frt49.7 

1,280 

1,190 

1,170 

1,300 

1,120 

1,315 

1,250 

1,415 

1,005 

1,230 

1,120 

7&t57.8 

630/52.9 

610/52.1 

700/53.8 

620/55.4 

890/67.7 

680/54.4 

840/59.4 

ffit55.7 

750/61.0 

660/58.9 

il0142.2 

ffi147.1 

560/47.9 

600/46.2 

500/44.6 

425/32.3 

570t45.6 

575/40.6 

M5t4.3 

480/39.0 

460/41.1 

Ground Clearance 

Cars 

Maximum 

Load 

(mm) 

Minimum 

Load 

(mm) 

RSV 

A 

B 

c D 

E 

F 

G 

H 

I 

L 

80 

100 

90 

115 

95 

150 

110 

95 

95 

105 

BO 

125 

125 

120 

150 

140 

150 

140 

130 

145 

142 

120 

Cars 

Turning 

Circle 

(M) 

Steering 

Wheel 

Left Right Diameter 

(CM) 

FSV 

A 

B 

c D 

E 

F 

G 

H 

I 

L 

13.00 

11.60 

11.31 

10.90 

10.50 

11.80 

11.90 

11.75 

10.75 

11.50 

11.15 

1?.15 

11.10 

11.40 

10.80 

10.30 

11.90 

12.70 

11.60 

10.50 

11.50 

11.30 

36.5 

38.5 

38.0 

40.0 

37.5 

41.0 

40.0 

38.0 

39.0 

41.0 

38.0 

143

Engine Oil Consumption 

Cars GR/1.OOO KM 

RSV 

A 

B 

c D 

E 

F 

G 

H 

I 

L 

EXPEFIIMENTAL SAFETY VEHICLES 

341 

349 

316 

404 

591 

787 

248 

248 

361 

306 

Results of Handling Tests With the Calspan RSV 

DR. ADAM ZOMOTOR 

Daimler-Benz 

AG 

INTRODUCTION 

The Cerman working committee "safety 

vehicle" within the VDA (Verband der 

Automobilindustrie e.V.) agreed to test the 

handling qualities of the Calspan RSV in Cermany 

as its share of the worldwide test program. 

The Cerman government as the participant 

in the RSV program has delegated the 

test work to an ad-hoc working group consisting 

of the Cerman car manufacturers with the 

BASI (Federal Highway Research Institute) 

acting as a coordinator. 

The organization and the test program were 

worked out in several meetings and a priority 

list was established for the test sequence. Due 

to the late arrival of the testcar*the car arrived 

mid May-the prioritylist became highly 

important and the test sequence had to be followed 

very slrictly. 

However, due to the outstanding cooperation 

of all participants and last but not least 

144 

due to the unexpected good weather conditions 

during the test period it was possible to 

perform Lhc most important part of the test 

progranl in two weeks only. Originally there 

were estimated 4 weeks for the program. 

Given the time frame and in order to meet 

the schedule of this ESV-conference, we 

decided to leave some specifications regarding 

braking unchccked. 

Only straight line braking in a curve with 

regard to $topping distance and path keeping 

were tested. 

The drastic steer and brake maneuver were 

disregarded also with respect to their low 

priority according to the above mentioned 

priority list. 

TEST CONDITIONS 

The tests were carried out with the Calspan 

RSV no. 7 (fig. l) on the proving grounds of 

the Volkswagenwerk in Ehra-I.essien. Ceneral 

clala of the testcar are shown in the table in 

Figure 2. 

The measured values are shown in Fisure 3.

Figure 1. CalsPan RSV. 

Curb ureight 

2739 lbs 

Weight (loaded to 60% capacity) 

Axld loed distribution 

3346 lbs 

{vehicle loaded to 6Ol capacity) 

53147% 

Track front 61-5 in 

rear 61 .0 in 

wheelbase 

1 16.0 in 

Tires P 195/70 R 13 GoodYear 

Figure 2. Calspan RSV general data. 

Steering wheel angle 

Steering wheel velocity 

Steering wheel torque 

Yaw velocity 

Lateral acceleration 

Forward velocity 

Stopgring distance 

Figure 3. Instrumentation. 

Figure 4 shows the measuring equipment 

used during the test. This unified instrumentation 

packagc is typical of the general state of 

the art in Ciertnatry. lt consists of: 

r steerin8 wheel measuring device 

r stabilized platform 

r rate gyro 

. optical correlation speed sensor 

. tape recorder 

The tests were performed according to the 

ESV-RSV-specifications at 600/o and 10090 

load capacity. 

SECTION 3: INDUSTRY STATUS REPQRTS 

145 

Figure 4. Measuring equiPment. 

The procedures Performed were: 

r brakin8 in a straight Iine (stoppitrg distattce 

and stability) 

. brakirrg in a turn (stopping distance and 

stability) 

I steady state yaw response 

a transient yaw response 

a steering returnabilitY 

t maximum lateral acceleration 

a control at breakawaY 

a crosswind sensitivitY 

a steerirrg control sensitivitY 

a pavement irregularity 

t slalorrr coutse 

TEST RESULTS 

The results are presented in a format as 

given in the RSV-spccifications. Therefore all 

data collectecl are in English units for easier 

comparisotr with published calculatiotr results. 

The following figures will present the 

specific test results. 

Figure 5: At 60ry0 and lfi)90 loading conditions 

and the initial speed of 60 MPH the re- 

Loading 

% capacttY 

60 

100 

Initial 

speed 

60 MPH 

StoPPing distance 

flequired 

4 1 90 feel 

Measu red 

I 59 feet 

1 65 feet 

Figure 5. Calspan RSV braking in a straight line.

quired t90 ft stopping distance will be met 

with 159.4 ft respectively without leaving the 

lane. 

Figure 6: This figure shows that the car 

stopped in 78.2 and 85.6 ft as compared with 

the required 90 ft stopping distance in the 

braking in a turn test. However the latter 

distance was only 590 below the requirement. 

The steady state yaw response, as shown in 

this Figure 7 is within the limits for the .4 g 

lateral acceleration test for all 3 initial speeds. 

The results of the transient yaw response 

test as shown in Figures I and 9, are within the 

Looding 

% capecity 

60 

100 

In itial 

cond itions 

Radius 357 feet 

Speed 40 MPH 

llat. acc. .39) 

Flgure 6. Calspan RSV braking in a tum. 

UJ 

o 

IT 

o 

IJJ 

6 

IJJ 

att 

{ 

dl 

u,l 

lrJ 

r =X 

F 

6 

o 

IJJ 

(9 

= 

E {t 

100 

(980 

uj 

uJ 

J 

a 

z {J 

IIJ 

H40 

B 

F 

z 

o tr 


StopFing distance 

Required Measurad 

90 foet 

78.2 leet 

85.6 feet 

limits with the exception that the curve foithe 

initial speed 70 MPH is identical with the 

boundary. 

Figure l0: All the curves measured with 

respect to the steering returnability of the testcar 

lie within the limits. 

The table in Figure I I shows the maximum 

lateral accelerations reached compared to the 

requirements. All the requirements were met. 

The measurements on wet pavement have 

not been performed due to lack of time. 

With respect to the RSV specifications, the 

performance of the car regarding control at 

breakaway was also ok. 

In the field of directional stability the requirements 

for crosswind sensitivity will be 

met (fig. l2). 

Figure 13; AII the measured data for the 

steering torque are greater than the lower limit 

of 5 inch pound. Therefore the car fulfills the 

requirements at all of the specified test speeds. 

t l 

.4G LAT ACC RSV 

Over steer 

l.# 

30 40 

TANGENTIA L VELOCITY MPH 

E. EE 

iiiii# 

#+== # 

=:,1: 

# ii- .:.:ii.:=-=-::=.-i 

r steer ;...:i:. 

table ':-.-:: 

=:l{#Effi 

# A =iiiii.ii#*-#:==ffi 

l:::::::l-=f-riF 

{F F 

Figure 7. Steady state yaw response. 

146 

ffi #++= 

ECW 

A ccw

il 

uri 

flfr 

>ur 

r20 

HF* 

v,f 

r-I 

frE (JJ 

trH 

tB 

{ 

t 

/ l 

/* 

Arrr 

IA / 

lA / 

/ 


'[- 

/ 

- 25MP 

n EAr rA- 

I 

low6r boundary 

I 

1.0 

TIME. SECONDS 

Figure 8. Calspan RSV transient yaw response (at 25 MPH). 

r80 

fi 

J 

ur (' 120 

{ { 

(/ril 

>nl 

O I 

4l. 

Hi 

tA t- 

Eq 

(J IIJ 

E > 

H=60 

{ 

I 

/.,/r/r/l 

{ 

t 

tl 

ti 

l! 

r 

ded envelope 

\ r A \ 

Figure 9. Gatspan RSV translent yaw response (at 70 MPH)' 

\ 

Z 

tt5 1.0 

TIME. SECONDS 

147 

RSV 

.-r;\r 

- 70 MPHupper boundery 

\ l 

\ 

\ 

bAr =Ad 

RSV 

r7\r 

tAttlt 

2.0

ya12 

uJ 

uJ 

uJ 

o 

UJ 

; 8 

z { 

z 

o 

S 4 

I 

UJ 

I 

- 

{ 

H o 

.4 

/ 

Ih E, 

'tl- 

?, .r.- 

Figure 10. Free control heading. 

Su rface 

Dry 

concret6 

or 

asphalt 

Wet concr€tg or asphalt 

Flgure 11. Galspan HSV lateral accelerations. 

In addition to that, there measurable 

deviation from the straight during the 

pavement irregularity test. 

Figure 14: With regard to the slalom test as 

one out of two proposed tests for overturning 

immunity there is no indication that the car 

will turn over. But it was impossible also for 

/ 

EE. \r 


/ 

Tire 

pressu 

re 

Design value 

1204/" 

80% 

1 2O% front 

80% rear 

80% front 

12Qa/o rear 

Design 

u "'"' " *" 

;.:t IJo" "^,,,,o ffi, 

_\z \-l \-l 

.br 

1-tF 

l-ltSl 

0.8 

TIMF, SECONDS 

-- 

t-l 

A 

ll 

a 

25 MPH CW 

25 MPH CCW 

50 MPH CW 

50 MPH CCW 

skilled drivers to drive the car through the 

course at the required minirnum speed of 

50 MPH. The maximum average speed reached 

was 47.8 MPH. 

Thereforc the overturning immunity could 

not bc proved according to the specification 

at the given load capacity. 

r-l 

Upper limit * 50 MPH 

Lower limit * 50 MPH 

I 

1.2 

Lateral accelerations (g) fixed control 

Requirod Measured 

0.60 

0.60 

o.55 

o.63 

o.59 

/Skid numbar (wer)\ 

4., (wetl =l--la., 

(dry) 

' 

\Skid number (drvl/ ' 

,/ 

0.70 

0.70 

0.63 

o.68 

0.65

uJ 

n r 4 

t4 

z 

o 

F S s 

lu 

Lu 

6 tr 

frz 

(J 


Figure 12. Allowable course deviation by crosswind. 

Speed 

MPH 

30 

50 

70 

Steering wheel torque 

Required Measured 

F5 in. pound 

14.5 

22.6 

26.7 

Figure 13. Calspan RSV steering control sensi' 

tivity. 

SUMMARY 

According to the mentioned te$t results the 

Calspan RSV has performed in general the test 

specifications set up for the RSV program. 

However in some aspects the performance 

was marginal. 

For example: The result of stopping distance 

in the braking in a curve test at full 

rated load was only 590 below the target. 

Afl 

-/ 

ro0 150 

DISTANCE TRAVELED IN TWO SECONDS - FEET 

I 

.f 

rF 

CALSPAN RSV SLALOM COURSE 

Minimum averege velocitY 

Required I Measured 

50 MPH I 47.8 MPH 

OVERTURNING IMMUNITY 

Figure 14. Overturning immunitY. 

F 

Additionally, the steady state yaw response 

curve represents the highest amount of understeer 

allowed at higher sPeeds' 

J 

t 

,a

The curve of transient yaw response results 

at 70 MPH coincides with the boundary after 

2 seconds. 

Although the short time did not permit a 

detailed subjective handling evaluation a 

short ride revealed and saf'e driving in real 

trafflc would not be possible due to the steering 

system. The steering effort characteristic 

was unsteady over the steering angle and the 

feed-back of road contact was poor. 

The required lateral accelerations were obtained 

by wider special tires, and the soft tire 

rubber, which most probably is not sufficiently 

resistant against abrasion, also provided 

the required braking performance. 

However, it is doubtful whether this is the 

correct way towards better primary safety, 

especially if the space requirements of the 

wider wheels result in difficult disadvantages 

EXPEHI M ENTAL SAFETY VEH ICLES 

Presentation 

on Lateral Collision 

on Calspan RSV 

DANIEL CRITON 

Renault 

INTRODUCTION 

The aim of this paper is to present the 

results obtained as regards protection of the 

occupants of the RSV (Research Saf'ety Vehicle) 

in a lateral collision with Renault 20. 

The testing program developed in conjunction 

with the National I{ighway Traffic Safety 

Administration (NHTSA) specifies rwo lateral 

collisions at different impact speeds performed 

by Peugeot and Renault, the main 

features of which are as follows: 

lmpacted vehicle: thc RSV developed by 

the Calspan Corporation under corrtract to 

the NHTSA. 

Striking vehicle: a Renault 20, lg7g model. 

Target: projection of R point of front seats 

onto doors of RSV. 

Direction: the trajec{ory of the R 20 forms 

an angle of 75o with the centerline of the body 

of the RSV (table l). 

in the steering geometry as it is the case in the 

RSV. 

The investigation of the Calspan RSV 

shows that compliance with a number of quite 

reasonably chosen criteria of detailed disciplines 

will by no mearls grant guarantee that 

the driver will be able to safely control and 

handle the vehicle in actual traffic situations. 

There are still reservations regarding the 

test procedures themselves and their validity 

with respect to safcty as derived from handling 

qualities. 

In conclusion the test results do not show 

any significant progress in handling qualities 

of the tested car comparecl to the standard of 

today's European production cars. 

Active saf'ety will still require quite a bit to 

do on research satetv vehicles. 

Table 1. Test conditions. 

e l l 

-t -1 

:T- U 

Speed of impact: RSV stationary, R 20 at 

50 km/h for Peugeot collision and at 65 km/h 

for Renault collision. 

Occupantsr three instrument-equipped 

dummies in the RSV, two in the front seats 

and one in back, on the impact sidc; two 

ballast dummies in the front seats of the R 20.

DESCRIPTION OF TEST PERFORMED 

BY RENAULT (65 km/h) 

A view before the impact (photo l) shows 

the RSV positioned ovcr a wide glass-covered 

pit fbr film coverage of the structure from 

underneath. It is positioned in such a way that 

its centerline fortns an angle of 75" with the 

launch path of the R 20 and the longitudinal 

centerline of the R 20 passes through the projection 

of R point on the outside sheet metal 

of the right front door of the RSV. 

The tailgate and hood were removed to 

allow movie cameras to be carricd, providing, 

in combination with the side top and bottom 

views, complete film coverage. 

The wcights and trim of both vehicles were 

kept the same as in the crash at 50 km/h' In 

Table 2, the trim heights are those of the wheel 

wclls as measured directly above the front and 

rear axles. 

The two dummies placed in the R 20 were 

Hybrid II's not equipped with instruments, 

servittg as ballast, but also making it possible 

to study, in the film, the behavior of the retaining 

devices (in this case, two inertia-reel 

belts with $traps 60 mnr widc). 

Three dunrmies equipped with instruments 

arrd calibrated in accordance with Part 572 

were placed in tlte RSV following the procedure 

descrilrcd by standard I-I\4VSS 208' 

They were accordingly equipped with triaxial 

accelelometcrs (head, thorax, and pelvis) 

and strain gauges (both fenrurs). The transverse 

accelcrLrlreteni wcrc cluplicatcd to provide 

against any failure. 

Photo 1- RSV and R20 vehicles positioned in 

the impact configuration. 


151 

Table 2. Vehicle test weights and attitudes. 

The retention devices were those of the 

RSV: knee bar and air bag itt steering wheel 

for driver; kttee bar and inflatablc passive 

shoulder bclt for f'ront passenger (photo 2); 

active three-point belt with strap 50 mtn wide 

for rear-seat passenger (photo 3). 

Lateral protection was provided by rcinforcenrent 

of the sides of the structure, the 

most significant features of which were the 

reittforcement of the doors, the sccuring of 

the doors to the body lrottotlr, the center pillar 

or the rear pillar, and the irtstalliltion of padding 

on the upper door sill and at the bottom, 

alongside R point. 

h' 

F ront Rear Total 

Weidhl 845 kq 560 kq 14O5 kt 

:12OTS n 

645 mm 

R ight side 

n 

550 mm 

Left side 641 mm 555 mm 

Weiqht 785 kg 715 kq 1500 k 

TSV 

Risht side 614 mm 570 mm 

n 

Left side 

635 mm 590 mm 

,f, 

Photo 2. Right front passenger in RSV side 

impact test.

Photo 3. Right rear passenger in RSV side 

impact test. 

The energy absorbing material used in both 

the knee bars and thc door padding was an 

aluminum honeycomb structure. 

In addition, acceleration pick-ups were 

placed at various points in the structures of 

the RSV and the Renarrlt 20, and also in each 

of the doors on the right siclc, in linc with the 

thorax and pelvis ol the dumnics (table 3). 

Just before the crash (photo 4), a white 

powder was sprayed on parts insicle both vehicles 

with which the dummies might come 

into contact, such as dashboards, knee bars, 

side padcling, etc. ., to determinc the points 

of impact of the dummics with precision. The 

Table 3. 

Left A piilar 

Bight A pillar 

Engine 

Sensor oosition RSV R2OTS 

Right wishbone 

Air bag ,sensor 

Left B pillar 

Right B pillar 

Left C pillar 

Flight C pillar 

Rear cross member 

Right front door-thorax level 

Right f ront door-pelvis level 

Right rear door-thorax level 

Left rear door-pelvis level 


XY 

XY 

XY 

XY 

XY 

xYz 

2Y 

2Y 

2Y 

2Y 

XY 

XY 

XY 

X 

Photo 4. Front passengers in R20 vehicle, 

same powder was used to determine the travel 

of the safcty bclts of the striking vehicle in the 

inertia reels and to obtain tire tracks on the 

ground to evah.rate accuracy of aim. 

RESULT OF CRASH 

The R 20 hit the RSV at 64.6 km/h; the trajectory 

was accurate and no significant offset 

was found on the basis of the marks on the 

ground and through cxaminatiotr of thc film. 

Bclth vehicles were displaced parallel to 

themselves and stopped 7.20 m from the point 

of collision (photo 5). 

EXAMINATION OF THE RENAULT 20 

The maximum indentation of the right 

front section was on the order of 400 mm. 

Photo 5. Post test, RSV and R20 vehicle: top 

view.

The four side doors could be opened easily. 

No head impact was noted, but there was 

contact of the thorax with the bottom of the 

steering wheel and an impact of the knees of 

both dumrnies with the dashboard. without 

the deformation that would have resulted 

from a violent impact. 

EXAMINATION OF THE RSV 

The general condition of the RSV was satisfactory. 

Its cettterliue remained perfectly 

straight. The floor was not very defortned. 

The right-side doors rcmaitred closed; only 

the fastening of the front door to the body 

bottom failed. Maximum indentation was 

240 mm at the first point of impact and 

152 mm at the front R point (photo 6). 

The reduction in room was grcater in front: 

141 mm at thc front R point as against 35 mm 

at the rear R point (photos 7 and 8). 

S1,E*f;t1!r" 

Photo 6. Post test, view of RSV. 

Photo 7. Compartment 

door. 


intrusion right front 

153 

Photo 8. Compartment intrusion right reardoor. 

Tle pyrotechnical systems (air bag and inflatable 

belt) fired 55 msec. after the first contacr 

(photo 9). 

BEHAVIOR OF RSV PASSENGERS 

Table 4 gives the transverse acceleration 

curves of the thorax and pelvis of the two passengers. 

Table 5 gives the significant values 

delivered by the accelerometers of the three 

dummies, together with those measured on 

the passengers of an R 30 under the same conditions. 

The driver of the RSV was displaced from 

left ro right inside the vehicle and the delayed 

inflation of the air bag accentuated this displaccment 

up to impact with the front passenger 

(95 ms). 

The front passenger touched the top of the 

center pillar with his head, the padding at the 

Photo 9. 

r;ffi" 

Post test 

RSV. 

f i F * a 

t* r- -{ 

front passengers in

Table 4. RSV test: thorax and pelvls accelerations on impacted side dummies. 

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top of the door with his arm (indentation 

30 mm deep), and the padding at the bottom 

with his thigh (wide indentation up to 20 mm 

deep). 

EXPERI M ENTA L SAFETY VEH ICLES 

154 

- Thorax 

---- Pelvis 

Front Passenger BSV 

Thorax 

Pelvis ReEr passenger RSV 

The rear passenger hit the rear pillar with 

his head, the padding at the top of the door 

with his arm (indentation l0 mm deep), and 

part of the bottom padding with his pelvis.

$ECTION 3: INDUSTHY STATUS HEPORTS 

Table 5. Dummy responses of 2 collislons te$ts. 

R20 against R30 

H20 against RSV 

|mpecled sldc 

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COMPARISON BETWEEN THE RSV AND A 

PRODUCTTON CAR (RENAULT 30) 

For the behaviors of a Renault 30 and the 

RSV to be compared, the test conditiotts ltad 

to be exactly the same (table 6). 

The RSV was impacted liom the right and 

the R 30 from the left. Since the structure of 

the R 30 is perfectly symmetrical, the comparison 

can be made provided that the behavior 

of the driver of the RSV is compared to that 

of the front passenger of the R 30, that of the 

front passenger of the RSV to that of the 

Table 6. Summary of 2 collision tests. 

R20 against R30. 

R20 against RSV. 

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driver of the R 30, and that of the right rear 

passenger of the RSV to that of the left rear 

passenger of the R 30. 

When the R 30 was impacted by an R 20, 

the impacted doors of the R 30 neither opened 

nor failed. However, the indentations were 

much greater than in the case of the RSV 

(compared in table 7) (photo l0). 

The indicators of severity measured on the 

dummies on the impacted side were substantially 

different as regards the pelvis and head 

(table 5). Briefly, no passenger in the RSV had 

an SI or HIC exceeding 900, but in the R 30 

the driver had an S[ pelvis of 3102 and the 

rear passenger an SI pelvis of 4266 and an 

HIC of 3508. 

In both collisions, the front dummies on 

the opposite side showed comparable reactions; 

both struck the other front-seat occupant 

at the end of the collision. 

CONCLUSION 

Two vehicles were impacted by a Renault 20 

under identical conditions. One was a massproduction 

vehicle, a Renault 30, and the 

other an experimental vehicle designed by the 

Calspan Corporation: the RSV.

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Photo 10. Post test. view of R20 vehicle. 

SEcTloN 3; INDUSTRY STATUS REPOFTS 

157 

Data concerning the passengcrs on the impacted 

side showed: 

r the reinforced structure of the RSV together 

with ample, soft door padding mininrizes 

pelvis injury indicators; 

r that overly rigid padding at the tops of the 

doors of the RSV resr.rlted in no inrprovement 

as regards the thorirx; 

r that padding the wirrdshield pillars, ccnter 

pillars, roof sills, and rear pillars limited the 

maxinum accclcration recorded durins an 

inrpact of the hcad. 

Experimental Simulation of Car-to-Pedestrian Collisions 

With the Calspan R$V 

RUDIGER WEISSNER 

Research and Develooment 


INTBODUCTION 

This paper presents results from experimental 

simulations of car-to-pcdcstrian 

collisions betwecn the Calspiur RSV and a 50 

percentile male dummy and a 6 year old child 

durnmy, respectivcly. 

Because a driveable Calspan RSV was not 

available for the tests, a Calspan RSV-Buck 

was used. 

A total number of l2 tests was performedseven 

tesrs with the 50 percentile rnale dummy 

and five tests with the 6 year old cliild 

dummy. The impact speeds were 15, 20, and 

25 rnph. The same bumper type was used for 

all tests, a similar test series was planned with 

a rnoclifiecl [runrper typc; this bunrper, however, 

wa$ not available in tirne. 

DESCHIPTION OF THE 

EXPERIMENT SETUP 

The equipment, which was used for the 

tests, is described in Ref'erences I and 2. Figurc 

I is an overall view of the entire facility. 

Detailed inl'ormation about all the cornponents 

of the equiprncnt can be taken f ronr the 

Iiterature mentioncd above. 

Figure 1. Equipment used for simulating 

vehicle-to-pedestrian col I isions. 

Dummy 

Two dummy types were used for the tests: 

r 50 percentile male dummy, type Humanoid 

572-5DP 

r 6 year old child dummy, type Hurrianoid 

572-6c 

Tlre clurrrmies are shown in FigLrres 2 and 3. 

Ttrc durnrnies were instrumented with three 

axis accelerometers located in the head, the 

chest and the pelvis. In addition the 50 percentile 

rnale durlmy wils eqr.ripped with two 

other accelerometers in cach leg to neasure 

the lateral acceleration of the knee and the 

foot.

Figure 2. A 50 percentile male dummy, type 

Humanoid 572-50P. 

Test Car 

The test car was a Calspan-RSV (Research 

Safety Vehicle). Because a driveable car was 

not available a "buck" was used (fig. a). 

The buck was mounted on a moveable barrier 

(fig. 4). The barrier was equipped with a 

brake system (fie. 5) which was activated in 

the moment of impact to sinrulate an emergency 

braking. Diving of a real car was sitnulated 

by corresponding fixation of the buck 

on the barrier. 

TEST PROGRAM 

Table I shows which tests were performed 

with the 50 percentile male dutnmy and Table 

2 those performed with the child dummy. 


158 

Figure 3. A 6 year old child dummy, type Humanoid 

572-6c. 

TEST RESULTS 

The numeric results of the tests are presented 

in Tables 3 and 4. In addition tlte main 

results for the primary impact are presented in 

Figures 6 to 9. 

Figures l0 and ll show the movement of 

the dummy-hcad rclative [o the car. T]rc influence 

of the impact speed and tlte dummy size 

is obvious. 

CONCLUSION 

T'he purpose of this investigation was to 

demonstrate the behavior of the Calspan-RSV 

during a car-to-pedestrian collision under 

special conditions. 

Unfortunately it is impossible to estimate 

the overall efficiency of the Calspan-RSV

ffi,t ,l W 

Figure 4. Calspan RSV-Buck. 

Figure 5. Brake system. 

Table 1. Tests with the 

dummy. 

Test 

Nr. 

381 

370 

377 

379 

380 

382 

383 

lmpact speed 

(moh) 


Th*-n*k,' 

50 percentlle male 

Hood 

impact 

area 

15 20 25 hard soft 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

Table 2. Tests with the child dummy. 

Test 

Nr. 

366 

362 

368 

363 

369 

lmpact speed 

(moh) 

Hood impact 

area 

15 20 25 hard soft 

X 

X 

X 

regarding pedestrian safety in real accident 

situations. This is due to rnainly two facts: 

. the number of tests for each pararneter 

combination is too small in order to draw 

statistically secure conclusions. lt is well 

known that the reproducibility of car-topedestrian 

collisions is very poor concerning 

the dummy loadings" 

r the tests were made under very special conditions. 

Up to now it is impossible to correlate 

the dummy-test results to the real 

accident situation for mainly three reasons: 

- limitation of test parameters in comparison 

to the real accident situation. 

- insufficient simulation of the pedestrian 

by the dummy and 

- insufficient protection criteria for the 

impacted pedestrian. 

X 

X 

X 

X 

X 

X 

X

tr 

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370 

377 

379 

380 

381 

38? 

383 

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384 

436 

318 

339 

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543 

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21 

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55 

137 

EXPEFI M ENTAL SAFETY VEH I CLES 

Table 3. Results of tests with the 50 percentile male dummy. 

29 

17 

27 

21 

19 

40 

36 

27 

15 

34 

30 

17 

45 

18 

65 

42 

76 

49 

33 

121 

169 

Table 4. Results of tests with the child dummy. 

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IMPACT SPEED (MPH} 

Figure 6. HIC vs. impact speed. 

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speed. 

Figure 8. Sl vs. impact speed.

200 

^ 160 

U' tr' 

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.;{ 

uJ4 

al eo 

x!{ 

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Et ao 

Primary impact 

r Chilfl-flurnmy 

. 50% Mate-dummy 

o 10 15 

IMPACT SPEED (MPH} 

Figure g. Max. res. pelvis acceleration vs. im. 

pact speed 

SECTION 3: INDUSTBY STATU$ HEPoRTS 

3S2 

37e 

070 

- - 

REFERENCES 

l. 

z. 

Lucchini, E. and Weissner, R., "Influence 

of Bumper Adjustment on the Kinematics 

of an Impacted Pedestrian," IRCOBI 

Conference 1978 Lyon, France. 

Lucchini, E. and Weissner, R., "Results 

from Simulations of Car-to-Pedestriarr 

Collisions with VW-Production Cars," 7th 

ESV-Conference 1979 Paris, France. 

Figure 10. Movement of the dummy-head relative to the Calspan-RSV; 50 percentile male dummy. 

Figure 11. Movement of the dummy-head relative to the Calspan'R$V; 6 year old child dummy. 

161

Safety, Fuel Economy, Transportatlon Gapacity, 

Pedormance - Partial Functions of a Method for 

the Simultaneous Adaptation of Gar Design 

Parameter$ to Changing Requirements 

H.-H. BRAESS 

Porsche Research and Development Center 

ABSTRACT 

When developing a new vehicle concept, 

the stipulation of the basic design parameters 

such as the main dimensions and the determination 

of the size and position of the vital 

units must be considered as being the most 

essential decisions within the overall concept 

phase, as, during the subsequent development 

phase, it will hardly be possible to correct any 

errors made during concept finding. 

For that reason, it is of utmost importance 

to make use of appropriate calculation 

methods to support decision-making at the 

earliest possible development stage. These 

methods must permit to evaluate the influence 

of an utmost number of design paralneters on 

the various properties of an individual vehicle 

type. 

The present paper is meant to be a contribution 

on this special field. It shows the derivation 

of a system of equations allowing the 

simultaneous adaptation of the design parameters 

to given changes of requirements. These 

considerations ate based on a known vehicle 

concept and take into account technological 

possibilities and a variety of marginal conditions. 

INTRODUCTION 

When developing new vehicle concepts, 

special importance must be attributed to 

determining the basic design parameters such 

as overall dimensiorrs, wheel base, size and 

position of units, length of the crush zones, 

and last but not least the overall weight, which 

essentially influence the basic vehicle proper- 

ties. 

Due to the multitude of both vehicle properties 

and design parameters 

to be considered, 


there is a strong desire for combined calculation 

methods to facilitate decision-making 

during the design phase and mainly when it 

comes to harmonize conflicting objectivesl. 

The latter are typical phenomena in automotive 

design and occur in all sectors including 

transportation capacity, driving performance, 

fuel economy, exhaust emission, safety, and 

noise reduction. 

So, the present paper is meant to highlight 

the interdependence between different individual 

properties and essential design parameters 

and to show the adaptation to changing 

requirements. 

VEHICLE PROPERTIES AS A FUNCTION 

OF DESIGN PARAMETERS 

Introductory Remarks 

The following properties are considered: 

r dimensions of the passenger 

compartment 

r acceleration capacity 

. fuel economy 

r potential occupant protection 

r potential compatibility 

The properties are to 

functions of the following 

(fie. l): 

r Length of the passenger 

compartment 

I Width of the passenger 

compartment 

r Overall width 

PC 

ACC 

FE 

POP 

PCB 

be represented as 

design parameters 

L"" 

wr" 

w 

r Length of the frontal crush zone Lr., 

r Engine displacement V 

r Vehicle weight VW 

The calculations refer to the following basic 

. vehicle 

length 

r length of the occupant 

compartment 

L = 4.40m 

LPc = 1'70m


Figure 1. Longltudinal section of a passenger car with standard drive unit. 

a overall width 

a width of the occupant 

compartrnent Wpc = l'47 m 

Iateral protective distance LPD = 0.25 m 

(see Potential Occupant 

Protection) 

vehicle weight 

VW = 1200 kg 

(including 2 passengers) 

r length of the engine hood LEH : l'25m 

. engine displacement V = 2.01 

Passenger Compartment 

One of the primary demands on a passenger 

car is the availability of a sufficiently large 

and well accessible useful space. 

When assuming a constant inner height and 

taking into consideration only the characteristic 

main dimensions, the relative change of 

the passenger compartment can be expressed 

as follows: 

aPC = ALre + AWpc 

Pc Lr. Wr. 

When substituting the initial dimensions of 

the basic vehicle (see Introductory Remarks) 

W = 1.70m into this equation we obtain: 

xf = 60' alpc + 68 ' Awr. (l) 

(APC/PC expressed in go, ALFC, AWr" expressed 

in m) 

Acceleration Capacity 

Another important primary requirement to 

be fulfilled by a passenger car is a satisfactory 

driving performance with a sufficient acceler' 

ation capacity. Though the tractive resistance 

varies with changing driving conditions, the 

relative change of acceleration can be considered 

as a function of the vehicle weight 

change and closely approaches: 

AACC 

ACC 

AVW 

vw 

If the engine concept is maintained, the 

acceleration level can be further approximated 

and approaches: 

AACC AV 

: E 

ACC V

When substituting the values of the basic 

vehicle into this equation we obtain: 

aACC = -0.0833.4VW+50.4V 

n ^ 

(2\ 

ffi 

(AACCi ACC exfrressed in 90, AVW expressed 

in kg, AV expressed in l) 

Fuel Economy 

lf no adaptation of the engine and the 

transmission ratios takes place the influence 

of the vehicle weight on fuel economy is relatively 

unimportant with the standardized driving 

cycles (e.g., references 2 and 3). 

However, as the fucl consumption strongly 

increases with increasing acceleration (e.g., 

reference 4) the influence of fuel economyweight 

function undcr real traffic conditions 

can be considered as being: 

#: 

,ts,tr 

-(0.25 

./.0.40).# 

where 0.25 represents relatively steady driving 

0.40 represents driving with frcquent 

accelerations 

Similar to the vehicle weight, the influence 

of the engine displacement on the fuel economy 

is considerably greater with sharp accelerations 

than with standardized driving cycles2's, 

so that, for real traffic conditions, we 

can assume: 

*=?" : _ (0.35 ./. 0.70) . + 

AFF NV 

tt Y 

where 0.35 represents relatively steady driving 

0.70 represents driving with frequent 

accelcrations 

The influence of the air drag strongly depends 

on the driving speed. 

From Figure 2 we can see that: 

AFE AC^A 

=== : - (0.32 ./ .0.69 ./. 0.80) 

FE COA 


164 

(,l o 

lrl { \ |\ 

o 

r 

1 6 

l { 

< t< 

o.2 

ptr i 

/ 

// 

..,. 

,/ 

/ 

,/n .--' 

/ , / 

40 60 80 100 120 

SPEED km/h 

Figure 2. Influence of the driving speed on the 

air drag-fuel economy function (from 

reference 6). 

where: 0.32=vo TOkm/h 

0.69: v = ll0km/h 

0.80 * v = l30km/h 

Assuming constant values for the vehicle 

height and air drag coefflicient we obtain: 

AFE LFE- : - (0.32 ./. 0.80) . 

ff 

A\r/ 

When using the values of the basic vehicle 

(see Introductory Remarks), the relative 

change of the fuel economy is: 

"- 

: - 

\J'020 '/' 0.033) ' AVW 

LL -(18 ./. 35) . AV 

*(r9 ./.47) - Aw 

AFE /n nin ./ n ^1a\ - A\ 

- AFE 

where: 15- 

is exFressed in qo (3) 

AVW is expressed in kg 

AV is expressed in I 

AW is expressed in m 

Potential Occupant Protection 

The efficiency of occupant protection during 

collisions is the result of the complex interaction 

between the so-called "primary" 

protecl.ion (offered mainly by the restraint 

systems) and the "secondary" protection en*

sured by the vehicle body structure (e.g., references 

7 to 9). 

Within the framework of the present paper, 

considcration will be given to those features 

of secondary protection which can be approached 

as functions of the parameters stated 

in Introductory Remarks. 

The corresponding values are: 

r the length of the front crush zone influenc' 

ing the efficiency of occupant protection 

during frontal collisions, 

r the length of the passenger compartment 

influencing the efficiency of the restraint 

systems and the forward displacement of 

the passengers, 

r the width of the lateral protective zone, i.e., 

the lateral distance between the passengers 

sitting at the side of impact and the outer 

vehicle contour, influencing the occupant 

protection during lateral collisions, 

r the vehicle weight influencing the compatibility 

during vehicle-to-vehicle collisiorrs. 

As an increase of the three values mentioned 

in the first place does not "automatically" 

entail an improved occupant protection, one 

can only speak of a "potential" improvement 

of passenger protection. ln addition, there are 

only some specific ranges (e.g., the collision 

speed) where these values will produce an 

effective increase of occupant protection. 

Fronl Crush Zone 

The longer the crush zone the smaller the 

decelerations of the passerrger comparrment 

under identical impact conditions with similar 

overall design and without impairing the occupant 

survival space. The mean deceleration of 

the passenger compartment being a measure 

of the accident severity and the injury probability 

respectively (e.g., references l0 to l2), 

the change of the potential occupant protection 

can be formulatecl using the dependence 

of the mean deceleration on the leneth of the 

crush zone: 

APOP arcz 

POP 

Lrcz 

SECTION 3: INDUSTFY STATUS HEPORTS 

Length of the Passenger Compartment 

As the increase of the forward occupant 

displacement is a further means to reduce 

occupant deceleration, the influence of the 

passenger compartment length can be formulated 

in a simplified manner as follows: 

aPoP : AL"c 

POP Lrc 

Lateral Protective llistance 

The lateral protective distance which is a 

further design parameter to be observed 

(fie. 3) incorporates three partial functions 

namely: 

r location of specific components to obtain 

adapted stiffness of the Iateral body structure 

. space allowing lateral deformations without 

intrusion into the passenger compartment 

wpc 

Laterel protective distance; 

w-c.wD. 

LPD = 

'- 

2 

lC * 0.95) 

1 

Ar-po--Aw- 

2 2 Awec 

Figure 3. Definition of the lateral protective 

distance. 

c

mountinB of a protective paddinB to the 

inner door side to attenuate occupantim 

pacrs 

Though exhaustive knowledge is still lacking 

to date (e.g., reference l3) it is possible to 

approach the influence of the lateral protective 

distance on the potential occupant protection 

as follows; 

APOP ALPD 

POP LPD 

The influence of the relative movement of 

passengers sitting side by side, is neglected in 

the present context. 

Vehicle Weight 

From accident investigations it can be seen 

that lighter vehicles offer less occupant protection 

than heavier ones (e.g., reference l4). 

o(,) 

ZT 

{F 

u)Z 

po 

*oE 

s iz 

;;e 

FUJF 

{ L { 

tE (4E 

} HE 

= =E 

zztr 

-;"1 

trq 

>I 

TUU 

ta> 

a x 

xx x 

x 

EXPEBI M ENTAL SAFETY VEHICLES 

x (.931 

xr ax 

xx 

a 

t 

x 

I 

a ' 

ta x t t 

x*a 

xxx x 

a 

Figure 4, e.9., shows that the frequency of 

severe accidents strongly increases. 

The increase illustrated in Figure 5, however, 

is essentially smaller. 

It must be mentioned that different countries 

and different vehicle-types (size, model, 

5oo ks 1000 1500 

-oeno wetcnT 

Figure 5. lnjury rate versus vehicle weight 

(from reference 15). 

VEHICLE WEIGHT 

IHUNDREDS OF POUNDS} 

r 1968 Models 

x 1969 Models 

Frequency of severe accidents versus vehicle weight (from reference 14, paper 48). 

166

year, etc.) are concerned. The influence of the 

vehicle size which cannot be separated from 

the vehicle weight (see above) has been taken 

into consideration, too. 

In the framework of the present paper, the 

results obtained from Figure 5 are used. This 

means that as far as the basic vehicle (dead 

weight of 105(i kS) is concerned, the dead 

weight has no significant influence on the injury 

frequency. This applies to a broad range 

of weight changes. 

Overall Function 

When combining the influence of front 

crush zone, passenger compartment length, 

and lateral protective distance, the relative 

change of the potential occupant protection 

can be expressed as follows: 

APOP I 

= - a 

POP Lrc, 

. ALpc . t*L. 

SECTION 3: INDU$TRY STATUS FEPQFTS 

ALPD 

When substituting the values of the basic 

vehicle we oblain: 

APOP 

ffi=167'ALPs2+59 

'ALPc + 200 

. AW - 190 . AWpc 

APOP 

ffi 

is exPressed in 9o 

(4) 

All other values are expressed in m. 

Equation (4) gives the occupant protection 

offered by the basic vehicle. No components 

have been added or stripped. It is assumed 

that the passenger survival space is maintained 

while the occupant protection is improved by 

increasing ETS or AV. 

Potentlal Compatibility 

Al,pcz * $!PC 

The main problem of compatibility is the 

protection of pedestrians and occupants of 

smaller and lighter vehicles during vehicle-tovehicle 

collisions (e.g., reference 8). 

167 

The present paper takes into consideration 

two design parameters of special importance, 

namely: 

r the length of the engine hood influencing 

the pedestrian protection 

r the mass ratio influencing the protection of 

the occupants of other vehicles. 

Length of the Hood 

The front hood should be as long as possible 

in order to minimize the frequency of pedestrian 

head impacts on the (stiffl windshield 

frame (e.g., ref'erence l6). 

So, for reasons of simplification, it is assumed 

that the potential pedestrian protection 

be proportional to the length of the engine 

hood. As this value is no variable in the present 

paper, it is also assumed that the change 

of the engine hood be considered as the change 

of the front crush zone (see fig. l). 

In addition. this effect results in an improved 

occupant protection in smaller and 

lighter vehicles. 

Consequently, the first partial function of 

the change of the potential compatibility 

reads as follows: 

APCB=.I-^, l--^ 

PCB Lr" ' ALPn =fr' Alrcz 

Mass Ratio 

In the case of vehicle-to-vehicle csllisions, 

the mass ratio of both vehicles is an important 

parameter (e.g., reterence l7). 

As can be taken from Figure 6, the relative 

frequency of passenger lesions in the vehicle 

struck increases with increasing mass of the 

impacting vehicle. 

This effect is contained in a characteristic, 

defining the accident severity during lateral 

impacts, and presented in Reference 17. 

The modified form of this characteristic 

reads as follows: 

CH = 

l/6 

flle "". 

flPi. 

vo 

mA rll4^'- 

whereA: struckvehicle 

B : impacting vehicle 

(5)

uJ 

F 

d 

z 

U 

o 

(J 

{ 

2.5 

2.O 

1.5 

1.0 

0.5 

6OO kg 

' l:-_-......T..._+ 

800 1000 1200 1400 

DEAD WEIGHT 

Figure 6. Injury rate versus weight of the im' 

pacting vehicle (from reference 15)' 

According to Reference 17, the load on the 

near-side passengers increases with increasing 

CH. Thus the potential compatibility can be 

considered as being inversely proportional to 

CH. 

The impacting vehicle only is to be treated. 

This means that the compatibility must be 

considered as a function of the impacting 

vehicle weight. 

From (5) we obtain: 

l l l 

PCB --rr-:fi 

ml'b m rnt/o 

resulting in: 

APCB 7 

= * - a 

PCB 6 

AVW 

VW 

Overall Function i 

Summarizing, the change of the potential 

compatibility can be expressed as follows: 

APCB I .. 7 AVW 

PCB = aLncz - 

t' 

e'a5l 

With LEH : 1.25 m 

VW : 1200 kg 

we obtain: 

APCB 

ffi 

= 8o'Al-'cz-o'l'avw 


(6) 

168 

. APCB 

where: ffi 

APC 

PC 

AACC 

ACC 

AFE 

FE 

is expressed in 9o 

ALEcz is expressed in m 

AVW is expressed in kg 

OVERALL SYSTEM 

Summary of the Vehicle 

Property-Parameter Functions 

When combining the property-parameter 

functions (1) to (6) derived in Vehicle Properties 

as a Function of Design Parameters, we 

obtain: 

#J 

: 60 . ALr" + 58 . AWpc 

: *0.0833 . AWV + 50 . AV 

: - (0.020 ./. 0.033) . AVw 

-(18 ./.35) . AV 

-(19 ./.47) .AW 

= 161'aLFCZ + 5e 

190 . AWPC 

APCB 

= 80 ' ALpcz 

PCB 

- 0.1 ' AVW 

(7) 

The change of the vehicle weight AVW can 

be considered as being derived from the parameters 

contained in the model, if only the 

vehicle dimensions are changed and if no 

modifications are made to the vehicle concept 

and equipment. 

Change of the Vehicle Weight 

Leaving additional measures and thus additional 

weight increases out of account (which 

would result e.g. from a distinct increase of 

the ETS), the weight change, as a function for 

the parameters cited in the Introductory Remarks, 

can be formulated as follows: 

AVW = f (ALpc) + f (aW) 

+ f (ALFCZ) + f (AV)

When summarizing all data concerning the 

bodies-in-white, chassis, aud engittes and taking 

into consideration the tnaterials available 

today, this function can be expressed as 

follows: 

AVW = (100 ./. 200) .ALpc 

+ (250 ./. 600) ' AW 

^Pc I 

PCI 

AACC I 

T6 I 

AFE I 

El= 

^POP I 

PoP I 

APCB I 

TcB= J 

flpcLpc 

aAccr*" 

4FElpc 

aPop1." 

SECTION 3: INDUSTRY STATUS REPoRTS 

SpCwpc 

0 

0 

aPopryr" 

ilpcBrr. 0 

_ 

With the coefficients of the chosen 

vehicle; 

flpcLpc 60 

'pcwpc : 68 

aACC;., 

trACCyy 

aAccrr., 

flnccy 

ftrELpc 

aFE* 

flFElocz 

flFEu 

&Popl*. 

EIPopry". 

4Popyy 

aPt)P1r." 

fltcB;*. 

aPCn* 

aPCB1r., 

aPCBy 

: -(8 ./, 16\ 

: -(20 ,/.50) 

= -(5 ./.l0) 

= 11 ./. 43 

= _(2./.7) 

= -(24 ./.67\ 

I 

l 

l 

= -(r ./.4) I 

= - (20 

./. 4A) J 

=59 

= _lg0 

= 200 

: 167 

= -(10 ./.20\ 

= - (25 ./. 60) 

= 68 ./. 74 

: - (8 ./. 16) 

| 

) , 

0 

aAcco,, 

flrE* 

neop,sy 

aPCe* 

basic 

r) 

2) 

3) 

4) 

5) 

l) 

+ (60 ./. 120) . Al-r,cz 

+ (80 ./. 160) . av (8) 

Mathematical Model of the Overall System 

When substituting equation (8) into the 

system of equations (7), we obtain: 

2) 

3) 

4) 

5) 

169 

0 

aAccrr"" 

aFELFcz 

flPoPrr., 

0 

aeccy 

flFEv 

0 

EtPCB,.o., flRcsy 

low values: 

high values: 

low value: 

high value: 

low value: 

high value: 

low value: 

high value: 

low values: 

high values: 

ALpc 

AWpc 

AW 

ALpcz 

AV 

light construction 

"traditional" 

construction, 

increase of track 

and wheelbase 

"traditional" 

construction 

light construction 

light construction, 

Iow accelerations 

"traditional" 

construction, 

high acceleration$, 

wheelbase increase 


low accelerations 

and driving speeds 

''traclitional" 

construction, 

high accelerations, 

track increase 


low accelerations 

"traditional" 

(e) 

construction, 

highaccelerations (9a)

The system of equations (9) constitutes a 

complete mathematical model, allowing the 

adaptation of the vehicle parameters to changing 

requirements. The individual requirements 

can be given either separately or jointly in a 

modified form. 

As this model is a linearized one, the given 

changes must be limited. However, it is not 

possible to calculate the limits. 

FUEL ECONOMY INCREASE 

The first application of the "adaptation 

model" concerns the reduction of fuel consumption 

by 1090. The other properties considered 

in the model shall be constant. Consequently, 

the systeur of equations (9) reads as 

follows: 

d 

flPC, '+c 

flAccr.. 

BFElpc 

aPoPr*" 

-aPCB1.. 


ALpc 

AWpc 

AW 

L4cz 

AV 

(10) 

First, today's common materials and climensions, 

and average driving style are used 

to solve the system of equations (10) for the 

chosen basic vehicle. The values are sumrnarizcd 

in Figure 7. 

The following details should be mentioncd: 

r In order to reduce the fuel consumption by 

l0%, the engine ctisplacement and vehicle 

weight must be recluced by less than 690 if 

the vehicle width is decreased adequately' 

r The vehicle width influences both the air 

drag and the overall vehicle weight, whereas 

the vehicle length has an effect on the vehicle 

weight only. That is why the adaptation 

model results in a reduced width with a simultaneously 

increased vehicle length. 

r Figure I shows how the weight decrease by 

66.7 kg (or 5.5V0 respectively) has been 

realized (according to equation (8)). 

Figure 9 illustrates the increase of the fuel 

economy. 

170 

+1 0% 

Figure 7. Adaptationof 

the 

parameter$ for an 

economy. 

+32-3 kg 

+o.216 m + 

+12.-1% 

-78.3 rg 

-0.184m a 

-10.8% 

-o.190m3 -o.07?me 

-1 3.0% -12,O% 

Due to 

reduced 

LFcz 

vehicle design 

increased tuel 

Due to 

reduced 

Due to 

decreased 

w -14 kg . -66.5 k9 

Figure 8. Individual influences on the weight 

decrease. 

Due lo 

decreased 

W 

+3.5% 

NI 

Nil 

Fl\ | 

hNl l\\\ I 

Due to 

decrea$eo 

+1O% 

-1 ]% of FE 

Figure 9. Individual influences on the fuel 

economy increase'

INCREASE OF THE POTENTIAL 

OCCUPANT PROTECTION : 

The second application of the "adaptation 

model," the system of equations (9), is the increase 

of the potential occupant protection by 

1090. The vehicle equipment is to remain unchanged 

and no additional weight-increasing 

measures must be taken. 

ln this special case, the system of equations 

(9) reads as follows: 

* 0 

0 

0 

SECTION 3: INDUSTBY STATUS HEPORTS 

(l l) 

The calcuiation results, i.e., the vehicle 

parameter changes for the basic vehicle with 

today's common materials and dimensions 

and average driving style, are summarized in 

Figure 10. 

When substituting the results (fie. l0) into 

the equation of potential occupant protection 

(4) one will find that an increase of the width 

of the lateral protective distance (due to a 

+10% 

-0.0437 me 

-2.97% 

Aw 

stronger reduction of the interior width as 

compared to the exterior width) improves the 

potential occupant protection by approx. 690. 

The increase of the interior length improves 

the potential occupant protection by about 

390, while the extension of the front crush 

eone produces an increase of approx. l9o. 

It is obviou$ that the improvement of the 

potential occupant protection by I0Vo requires 

distinctly less extensive modifications to the 

vehicle than the l09o fuel economy increase 

(see fig. 7). 

This is to be attributed to the fact, that for 

an improved occupant protection only the 

vehicle dimensions must be adapted and that 

additional weight-increasing measures, such 

as stiffening elements or heavier restraint systems 

are not taken into account in the present 

calculation example. 

In most cases, however, more severe requirements 

inevitably result in such weight increases 

which then must be taken into consideration 

also in the "adaptation model." 

To this end, we proceed again on equation 

system (7). While previously the weight 

change AVW has been considered as being 

derived only from the vehicle parameters, it 

may also incorporate an additional weight 

term for special components to be added or to 

be removed. 

+0.0055 m I 

+o.92% +o.oo54t I 

+o.27% 

-= ALrcz AV 

X:31ff 

+3.96 tg e 

+o.33% 

Figure 10. Adaptation of the vehicle design parameters for an increased potential occupant protection. 

171


In this case, the equation system (9) reads as follows: 

- 

APC 

PC 

AACC 

7E 

AFE 

FE 

APOP 

POP 

APCB 

EB- 

where: 

aACCvw - 

uttn* 

apcByl,y : -0'l 

: 

flpCtpc 

€[ACC1"" 

flrELpc 

aPOPr"" 

_aPCBr"" 

- 0.0833 

-. 

0.020 . 

0^033 

(see equat. (2)) 



(12a) 

For another calculation example let us 

assume that besides the potential occupant 

protection of lOVo an increase of the frontal 

impact speed (ETS) by l0Vo necessitates an 

additional weight increase by 1090. The results 

of this extended adaptation model are represented 

in Figure I l. 

As compared to the calculation without 

additional weight increase, the parameter 

changes required are considerably greater. 

When substituting these values into the 

equation of the potential occupant protection 

(4) we see that the frontal impact has been 

improved, whereas the lateral protection has 

been deteriorated. 

An additional insight into the function of 

the adaptation model, equations (9), is furnished 

by a sensitivity investigation carried 

out to examine the increase of the potential 

occupant protection in conjunction with an 

additisnal weight increase. 

The corresponding results can be taken 

from Table l. 

172 

ALpc 

AWpc 

AW 

ALEcz 

AV 

0 

aACcu* 

fl""u* 

0 

apcByl,y 

avwudd 

(12) 

The greatest influence is exerted by the 

values apop* and a"u*. 

An increase of apsp,il (occupant protection 

-vehicle width-function) by 1090, which, in 

the basic vehicle configuration means a 

smaller lateral protective distance (see fig. 3)' 

results in stronger changes of the passenger 

compartment width and length by l4.5Vo 

each. 

An increase of app* (fuel economy-vehicle 

width-function) by 1090, which means either 

a Breater vchicle weight per width or a keener 

driving style, reduces the changes of the 

passenger compartment width and length to 

I l.6Vo each. 

Of general importance are also the coefficient 

a6ggv/, 4FEw and apgu, which exert a 

distinct influence on all vehicle design parameters. 

Only coefficient aFELFcz can be practically 

neglected. 

INCREASE OF THE POTENTIAL 

COMPATIBILIry 

Another calculation example concerns the 

increase of the potential compatibility by l09o. 

The results for the basic vehicle with today's 

common materials and dimensions, and average 

driving style are shown in Figure 12. 

When comparing Figure 12 to the equation 

(6) for the potential compatibility, we see, 

that the compatibility improvement is realized 

by increasing the front crush zone and thus

a u*uoo 


+o.1476 mi 

+8,33% 

{).12S m+ 

-8.5095 

Figure 11. Adaptation of the vehicie design parameters to the Increase of potentialoccupant protec' 

tion, with a weight increase for a higher ETS- 

also the front hood. The model does rrot 

display a decrease of the mass aggressiveness. 

Within the overall potential occupant protec' 

tion, however, the increased front crush zone 

favors the protection in frontal crashes, while 

deteriorating the lateral protection. 

-O.2O5 me 

-12.O5% 

+0.110 me 

+18.35% 

+O.13181 I 

+6.599$ 

+60.12 k9 t 

+5.O1% 

Ad8ption without 

6dditionsl vehicl€ 

weight 

ADAPTATION OF THE BASIC VEHICLE 

WHILE COMPLYING WITH SECONDARY 

REOUIREMENTS 

The results of the calculations for increased 

fuel economy and improved potential occu-

Table 1. Results of the sensitivity investigation. 

apCLpc 

apcwpC 

flecc,,a" 

anCCly 

ancclaa, 

&eccy 

flFElpc 

"FE* 

"*tua, 

uFEv 

apgpLpc 

aroelryra 

arortl. 

aPoP"r", 

aectl"a 

aecn1ry 

atcu1r"" 

aecny 

ALpc AWpc AW ALncz AV 

++ 

f f 

+ 

0 

+ 

0 

+++ 

++ 

+ 

+ 

+ 

0 

+ 

0 

++ 

+++ 

++ 

0 

f 

+ 

f 

0 

0 

0 

0 

0 

0 

0 

0 

0 


+ 

0 

+ 

0 

0 

0 

t 

0 

0 

+ 

0 

T 

0 

0 

+ 

+ 

0 

++ 

Explanations: The modification of the individual coefficients 

by + l09o results in an influence of: 

0 * 0.1.+1Vo 

+ +, 1Vo .1. t 5oh 

rr t5'h.1. +10% 

.f ++ - 

>+ 10% 

SECTION 3: INDUSTHY STATUS REPORTS 

Figure 12. Adaptation of the vehicle desigrt parameters for an increased potential compatibility. 

there are three different solutions for each individual 

design pafiimeter. 

1st Solution 

-+ +0.086 m: 

+5.56% 

a tpc 

{.092 ml 

-5.410/" 

The 3 partial equations: 

AACC/ACC + 10.6237 : 

- 35AW - SALFcz + 40AV 

AFE/FE+3.4835:*404W 

- 3LLFCL - 30AV 

APOP/POP - 12.8453 = 

200Aw + l6TALFcz 

are resolved as follows, using: APOP/POP = 

l0o7o, AACC/ACC = AFE/FE = 0: 

AW : -0.204 m (-0.205 m in fig. 1l) 

&pcz = +0'227 m(+0.ll0minfig' ll) 

AV = +0.133 I (+0.132 I in fig. ll) 

+0.O020 m;l 

+o.12% 

175 

+0.121 m= 

+20.15% 

+0.0006t t 

+o.D3% AVW 

A trcz A v -2.o4 ks : 

-o.11% 

While the changes of the overall width AW 

and the displacement AV are altnost identical 

with Figure I I (no secondary requirentent), 

the increase of the front crush zone Iength is 

twice as great. This means a strong shift within 

the overall potential occupant protection: 

aPoP /POP : 59ALpc - IgOAWPC 

+ 2004W + l6TALFcz 

= 59 . 0.0567 

- 190 . (-0.05) 

+ 200( - 0.204) 

+ 167 - 4.227 

APOP/POP : * 3.3 (frontal prot.) 

+ 9.5 - 40.1 (lateral 

prot.) 

+ 37.9 = l0 (frontal 

prot.) 

The distinct reduction of the overall width 

accompanied by a slight decrease only of the 

passenger compartment width reduces the 

occupant protection in side impacts by approx. 

30V0. whereas the increase of the front crush 

zone improves the frontal protection by 38V0.

Znd Solution 

The three partial equations: 

AACC/ACC + 10.6237 = 

- 35AW - SALFcz + 40AV 

aPOP/POP - 12.8453 : 

2004W + lFTALFcz 

APCB/PCB + 12.8505 = 

- 38AW + lzLLFCz - l2AV 

can be resolved as follows, using: APOP/POP 

: 1090, AACC/ACC : APCB/PCB = 0: 

AW = -0.131 m 

ALpcz = *0.139 m 

AV = +0.1791 

With this solution, the shift towards a deteriorated 

lateral protection is less pronounced 

than with the lst one. However, the fuel economy, 

the equation of which has not been considered 

in the present case, is reduced by more 

than 4070. 

3rd Solution 

The 3 partial equations: 

aFE/FE + 3.4835 = 

- 40aw - 3aLFCZ - 30av 

aPOP/POP - 12.8453 : 

200aw + l67aLFCz 

APCB/PCB + 12.8505 = 

- 38AW + TZALFC' - lzAV 

can be resolved as follows, using: APOP/POP 

= t l0Vo, AFE/FE : APCB/PCB = 0; 

AW = -0.116 m 

Alrcz : *0'122m 

AV : +0.0261 

EXPERIM ENTAL SAFETY VEHICLES 

With the 3rd solution, the "inbalaRce" of 

the potential occupant protection is rather 

small, while the acceleration capacity, the 

equation of which has not been considered in 

the present case, has decreased by 6.590, 

Summarizing, we can say, that an "inter= 

ference" with the adaptation model prevents 

"balanced" 

solutions. at least as far as the 

example of the compartment width is concerned. 

COMBINED ADAPTATION TO 

TWO CHANGING REOUIREMENTS 

ln order to exemplify a combined adaptation 

procedure, an increase of the fuel economy 

and of the potential occupant protection 

(including the necessary additional weight) by 

lOVo each has been pre-determined. 

Since the adaptation model (9) is a linear 

one, the superimposed solution (fig. l3) is the 

sum of both individual solutions (see Fuel 

Economy lncrease and Increase of the Potential 

Occupant Protection). 

Attention should be drawn to the remarkably 

strong increase of the vehicle length and 

the strong dccrease of the width. 

SUMMARY 

The present paper shows the establishment 

of a linearized mathematical model, describing 

the potential of basic properties of a passenger 

car as a function of its essential design parameters, 

and aiming at the simultaneous adaptation 

of these parameters to one or several 

changing requirements. 

The calculated results have shown above 

all. that*at least as far as the data of the 

chosen basic vehicle are concerned-an increase 

of the fuel economy, while maintaining 

all other requirements, entails a strong reduction 

of the vehicle width and increases the 

overall vehicle length. 

This results in a shift within the overall 

occupant protection to the disadvantage of 

the protection in side impacts, which is also 

true for those cases, where weight increasing 

components are required to improve the occupant 

protection.

A FE ApoP 

FE 

-_-___.f 

r\*. 

SECTION 3: INDUSTRY STATUS REPOHTS 

+21 .O% 

-22.90/" 

Figure 13. Combined adaptation of the vehicle design parameters. 

Shifts or non-cempliance with individual 

reqnirements results also from the predetermination 

of secondary requiremctrts. 

The proposed calculation proccdure, which 

is still at the stage of developmcnt, is meant to 

177 

contribute to the finding of balanced vehicle 

concepts and to an appropriate combination 

of the most essential basic design parameters, 

furnishing optimum conditions for the execution 

of detail work.

REFERENCES 


l. H.-H. Braess, "Bewaltigung von Zielkonflikten- 

eine wichtige Teilaufgabe bei 

der Konzeption zukunftiger Personenwagen" 

(Mastering of Conflicting Objectives-an 

Important Task in the Development 

of Future Vehicle ConcePts.) 

Fort.-Ber. VDI-Z, Reihe 12, Nr. 3l 

(1978), S. 4sr/462. 

2. A, Ciccarone, "Possible Advances in 

European Passenger Cars Fuel Economy" 

sAE 770846. 

3. L. J. Janssen, H. J. Emmelmann, 

"Senkung 

des Kraftstoffverbrauches durch 

Aerodynamik und Formoptimierung der 

Karosserie von PKW" (Reduction of the 

Fuel Consumption by Improved Aerodynamics 

and Design of Passenger Car 

Bodies). Fort.-Ber. VDI-Z, Reihe 12, 

Nr. 3l (1978) S. 149/162. 

4. M. Estermann, "Der EinfluB der Fahrweise 

und der MotorgroBe auf die Abgasmenge 

der Personenkraftwagen im Strapenverkehr" 

(Influence of Driving Style 

and Engine Size on the Exhaust Emissisn 

of Passenger Cars in Road Traffic). Diss. 

T.H., Wien 1969. 

5. J. D. Murell, "Factors Affecting Automotive 

Fuel Economy," SAE 750 958. 

6. G. W. Carr, "Aerodynamics as a Mean$ 

to Vehicle Fuel Economy," Instn. Mech. 

Engrs., A. D., Paper C 210 (1978). 

7. U. Seiffert, "Probleme der Automobilsicherheit" 

(Problems of Automotive 

Safety). Diss. T. U. Berlin t9?4. 

8. R. WeiBner u,a., "Passive 

Sicherheit" in: 

"Technologien fur die Sicherheit im Stra- 

Benverkehr" ("Secondary Safety" from 

"Technologies for Traffic Safety"). 

BMFT-Studie 1976, S. 457/617. 

9. U. Bez, G. Laschet, "Entwicklung von 

MaBnahmen zur Unfallminderung" (Development 

of Measures to Reduce Accidenr 

Severity). ATZ 1977, S. 3/11. 

D. L. Ivey, "Predicting the Probability of 

Injury During Highway Collisions Sub- 

Compacts Versus Standard Size Cars." 

Proc. 3. Int. Congress Autom. Safety 

1974, Paper 41. 

J. M. Kossar, "Big and Little Car Compatibility. 

" Proc. 3. Int. Congress 

Aurom. Safety 1974, Paper 43. 

P. Ventre, "Proposal for Methodology 

for Drawing Up Efficient Regulations." 

Proc. 4. Int. Congress Autom. Safety 

1975, S. 791/811. 

13. U. Seiffert, "Seitenaufprall-Schwerpunkt 

fur die Fahrzeug-Entwicklung" (Side Impact*a 

Crucial Point irt Vehicle Development). 

ATZ 1978, S. 465/468. 

14. Several Authors, Proc, 3. Int. Congress 

Autom. Safety 1974, Paper 2, 8, 10, 48. 

15. K. Langwieder, 

"Aspekte der Fahrzeugsicherheit 

anhand einer Untersuchung 

von realen Unfallen" (Aspects of Vehicle 

Safety based on the Examination of Real 

Traffic Accidents). Diss. T. U. Berlin 

t975. 

16. H. Appel u.a., "Sicherheitsfahrzeug fur 

FuBganger und Insassen*Ein Widerspruch?" 

(A Safety Vehicle for Improved 

Pedestrian and Occupant Protection-a 

Contradictory Objective?) in: Entwicklungslinien 

in der Kraftfahrzeugtechnik 

1977, Verlag TUV-Rheinland, 5.421/447 . 

17. H. Appel u.4., "Entwicklung 10. 

ll. 

t2. 

kompatibler 

Fahrzeuge-Kopplung von Simulationsprogrammen 

und Versuchstechnik 

zulNutzenbestimmung kompatibler Ma- 

6nahmen" (Development of Compatible 

Vehicles-Combination of Simulation 

Programs and Test Technique to Determine 

the Utility of Compatibility-Increasing 

Measures) in: Entwicklungslinien in 

Kraftfahrzeugtechnik und Strassenverkehr, 

1978, Verlag TUV Rheinland, S. 

495/50/.. 

178

lrl#ki:{i1'{'l 

ffil i.l 

l$ 

I r+lt I 

t-1' i l 

Intrcduc'tion 

MS. JOAN CI_AYBHOOK 

Administrator, NHTSA 

U. $. Department of Transportation 

l| 

I 

: 

*1 

r1: rll 

ttlEl Y I sf,Pilrrl 

rl_ 

[lTTA 

t t t t 

lll1 II 

Good afternoon. It is a great pleasure for 

me to have the opportunity to introduce to 

you this afternoon Mr. Honda, who is here 

to speak to us. 

He has been a lifelong innovator, sustained 

a great interest in learning about new ideas 

and has been a progressive force in Japan, advocating, 

for example, the use of motorcycle 

helmets as a part of his business of selling 

motorcycles. 

He is a fiercely independent and generally 

self-taught individual. Rather than having a 

formal engineering or business training he 

began as an apprentice mechanic. Starting 

work in a motor vehicle repair shop he soon 

opened a branch of his own; and, at about the 

same time, he obtained his first patent for 

bicycle spokes made of cast metal. 

In the 1930's he closed his repair business 

and established a new company to make 

piston rings. But he was as daring in his personal 

life as he was in his business exploits. He 

was seriously injured in 1935 while driving an 

automobile of his own construction in a race 

after he set an all-Japanese speed record. 

Mr. Honda started the Honda Motor Company 

in 1948, making motorized bicycles, using 

surplus military materials. His philosophy 

on business and technology would warm the 

heart of a true free-enterprise advocate. Honda 

Company has maintained its independence 

from the corporate,/State relationship that has 

I I l.l.l r l f, 

*aki$alt, 

l 

become all too common these days. He does 

not favor conglomerate arrangements and his 

company is founded on the idea that it should 

make things with motors: cars, motorcycles, 

motorized agricultural equipment. He believes 

that research is the cutting edge of a 

company and established Honda Research 

and Development in 1960 to carry out that 

philosophy. He said recently (and I quote): 

*'The degree of safety in a product reflects 

whether the firm places greater emphasis on a 

short-term profit or on technological progress 

through research." 

I think the progress of Honda Motor Company 

and the career of Mr. Honda is really a 

tribute to that PhilosoPhY. 

This afternoon, the Department of Transportation 

of the United States would like to 

present to him a Certificate of Appreciation. 

He has devoted his career and his boundless 

energies to the development of a major industrial 

concern. His unique combination of 

technical and entrepreneurial talents has been 

applied to all aspects of automotive design 

and manufacture. He has also been a major 

advocate of safety design. 

Upon his retirement several years ago, he 

left a legacy of innovative management and 

engineering that continues to meet the tradition 

of innovation that he established. He 

holds more than a hundred patents himself, 

and has committed his firm to a strong 

research and development program that includes 

the development of a stratified charge 

engine for improved fuel economy and emmissions 

control and a program to develop a 

unique new type of air bag restraint system' 

Mr. Honda has shown how technology can be 

179

used creatively to meet social needs. It is with 

special pleasure that I have the opportunity to 

Guest Speaker 

SOICHIRO HONDA 

President 

Honda Motor Company 

I should like to extend to everybody concerned 

my heartiest congratulations for this 

Seventh International Technical Conference 

on Experimental Safety Vehicles. 

Yesterday, I was gratified by the opportunity 

of listening to speeches on traffic administration 

from Transport Minister JoEl Le 

Theule of France, Transportation Secretary 

Brock Adams of the United States, and 

President Frybourg of the ESV Cont'erence. 

It is my great honor to be given this opportunity 

of speaking to you here in the capital of 

France, whose automobile industry has made 

numerous unique contributions for many 

decades since the days of Panard and De 

Dion. 

As an individual who has followed motorcycle 

and automobile technology throughout 

his career, rather than as the founder of 

Honda Motor Company, I am most pleased 

by this opportunity of being able to exchange 


present him withthe 

certificate and ask him to 

speak to us thisafternoon. 

opinions with leaders in automotive technology 

from many parts of the world. The 

growth of my company to date has been made 

possible through the great achievements made 

by the forerunners of today's automobile 

industry as represented by yourselves, and for 

that reason I would like to express my deep 

appreciation. 

At this international conference, I am looking 

forward to hearing valuable opinions and 

achievements from you, and I am confident 

that the results of your research will further 

ensure continued progress in this field. 

I have been associated with the automotive 

industry throughout my career, and I have 

learned from my own experience that the basis 

of corporate management and of technology 

is man. I attach a great deal of importance to 

the principle that tecnnology, or for that 

matter, science as a whole must serve mankind 

and must be easily utilized by man. 

For this reason, I have felt the keen need 

for reviewing the relationship between science 

and technology and human nature from a 

broad viewpoint, and for seeking to achieve a 

civilization filled with humanity. 

Ever since I founded Honda Motor 

Company in 1948, I have persistently 

followed the philosophy that an enterprise 

which gains its strength through technology 

should serve society with technology, that 

technology exists only for the good of 

mankind, and that only through service can 

we maintain our social position and make 

contributions to the progress of the society. I 

have been fortunate in being able to make my 

company gfow to what it is today through the 

cooperation of my young employees and 

understanding and support received from 

many quarters including government officials.

Progress and thorough pursuit of science 

and technology must start from the standpoint 

of respecting humanity' And I believe 

ih*t cotpotate profits are merely the results of 

efforts to incorporate in commercial products 

the achievements made in such scientific and 

technological pursuits. It is wrong to attach 

the primary importance to profit-making and 

to neglect improvement of products' One 

must not feel complacent simply because his 

company's profit picture looks good today. 

When air pollution caused by automobile 

exhaust emissions became a major social 

problem and stringent controls were being 

studied by the governments of Japan and the 

United States, I told my employees: 

"With 

the technology we have, we can become the 

first to come up with an engine to meet those 

emission standards. Then we will make a lot 

of profits with our patents." The employees, 

however, countered by saying: "We are not 

working on new engines for profit-making 

alone. As manufacturers of automobiles that 

emit pollutants, we have the social obligation 

to develop engines that do not pollute the atmosphere 

which is the common asset of all 

mankind. We do not want you to think only 

of making profits." I immediately realized 

that I had been wrong in my thinking. At the 

same time, I began to know that at least some 

of my employees had grown up to think of 

our social responsibility more than I did. This 

incident was one of the reasons that prompted 

me to retire. 

When a corporate executive seeks to do 

something, it is essential that he gain understanding 

of his employees. He may be able to 

make them work for a while through such 

authority as power or money or organization, 

but this will never last very long. If I had 

steered the course of my company from solely 

profit-making motivation, I do not believe my 

employees would have worked as gladly as 

they did. 

Recently, an outsider who is well acquainted 

with my company said that humanism 

and romanticism constituted the basis of 

Honda Motor's corporate management philo- 

SPECIALSESSION A: GUEST SPEAKER 

sophy. What had given him his impression 

apparently was not only our products but also 

such specific acts of mine as attempting to 

give bright hopes to my employees, respectinB 

their ideas, and non-discriminatory and fair 

evaluation of their Performance. 

In any event, it is most important to have 

the philosophy of respecting humanity. It 

must be recognized that the best service to the 

general public and the customers is to produce 

thirrgs that are safe and free from pollution. 

Ancl this, I believe, is a natural obligation for 

manufacturers. 

Furthermore, in developing, manufacturing 

and marketing products, it is imperative that 

you recognize and respect culture, religion 

and custom of the marketplace even if it 

works against you. It is wrong to think that 

people are the same all over the world. It 

goes without saying that mutual understanding 

is most important in this world, and if 

people really understand each other, I believe 

most of the problems in tnodern civilization 

will be resolved. I am of the view that if I 

encounter something I do not know about, I 

should only ask $omeone. [n order to be able 

to do so, it is important to always maintain 

goocl human relations with a large number of 

people. And I am convinced that human communications 

begin where people can teach 

each other. 

In discussing the question of traffic safety 

which we face today, it may be useful to review 

history. It is widely recognized that 

mobility constitutes the basis of human 

actions. It is no exaggeration to say that the 

history of mankind is the history of developing 

means of mobility- Needless to say, mobility 

was very important for mankind in the ancient 

days as a means of securing food' Mobility, 

however, is also important even from the 

spiritual point of view, as mobility plays an 

important role in maintaining normal mental 

conditions of humans' Psychologists tell us 

that if a man is deprived of mobility and 

placed in a secluded room, he will immediately 

become abnormal. In short, mobility 

is part of the human instincts. 

181

Means of achieving mobility have under- 

_gone many changes; from the most ancient 

methods of walking, to riding horses, then to 

the invention of horse-driven carriages. The 

development of horse-driven carriages, however, 

resulted in such disagreeable phenomena 

as bad odors, horse manure and flies. Automobiles 

were invented in the midst of all this. 

This revolutionary tool gave mankind a 

greater degree of ease of mind and a greater 

sense of freedom than had been anticipated. 

Further progress in technology has resulted in 

the invention of airplanes, which has made 

traveling much easier. 

With the establishment by Henry Ford I of 

a mass-production system, automobiles 

spurred progress in civilization and economic 

benefits for society. As automobiles were improved 

to incorporate easy handling features, 

their numbers increased drastically. And this 

in turn created such social problems as increased 

energy consumption, pollution from 

exhaust emissions, and traffic accidents. AII 

of them are serious concerns for the seneral 

public. 

What we must bear in mind is that when the 

automobile was invented, nobody was able to 

foresee what social impact it would have in 

the future. The problem of air pollution was 

totally unforeseen. Considering the low technological 

standards of the time, nobody was 

to blane for not being able to foresee such 

problems. The general public was simply 

delighted that the car would eliminate the 

kinds of problems they had had to face with 

the horse. 

I now wish to speak on what must be done 

from now on, what measures must be taken in 

the future. It is a well known fact that the 

question of traffic safety has many facets and 

that it has threemajor elements: road conditions 

and other environments, the driver, and 

the vehicle. I have long thought that it is important 

to incorporate accident avoidance 

characteristics into an automobile. I am 

afraid, however, that generally speaking, 

people have tended to concentrate their ef- 


forts into improvement of the vehicle itself 

and to overlook human aspects. 

There is no denying that many problems 

await an urgent solution with respect to 

vehicle safety. What we must remember, howevert 

is that no matter how much progress is 

made in this field, it is the man, namely, the 

driver, who plays the final and the most decisive 

role. lt is necessary to develop technology 

that suits a natural human tendency toward 

laziness wherever possible. 

There is one thing that I cannot over emphasize. 

And that is the importance of taking 

steps by foreseeing the future. I have already 

mentioned the failure to see ahead when the 

means of transportation shifted from the 

horse to the car. Today, science and technology 

have made such progress that it is perfectly 

possible for us to foresee the future and 

indeed I think it incumbent on all of us manufacturers 

to do so. In order for us to prosper, 

it will be necessary forever to continue studying 

measures to ensure the safety of our customers, 

and the ESV program could be one of 

the means of achieving this goal. 

Lastly, I would like to touch on the passive 

restraint system, which represents a new technology 

for safety. It is the United States which 

first introduced this technology, and I would 

Iike to pay my respects for the determination 

and courage of that country in doing so. 

Much research work has been accumulated, 

and the passive restraint system is about to be 

introduced in the mass market. The air bag, in 

particular, is an entirely new technology without 

resemblance to anything that has been 

tried in the past. Its introduction into the 

market can be termed as an epoch-making 

event in the history of automobiles. 

Nevertheless, ffiy thinking is that the best 

method of occupant protection is the conventional 

seat belt. The reason is that, in my 

opinion, it requires the driver to take an 

action before he starts the car, and this makes 

him conscious of safety, which in turn reduces 

the chance of his causing an accident. I believe 

that mandatory fastening of seat belts, as

exercised in Europe and Australia, is a very 

effective means. Thus, I regard the passive 

restraint system as the second best system, although 

I think efforts are needed to eliminate 

the risk arising out of the driver being too lazy 

to bother to fasten the belt. Although Honda 

Motor has been working on the passive restraint 

system, we have not yet completed 

either the air bag or the passive belt, as we 

continue to face technical difficulties attendant 

on small, lightweight automobiles. 

The biggest advantage of the air bag is that 

it does not tie down the occupants and that 

they can continue to ride and drive in a relaxed 

manner just as they do today. ln this 

sense, there is a good possibility that the air 

bag will be accepted by society without resistance. 

The air bag, on the other hand, has 

SPECIALSESSION A; GUEST SPEAKER 

shortcomings in that it could be expected to 

be disadvantageous in roll-overs and lateral 

collisions and that it might not offer 10090 

reliability. Further efforts are needed to solve 

these problems. 

We must always keep in mind that our existence 

as manufacturers can only be assured 

if we continue our endeavors for ensuring the 

safety of the general public through a most 

effective utilization of what time is left for us. 

I wish to thank you, ladies and gentlemen, 

for your kind attention. In closing, I wish to 

thank Administrator Joan Claybrook of the 

United States National Highway Traffic 

Safety Administration for giving me this 

honor to speak at this conference, which has 

served to remind me of the important responsibility 

which we carry.

ESV.Seventh.Int.Conf.Section.One.Two.Three

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