Technische Universität Berlin, Gustav-Meyer-Allee 25, Berlin, Germany.
Traffic Inj Prev. 2013;14 Suppl:S105-15. doi: 10.1080/15389588.2013.790538.
To improve vehicle safety in frontal collisions, the crash compatibility between the colliding vehicles is crucial. Compatibility aims to improve both the self and partner protection properties of vehicles. Although compatibility has received worldwide attention for many years, no final assessment approach has been defined.
Within the Frontal Impact and Compatibility Assessment Research (FIMCAR) project, different frontal impact test procedures (offset deformable barrier [ODB] test as currently used for Economic Commission for Europe [ECE] R94, progressive deformable barrier test as proposed by France for a new ECE regulation, moveable deformable barrier test as discussed worldwide, full-width rigid barrier test as used in Federal Motor Vehicle Safety Standard [FMVSS] 208, and full-width deformable barrier test) were analyzed regarding their potential for future frontal impact legislation. The research activities focused on car-to-car frontal impact accidents based on accident investigations involving newer cars. Test procedures were developed with both a crash test program and numerical simulations.
The proposal from FIMCAR is to use a full-width test procedure with a deformable element and compatibility metrics in combination with the current offset test as a frontal impact assessment approach that also addresses compatibility.
By adding a full-width test to the current ODB test it is possible to better address the issues of structural misalignment and injuries resulting from high acceleration accidents as observed in the current fleet. The estimated benefit ranges from a 5 to 12 percent reduction of fatalities and serious injuries resulting from frontal impact accidents. By using a deformable element in the full-width test, the test conditions are more representative of real-world situations with respect to acceleration pulse, restraint system triggering time, and deformation pattern of the front structure. The test results are therefore expected to better represent real-world performance of the tested car. Furthermore, the assessment of the structural alignment is more robust than in the rigid wall test.
为了提高正面碰撞中的车辆安全性，碰撞车辆之间的碰撞兼容性至关重要。兼容性旨在提高车辆的自身和伙伴保护性能。尽管兼容性多年来受到了全球的关注，但尚未确定最终的评估方法。
在正面碰撞和兼容性评估研究（FIMCAR）项目中，分析了不同的正面碰撞测试程序（目前用于欧洲经济委员会（ECE）R94 的偏置可变形壁障（ODB）测试、法国提出的用于新 ECE 法规的渐进可变形壁障测试、全球范围内讨论的可移动可变形壁障测试、联邦机动车安全标准（FMVSS）208 中使用的全宽刚性壁障测试和全宽可变形壁障测试），以评估它们在未来正面碰撞立法中的潜力。研究活动侧重于基于涉及较新车的事故调查的车对车正面碰撞事故。测试程序是通过碰撞测试计划和数值模拟开发的。
FIMCAR 的建议是使用带可变形元件的全宽测试程序和兼容性指标，并结合当前的偏置测试，作为一种正面碰撞评估方法，也解决兼容性问题。
通过在当前的 ODB 测试中增加全宽测试，可以更好地解决结构不对准和由于当前车队中观察到的高加速度事故而导致的伤害问题。预计死亡率和严重伤害率将降低 5%至 12%，原因是正面碰撞事故。通过在全宽测试中使用可变形元件，可以使测试条件更能代表实际情况，包括加速度脉冲、约束系统触发时间和前结构的变形模式。因此，测试结果预计将更好地代表被测汽车的实际性能。此外，与刚性壁测试相比，结构对准的评估更稳健。
