Accident Analysis on Car Accidents with Respect to Advanced Side

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Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility AP-SP83-D831 Project no. APROSYS FP6-PLT-506503 Integrated Project on Advanced Protection Systems Intrument: Integrated Project Thematic Priority 1.6. Sustainable Development Global Change and Ecosystems Due date of deliverance: 09/2005 Actual submission date: 05/2006 Start date of project: 1 April 2004 Duration: 60 months Volkswagen AG (VW) Revision: Final. APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 European funded project TIP3-CT-2004-506503 APROSYS SP83 Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility (Requests from SP 1.1 to SP 8.3) Deliverable D8.3.1 AP-SP83-D831 Confidentiality level: Free / Core / SP / Consortium / Other Rev. Issuing date A 04 Apr 2005 Modifications : B 06 May 2005 Modifications : C 31 May 2005 Modifications : D 27 July 2005 Modifications : E 27 Feb 2006 Modifications : F 15 June 2006 Modifications : Pages 67 Written by Michael Stanzel, Volkswagen AG Michael Stanzel, Volkswagen AG Michael Stanzel, Volkswagen AG Michael Stanzel, Volkswagen AG Michael Stanzel, Volkswagen AG Visa √ Verified by Visa Approved by Visa √ Yves Page LAB √ √ √ √ 70 Michael Stanzel, Volkswagen AG √ Yves Page LAB √ Kellendonk √ AP-SP83-D831 Page 2 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Table of contents TABLE OF CONTENTS ...................................................................................................................................... 3 BACKGROUND.................................................................................................................................................... 5 AVAILABLE IN-DEPTH DATA SOURCES ..................................................................................................... 6 FRANCE (LAB)......................................................................................................................................................... 6 GERMANY (VW/GIDAS) ......................................................................................................................................... 6 GREECE (HIT) .......................................................................................................................................................... 6 THE NETHERLANDS (TNO) ...................................................................................................................................... 6 SPAIN (CIDAUT/DIANA) ....................................................................................................................................... 7 UNITED KINGDOM (BASC/CCIS) ............................................................................................................................ 7 STRUCK SIDE REAR OCCUPANTS ................................................................................................................ 8 FRENCH DATA .......................................................................................................................................................... 9 GERMAN DATA ...................................................................................................................................................... 10 GREEK DATA.......................................................................................................................................................... 23 DUTCH DATA ......................................................................................................................................................... 26 SPANISH DATA ....................................................................................................................................................... 26 UK DATA................................................................................................................................................................ 31 SYNTHESIS OF RESULTS ......................................................................................................................................... 33 NON-STRUCK SIDE OCCUPANTS ................................................................................................................ 34 FRENCH DATA ........................................................................................................................................................ 34 GERMAN DATA ...................................................................................................................................................... 38 GREEK DATA.......................................................................................................................................................... 43 DUTCH DATA ......................................................................................................................................................... 45 SPANISH DATA ....................................................................................................................................................... 46 UK DATA................................................................................................................................................................ 46 SYNTHESIS OF RESULTS ......................................................................................................................................... 51 INJURY RISK FROM DEPLOYING SIDE AIRBAGS.................................................................................. 52 FRENCH DATA ........................................................................................................................................................ 52 GERMAN DATA ...................................................................................................................................................... 52 GREEK DATA.......................................................................................................................................................... 54 DUTCH DATA ......................................................................................................................................................... 55 SPANISH DATA ....................................................................................................................................................... 55 UK DATA................................................................................................................................................................ 55 SYNTHESIS OF RESULTS ......................................................................................................................................... 56 LATERAL POLE IMPACTS............................................................................................................................. 57 FRENCH DATA ........................................................................................................................................................ 57 GERMAN DATA ...................................................................................................................................................... 59 GREEK DATA.......................................................................................................................................................... 64 AP-SP83-D831 Page 3 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 DUTCH DATA ......................................................................................................................................................... 64 SPANISH DATA ....................................................................................................................................................... 65 UK DATA................................................................................................................................................................ 65 SYNTHESIS OF RESULTS ......................................................................................................................................... 65 SYNTHESIS......................................................................................................................................................... 66 STRUCK SIDE REAR OCCUPANTS ............................................................................................................................. 66 NON-STRUCK SIDE OCCUPANTS .............................................................................................................................. 66 INJURY RISK BY DEPLOYING SIDE AIRBAGS ............................................................................................................. 66 LATERAL POLE IMPACTS (WITH FOCUS ON ESP) ..................................................................................................... 66 REFERENCES .................................................................................................................................................... 67 LIST OF FIGURES............................................................................................................................................. 68 LIST OF TABLES............................................................................................................................................... 69 AP-SP83-D831 Page 4 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Background APROSYS SP1.1. has commissioned SP8.3 to do the benefit part of a cost benefit analysis for the introduction of each part of a 4 part test procedure to improve side impact protection proposed by IHRA. The procedure consists of • a new Mobile Deformable Barrier test (also known as AEMDB, Advanced European Mobile Deformable Barrier), • an oblique (75°) pole test, • an improved interior head protection test and • an out of position side airbag test. The general overview accidentology framework is covered by the CS2 and CS4 reports (deliverables D8.3.2 and D8.3.4). In order to get precise questions from SP1, SP83 had contact with SP1 representatives and asked for clarification or recommendations for performing the analysis. The following specific analysis requests have been voiced by SP1. Each of these requests is covered by the respective chapter of this report: • • • • Magnitude of Injuries sustained by Struck Side Rear Occupants (p. 8) Magnitude of injuries sustained by Non-Struck Side Occupants (p. 34) Injury Risk from Deploying Side Airbags (p. 52) Magnitude of Lateral Pole Impacts (p. 57). An explanation of the properties, possibilities and limitations of the data sources used for this report can be found starting at p. 6. AP-SP83-D831 Page 5 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Available In-Depth Data Sources o FRANCE (LAB) LAB used their in-house in-depth car accidents analyses. This data base provides in-depth data from 19702004, with 300 to 400 accidents per year covering an area west of Paris for most cases and all France for some cases. Only data from 1980-2004 was used for this study to not select very old cars. There is no specific sampling plan available in the data base and data coded with 220 different variables covers the road user, the accident situation, participants, the severity impact (EES, Delta V, average deceleration,...), injury cause and type of injuries per body region and vehicle technologies (seatbelt, airbag, load limiter, specific structures, ABS, ESP,…). It is an in-depth study which is valuable for understanding accident consequences; however this data base does not include accident causation. 1 o GERMANY (VW/GIDAS) The acronym stands for “German In-Depth Accident Study”. GIDAS was launched in July 1999 as a follow-up to a BASt2 funded project named "Erhebungen am Unfallort” (“On-the-scene investigations”) that has been running at Hanover Medical School from 1973 to mid-1999. The Hanover team is still commissioned by BASt while an industry consortium under the auspices of FAT3 is now financing a second investigation team at the Technical University of Dresden. Both teams share a common data structure and the cases are stored in a single database. For most cases extensive photo documentation is also available. Data covers the road user, the accident situation, participants (including cars, motorcycles, pedestrians/cyclists, trucks, buses, trams, trains,…), accident cause, injury cause, human factors and vehicle technologies. The sampling criteria are: • • • • road accident at least one person injured (regardless of injury severity or kind of traffic participation) accident happened within specified regions around Hanover or Dresden accident happened while team was on duty (2 six-hour shifts per day, hours changing on a weekly basis) In the early years the Hanover team did several thematic studies but had no consistent sampling criteria. A random sampling scheme was introduced in August 1984 and is still in use. So 1985 is the first calendar year for which this database can be considered representative of the German national statistics4. This is the reason why only cases documented in or after 1985 have been taken into account. o GREECE (HIT) The Hellenic Institute of Transport5 (HIT) has provided data from an in-depth database of road accidents that is owned and maintained by a traffic assessor company. This company after requests by the court or by private customers visits the accident scene and collects detailed data, so that they can later perform accident reconstruction using specific software. The database contains around 60-80 records per year since 1992. Data mainly refer to fatal or serious accidents, but other accidents are also present. Data are maintained as hard copies of completed forms and pictures. Data covers the road user, the accident situation, participants (inc. cars, motorcycles, pedestrians/cyclists and trucks), accident cause and vehicle technologies. o THE NETHERLANDS (TNO) The in-depth database is based on detailed accident analyses; contrary to the national statistics they contain information on the exact accident causation, the crash velocities and the injuries suffered by the occupants involved. By the large costs of the in-depth statistics they are normally limited to a certain region. The TNO6 LAB (Laboratoire d'Accidentologie, de Biomécanique et d'étude du comportement humain – Laboratory of Accidentology, Biomechanics and Studies of Human Behaviour) is a common research institute of Renault and PSA Peugeot Citroën. 2 Bundesanstalt für Straßenwesen (Federal Highway Research Institute) is a research institute in the responsibilities of the German Ministry of Transport (BMVBW). 3 FAT: Forschungsvereinigung Automobiltechnik (German Association for Research on AutomobileTechnology) is the research branch of the German automotive industry association (VDA). 4 It is also the year when Volkswagen began to acquire GIDAS data on a regular basis. 5 Also known in Greek as I.MET. (Ελληνικό Ινστιτούτο Μεταφορών). 6 The Netherlands Organisation for Applied Scientific Research (Nederlandse Organisatie voor ToegepastNatuurwetenschappelijk Onderzoek) AP-SP83-D831 Page 6 of 70 1 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Automotive In-depth accident trucks database contains reliable in-depth data of accidents in four police regions ‘Rotterdam-Rijnmond’, ‘Haaglanden’, ‘Hollands Midden’ and ‘Zuid-Holland-Zuid’ in the period from October 2001 until October 2003. 30 accident cases were investigated and collected by The Dutch Accident Research Team (DART). The data were obtained by first visiting the accident scene, inspecting the involved vehicles and interviewing the victims. Then the police accident registration forms and technical accident reports were received. Finally the accidents were reconstructed and medical data were collected from the victims’ hospital dossier. o SPAIN (CIDAUT/DIANA) For this study CIDAUT7 used data from the Proyecto de Investigación y Análisis de Accidentes (DIANA). This provides in-depth data from 2003-2005, with 40-60 cases per year across the Valladolid region of Spain (urban and inter-urban areas). Accident selection based on random notification from police control rooms, as the responsibility for accidents within urban areas rely on Urban Police (Policía Municipal) and accidents within interurban areas rely on other kind of police (Guardia Civil de Tráfico). Data covers the road user, the accident situation, participants (inc. cars, motorcycles, pedestrians/cyclists and trucks), accident cause, injury cause, human factors and vehicle technologies. o UNITED KINGDOM (BASC/CCIS) BASC8 has contributed data from the Co-operative Crash Injury Study (CCIS). This provides in-depth data from 1983-2004, with currently 1250 cases per year across the UK. Current sampling plan states that the accident should involve a passenger car which should be less than 7 years old and towed and at least one occupant of the car should have received an injury. Data covers participants (passenger cars), injury cause and vehicle technologies. CCIS is an in-depth study, valuable for understanding accident consequences. 7 8 Centro de Investigación y Desarrollo en Automoción Birmingham Automotive Safety Centre Page 7 of 70 AP-SP83-D831 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Struck Side Rear Occupants According to the Work Programme and also to personal communication the request from SP1.1 was as follows: • Occupants of passenger cars that had a single lateral impact or where, in case of multiple impacts, the one with the highest delta-v was lateral. The term “passenger car” was used liberally (i.e., including sedans, station cars, convertibles, sports cars, MPVs, etc...) For definition of “lateral” the CDC codes of “L” or “R” were used, regardless of primary direction of force and also regardless of whether the compartment was struck or not. Occupants located on the struck side and on the rear seat (i.e. 2nd or 3rd row where applicable) Occupants not restrained by a child restraint system. Please note that this includes o children of any size or age, even in cases where a proper child restraint system would have been required by law. o unbelted occupants, even in cases where a belt was available and its use required by law. Initially the request asked for belted adults only (i.e. at least equivalent to a 5% female dummy). Including unbelted persons and children was not recommended by the author but expressly confirmed by SP1.1., mainly for reasons of case numbers. Occupants that sustained injuries to the head, face or neck (according to the respective AIS body regions). Injuries of the cervical spine were disregarded since, according to SP1.1 (BASt), they were not in the focus of this study (Strictly following the AIS definition of body regions these injuries are automatically disregarded since the spine is an AIS body region of its own). • • • • For the injuries that met the above criteria cross-tabulations were done of • AIS and injury causing part • AIS and delta-v (rounded to the nearest 5 km/h) For AIS2+ a photograph of the respective vehicle was requested (if available). AP-SP83-D831 Page 8 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 o FRENCH DATA The latest available version of the LAB database has 23102 documented car occupants. Narrowing the scope to lateral collisions and to struck side rear seat passengers not protected by a child restraint system 96 individual injuries to the head, face or neck were found. For the top ten injury causing parts by frequency and AIS see Fig. 1, for the comprehensive list Table 1. 30 25 20 15 10 5 0 AIS6 AIS5 AIS4 AIS3 AIS2 AIS1 in do w s ow n pa ne l pa ne l do w w in la te r AIS6 0 0 0 0 0 0 0 0 0 0 0 0 0 pi lla co nt a ow un kn in d ot h w B- si de do or s w si de id e of dg e Fig. 1: top ten injury causing parts by frequency and AIS (F) rear side window unknown no contact B-pillar lateral edge of windows rear side panel others doors panel front side window lateral edge of roof ext object upper edge of windows airbag AIS1 18 16 15 4 3 1 3 2 1 2 0 1 0 AIS2 9 8 0 2 2 3 0 0 1 0 0 0 0 AIS3 1 0 0 0 0 0 0 0 0 0 1 0 0 AIS4 0 0 0 0 0 0 0 0 0 0 0 0 0 AIS5 0 0 0 0 0 1 0 1 0 0 1 0 0 total 28 24 15 6 5 5 3 3 2 2 2 1 0 Table 1: all injury causing parts by frequency and AIS (F) The most frequent injury causing part in the French data was the rear side window (28 observations). Along with two further observations for the front side window 30 out of 96 injuries, or 31%, were caused by the glazing. The second largest group were 24 injuries of unknown origin (25%), followed by 15 injuries (16%) described as “no contact”. Another 6 injuries (6%) were attributed to the B-pillar, a further 5 (5%) to each the lateral edge of the roof and the lateral edge of the window. For the remaining 13 injuries no causing part was observed more than three times. AP-SP83-D831 la te r al e fro nt re a re al e Page 9 of 70 rs ar dg e no of ro of ct er s r APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 No relevant AIS6 injuries were reported by LAB. The most serious injuries found were classified as AIS5 and observed three times. The causing parts for these injuries were given as rear side panel, door panel and external object, respectively. The cross-tabulation of delta-v and AIS looks as follows: ∆v rounded 15 20 25 30 35 40 45 50 55 unknown AIS1 4 7 6 11 8 5 3 2 1 19 AIS2 1 2 3 2 2 1 2 3 0 9 AIS3 0 0 1 0 0 0 0 0 0 1 AIS4 0 0 0 0 0 0 0 0 0 0 AIS5 0 0 0 0 0 0 0 0 0 3 AIS6 0 0 0 0 0 0 0 0 0 0 Table 2: cross-tabulation of AIS and delta-v (F) o GERMAN DATA The latest available revision of the VW/GIDAS database (dated May 2004) has 49521 persons, including all kinds of traffic participation. Filtering out the pre-1985 cases (i.e., the ones not sampled randomly) and limiting the scope to occupants of passenger cars a total of 14433 persons were available for this analysis. 103 of the 14433 car occupants (0.7% of total) were involved in a lateral collision as rear seat / struck side occupants with injuries to the head, neck or face. 16 of these were restrained by a child seat and therefore disregarded, leaving 87 occupants (0.6% of total)9. These 87 occupants had sustained 122 individual injuries to the head, neck or face. 88 of these 122 injuries were minor (AIS1), another 22 were moderate (AIS2). More severe injuries (AIS3+) were reported 10 times. For the top ten injury causing parts by frequency and AIS see Fig. 3, for the comprehensive list see Table 3. This table also indicates whether or not the respective part is in the area under consideration for the suggested test, cf. Fig. 2: Fig. 2: anticipated test areas Another 21 persons were under 50 kg of weight, 150 cm of height or 12 years of age, i.e., they likely should have been in a child seat. According to the request they were nevertheless taken into account. AP-SP83-D831 Page 10 of 70 9 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 35 30 25 20 15 10 5 0 AIS6 AIS5 AIS4 AIS3 AIS2 AIS1 C kn ow n n -p illa r r f l pa ne re ar ed ge of ro o ot io ad r pi lla B- se ow ro nt C B- m un he pe r bo d pe r dg e in d of f f ro nt w le ba ck Fig. 3: top ten injury causing parts by frequency and AIS (D) AP-SP83-D831 la te ra re ar up up si de y of r Page 11 of 70 oo f es t at APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 AIS1 26 11 7 5 1 4 2 4 3 0 2 3 3 3 3 1 2 1 1 1 0 0 1 1 1 1 1 88 AIS2 3 3 2 2 4 1 1 0 1 2 2 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 22 AIS3 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 AIS4 0 0 0 0 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 4 AIS5 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 AIS6 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 total 29 17 11 7 5 5 5 5 4 4 4 3 3 3 3 2 2 1 1 1 1 1 1 1 1 1 1 122 in tested area no unknown yes no no no yes yes unknown no no no no no no yes unknown unknown no no no no no no yes no no window B-C unknown upper C-pillar back of front seat body motion front headrest upper B-pillar lateral edge of roof rear side panel rear edge of roof occupant interaction front seat loose glass B-C belt webbing loose glass A-B C-pillar belt anchor roof lining (missing) own action rear headrest lower C-Pillar ejection back of rear seat loose window handle lower B-Pillar seat, other total Table 3: all injury causing parts by frequency and AIS (D) The most frequent injury causing part was the rear side window. Either the window itself or loose glass was found to have caused 32 injuries. Along with three other injuries caused by loose glass from the front side window 35 of 122 injuries (29%) were due to the glazing. For another 18 injuries (15%) the causing part was either coded as unknown or missing. 13 injuries (11%) were attributed to the C-pillar area (11 to the pillar itself, 2 to the upper belt anchor). 12 injuries (10%) were coded as caused by the front seat (7 by the backrest plus 5 by the headrest). For the remaining 45 injuries no causing part was observed more than 5 times. The most severe injuries were observed twice and both rated at an AIS of 6. One was a basal skull fracture coded as caused by the lateral edge of the roof (case identifier 30030285), the other was an unspecified head injury for which the causing part was unknown (case identifier 30990590). AP-SP83-D831 Page 12 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 It was also checked whether or not the injury causing part(s) were located within the anticipated test areas or not. This was the case for 24 of the 122 individual injuries (or, 17 of the 89 injured persons)10. 24 of the 122 injuries were either caused by an unknown part or by a part that may be partly within and partly outside the tested area and were therefore marked as “unknown”. For occupants of MAIS2 and above the following delta-v distribution was found: ∆v (rounded) 0 5 10 15 20 25 30 35 40 45 50 55 65 75 90 unknown total AIS1 1 11 7 14 11 8 5 7 1 1 2 1 1 18 88 AIS2 AIS3 AIS4 AIS5 AIS6 Tot al 1 12 9 15 13 11 8 10 2 1 1 3 2 2 2 30 122 1 1 1 2 1 2 2 1 1 1 1 1 1 1 1 2 1 1 6 22 3 4 2 4 2 1 2 Table 4: cross-tabulation of AIS and delta-v (D) The following photographs (Fig. 4 through Fig. 21) show the vehicles in which an occupant relevant to this request sustained MAIS2+ injuries. The injured persons have all been sitting on the rear seat and on the side that the photo is taken from. Please note that in most cases only exterior views are available and, in some 1985 – 1999 cases, photos are not available at all. Please note that an injury caused by a part within the tested would not necessarily be avoided or mitigated if the respective vehicle had been designed for the test, especially in case of severe structural deformation – see the photographs starting at p. 14. AP-SP83-D831 Page 13 of 70 10 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Fig. 4: photo of damaged vehicle (AIS4 head inj., case identifier 30990848, D) Fig. 5: photo of damaged vehicle (same as Fig. 4, AIS4 head inj., case identifier 30990848, D) AP-SP83-D831 Page 14 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Fig. 6: photo of damaged vehicle (AIS6 head inj., case identifier 30990590, D) Fig. 7: photo of damaged vehicle (AIS3 head and AIS4 chest inj., case identifier 30030395, D) AP-SP83-D831 Page 15 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Fig. 8: photo of damaged vehicle (AIS6 head and AIS6 spine inj., case identifier 30030285, D) Fig. 9: photo of damaged vehicle (same as Fig. 8, AIS6 head and spine inj., case identifier 30030285, D) AP-SP83-D831 Page 16 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Fig. 10: photo of damaged vehicle (AIS2 head inj., case identifier 30030086, D) Fig. 11: photo of damaged vehicle (AIS2 head inj., case identifier 30020882, D) AP-SP83-D831 Page 17 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Fig. 12: photo of damaged vehicle (AIS4 head and AIS6 spine inj., case identifier 30020186, D) Fig. 13: photo of damaged vehicle (same as Fig. 12 AIS4 head/AIS6 spine inj., case identifier 30020186, D) AP-SP83-D831 Page 18 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Fig. 14: photo of damaged vehicle (AIS2 head and AIS3 chest inj., case identifier 01020083, D) Fig. 15: photo of damaged vehicle (AIS2 head inj., case identifier 01020006, D) AP-SP83-D831 Page 19 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Fig. 16: photo of damaged vehicle (AIS2 head inj., case identifier 30960091, D) Fig. 17: photo of damaged vehicle (AIS3 head inj., case identifier 30020731, D) AP-SP83-D831 Page 20 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Fig. 18: photo of damaged vehicle (right C-pillar, AIS4 head inj., case identifier 01020435, D) AP-SP83-D831 Page 21 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Fig. 19: photo of damaged vehicle (AIS1 face/leg and AIS2 arm inj., case identifier 01000858, D) Fig. 20: photo of damaged vehicle (AIS2 head inj., case identifier 30010491, D) AP-SP83-D831 Page 22 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Fig. 21: photo of damaged vehicle (AIS2 head inj., case identifier 30020186, D) o GREEK DATA The Hellenic Institute of Transport has 448 car occupants in its database. Five of these matched the criteria of the request; in total they sustained ten relevant individual injuries. All of these injuries were attributed to the left side roof rail: AIS1 left side roof rail total AIS2 1 1 AIS3 2 2 AIS4 1 1 AIS5 2 2 AIS6 4 4 Fig. 22: injuries by frequency and AIS (GR) With respect to the delta-v of the impact the following distribution was reported: ∆v rounded 10 15 20 30 70 total 0 AIS1 AIS2 AIS3 AIS4 AIS5 AIS6 2 2 1 1 2 1 1 2 1 1 2 4 Table 5: cross-tabulation of AIS and delta-v (GR) The following photo documentation was provided for the five relevant persons. AP-SP83-D831 Page 23 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Εµπρόσθια και αριστερή πλευρά Fig. 23: photo of damaged vehicle (case identifier EK1, GR) Αριστερή πλευρά Fig. 24: photo of damaged vehicle (case identifier EK5, GR) AP-SP83-D831 Page 24 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Εµπρόσθια Αριστερή πόρτα Fig. 25: photo of damaged vehicle (case identifier EK11, GR) Fig. 26: photo of damaged vehicle (case identifier EK35, GR) AP-SP83-D831 Page 25 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 ΒΛΑΒΕΣ Αριστερή πλευρά Fig. 27: photo of damaged vehicle (case identifier EK50, GR) o DUTCH DATA From the 19 car occupants in the TNO database none were relevant to this request. o SPANISH DATA The CIDAUT database has 106 car occupants, 4 of which met the criteria of the request: MAIS1 B-pillar MAIS2 MAIS3 MAIS4 MAIS5 MAIS6 1 (See accident 'number 1') 1 (See accident 'number 3') no contact unknown 1 1 (See accident 'number 2') Table 6: injury causing parts by frequency and AIS (E) For the 4 relevant occupants the delta-v of the respective impacts was given as follows: ∆v [km/h], rounded 15 20 25 30 35 40 45 50 55 AP-SP83-D831 MAIS1 MAIS2 MAIS3 MAIS4 MAIS5 MAIS6 1 1 1 Page 26 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 1 Table 7: injuries by severity and impact delta-v (E) 60 65 unknown With respect to the kind of opponent CIDAUT reported three collisions with cars and one with a heavy commercial vehicle. The Distribution of delta-v by primary direction of force is given in the following table. ∆v [km/h], rounded 15 20 25 30 35 40 45 50 55 60 65 70 75 Unkn. 1 o’cloc k 2 o’cloc k 3 o’cloc k 4 o’cloc k 5 o’cloc k 6 o’cloc k 7 o’cloc k 8 o’cloc k 9 o’cloc k 1 10 o’cloc k 11 o’cloc k 1 1 1 Table 8: primary direction of force by delta-v (E) For the four persons relevant to the request CIDAUT reported 12 individual injuries. They were distributed across the various body regions as follows: ∆v [km/h], rounded head face neck chest upper extr. spine pelvis abdomen lower extr. unspecified AIS1 AIS2 1 2 2 2 1 AIS3 AIS4 AIS5 AIS6 2 unknown 2 Table 9: injuries by severity and body region (E) AP-SP83-D831 Page 27 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 AIS1 3 1 AIS2 1 AIS3 AIS4 AIS5 AIS6 1 unknown part body motion unknown belt webbing lower part of dashboard steering wheel rim back of front seat door panel center console glass A-B B-pillar upper part of dashboard windscreen (laminated) steering wheel armature upper A-pillar lower steering wheel sun visor restraint system hardware foot controls airbag floor armrest upper edge of windows lower edge of windows lateral edge of windows roof other occupants ext object all others total 3 2 1 Table 10: injury causing parts by injury severity (E) For the injuries relevant to this request the three most frequent specific causing parts were the door panel (3 occurrences) and the B-pillar (1 occurrence). Three further AIS 1 injuries were attributed to body motion, see Table 11. AP-SP83-D831 Page 28 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 body region head face chest upper extr spine pelvis abdomen lower extr chest upper extr spine pelvis abdomen lower extr head face chest upper extr pelvis abdomen AIS1 AIS2 AIS3 AIS4 AIS5 AIS6 part door panel 1 1 1 2 (body motion) 3 Bpillar 1 Table 11: top 3 injury causing parts by injured body region (E) Fig. 28: photo of damaged vehicle, AIS6 caused by B-pillar (case identifier 1, E) AP-SP83-D831 Page 29 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Fig. 29: photo of damaged vehicle, AIS2 injury of unknown origin (case identifier 2, E) Fig. 30: photo of damaged vehicle, AIS6 injury of unknown origin (case identifier 3, E) AP-SP83-D831 Page 30 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Fig. 31: left side B-pillar of damaged vehicle (same as Fig. 30, case identifier 3, E) o UK DATA BASC reported 9135 car occupants in their database, 35 of which met the criteria of this request. These 35 occupants sustained 105 relevant individual injuries. A breakdown by injury severity and causing parts is given in the following table: AP-SP83-D831 Page 31 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 AIS 1 AIS 2 4 0 3 1 0 1 0 0 1 0 0 0 0 0 0 0 0 0 10 5 9 3 8 5 6 6 3 3 3 2 1 2 1 1 1 1 72 AIS 3 2 5 1 3 0 0 0 0 1 0 0 0 1 0 0 0 0 0 13 AIS 4 0 3 0 4 0 1 0 0 0 0 0 0 0 0 0 0 0 0 8 AIS 5 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 Total 18 15 13 11 8 7 6 6 5 3 3 2 2 2 1 1 1 1 105 12 Own Side B Pillar Tree Back Other vehicle Flying glass Unknown Opposite Side Other external object Ownside Compartment Side glass Roof Windscreen Own Side C Pillar Door Base Belt Webbing Side roof rail (Cant Rail) Other occupant Total Table 12: injuries by severity and causing parts (UK) 32 out of 105 causing parts (30%) were coded as tree, other vehicle or other external object, i.e. unrelated to the own vehicle. 18 of the injuries (17%) were attributed to the B-pillar, 13 (12%) to the back and 11 (10%) to the side glass or flying glass. The two worst injuries, both rated at an AIS of 5, were both caused by a tree. The distribution of injury severity by delta-v is given in the following table: AP-SP83-D831 Page 32 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 AIS 1 5 10 15 20 25 30 35 45 55 65 75 90 0 0 1 4 5 3 0 3 0 0 0 0 56 72 AIS 2 0 0 0 0 3 1 0 0 0 0 0 0 6 10 AIS 3 0 0 0 0 3 1 0 1 0 0 0 0 8 13 AIS 4 0 0 0 0 1 0 0 0 0 0 0 0 7 8 AIS 5 0 0 0 0 0 0 0 0 0 0 0 0 2 2 Total 5 10 16 24 37 35 35 49 55 65 75 90 79 105 ∆v rounded Unknown Total Table 13: injuries by severity and impact delta-v (UK) o SYNTHESIS OF RESULTS In any of the large databases only a very small fraction of the documented car occupants was found as struck side rear occupants with head injuries, i.e. the target population of the suggested head impact test is very small less that 1% in each of GIDAS, LAB and CCIS data. Further analysis of these head injuries shows that the most frequent injury causing part is the glazing between Band C-pillar (i.e. the rear side window - top ranking in the German and French data, 3rd place in the UK data set). At least in the UK data a major share of head injuries are attributed to external objects. Another large number of injuries are non-contact injuries caused by body motion rather than direct impact. Cases in which other parts (edge of roof or window, B- or C-pillar) have been coded as injury causing have been found to involve severe structural damage to the vehicles. Neither structural deformation, external objects nor body motion are however addressed by the suggested test. A further look at each of the 122 Injuries in the German data revealed that only 24 of the 122 individual injuries (on 17 of the 87 persons with relevant injuries) were caused by parts within the anticipated test area. Given that the total number of car occupants in the database was 14433, a number of 17 persons (0.11%) with injuries attributed to the tested areas indicates that the benefit of this test for rear seat occupants is marginal. AP-SP83-D831 Page 33 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Non-Struck Side Occupants According to the Work Programme and also to personal communication the request from SP1.1 was specified as follows: • • • Belted adult occupants of passenger cars that had a single lateral impact or where, in case of multiple impacts, the one with the highest delta-v was lateral. The term “passenger car” was used liberally (i.e., including sedans, station cars, convertibles, sports cars, MPVs, etc...) For definition of “lateral” the CDC codes “L” or “R” were used, regardless of primary direction of force. “Adult” was understood as at least equivalent to a 5% female dummy. For simplicity the limits were set at a size of 150+ cm or a weight of 50+ kg. In case size and weight were unknown occupants of age 12 and above were also included. For occupants that met the above criteria it was identified whether they were sitting on the struck or the nonstruck side, cross-tabulating the distribution of injury severity vs. side and differentiating between cases where the compartment was struck and not struck. The compartment was considered as “struck” if the location of the main impact was between A- and C-pillar and “not struck” in all other cases A further differentiation by seating position was done for occupants on the non-struck side, cross-tabulating the distribution of injury severity vs. seating position and differentiating between cases where the compartment was struck and not struck. Special focus was then given to persons who have sustained at least MAIS2+ injuries, regardless of “compartment struck” or not. For those persons the delta v (rounded to the nearest 5 km/h) was tabulated against and the kind of opponent. Opponents were classified as car, light commercial vehicle, heavy commercial vehicle, bicycle, motorcycle, other vehicle, pedestrian, tree/pole, other object (or similar, subject to coding conventions of the respective database). For the same persons, the delta v (rounded to the nearest 5 km/h) and the primary direction of force (clockface positions, i.e., rounded to the nearest 30 degrees) were also tabulated. For the following analysis individual injuries, not persons were used. In a first step the occurrence of AIS values vs. body regions was tabulated. Next, the injury-causing parts (restricted to the top 20 if too numerous) were tabulated vs. the AIS values. For the three most frequent parts (specific parts, i.e., other than “body motion” and “unknown”) a crosstabulation of the AIS vs. the body region was requested. o FRENCH DATA LAB provided information on 1215 car occupants that matched the criteria of the request. The distribution of injury severity by vehicle side and impact location id given in the following table: Impact location Compartment struck Compartment not struck Vehicle side non-struck side struck side non-struck side struck side MAIS1 129 113 53 54 MAIS2 86 85 29 31 MAIS3 44 75 9 12 MAIS4 21 44 3 2 MAIS5 8 11 0 1 MAIS6 66 120 2 3 Table 14: MAIS by vehicle side and impact location (F) For further analysis only occupants on the non-struck side with a known injury severity were taken into account: AP-SP83-D831 Page 34 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 MAIS1 84 42 3 0 39 12 2 0 MAIS2 51 31 1 3 27 1 0 1 MAIS3 26 13 2 3 8 1 0 0 MAIS4 13 6 0 2 3 0 0 0 MAIS5 6 2 0 0 0 0 0 0 MAIS6 54 7 1 4 2 0 0 0 unknown 0 0 0 0 0 0 0 0 Impact location Compartment struck Compartment not struck Seating position car driver front passenger left rear passenger right rear passenger car driver front passenger left rear passenger right rear passenger Table 15: MAIS by seating position and impact location (F) For occupants that have sustained at lease moderate injuries (i.e., MAIS2+) the following distribution of delta-v by collision occupants was observed: car tree or soil, heavy object other small Motorothers ∆v pole ditch, comm.. veh. comm. cycle rounded rollover veh. Veh. 2 0 0 0 0 0 0 0 0 15 3 0 0 0 0 0 0 0 0 20 5 0 0 0 0 0 0 0 0 25 10 0 0 0 1 0 1 0 0 30 18 2 0 0 0 0 2 0 0 35 13 4 0 0 0 0 0 0 0 40 21 7 0 0 1 0 0 0 0 45 24 4 0 1 0 0 0 0 0 50 16 2 0 0 0 0 1 0 0 55 9 4 0 0 0 0 1 0 0 60 14 2 0 0 0 0 0 0 0 65 5 0 0 0 0 0 0 0 0 70 4 0 0 0 0 0 0 0 0 75 42 13 1 19 5 1 8 1 1 unknow n Table 16: delta-v by opponent (MAIS2+ casualties, F) AP-SP83-D831 Page 35 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 1 0 0 0 0 0 1 1 0 0 0 0 0 0 5 2 0 1 0 1 5 3 5 6 5 4 7 3 4 26 3 0 0 1 3 8 5 11 15 10 9 6 2 0 29 4 0 0 2 0 2 2 1 2 2 0 1 0 0 4 5 0 0 0 0 0 0 0 2 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 0 1 0 0 0 0 0 0 0 0 0 0 0 0 8 0 1 0 0 1 0 1 0 0 0 0 0 0 7 9 1 0 1 6 3 5 8 2 2 1 0 0 0 9 10 1 0 1 2 3 1 2 2 0 0 2 0 0 10 11 0 0 0 0 0 0 0 0 0 0 0 0 0 1 DV rounded 15 20 25 30 35 40 45 50 55 60 65 70 75 unknown Table 17: delta-v by primary direction of force (MAIS2+ casualties, F) Injury severity head face Neck Chest upper extr Spine Pelvis Abdomen lower extr Unspecified AIS1 25 57 39 34 34 8 19 20 31 0 AIS2 81 9 6 24 48 12 24 14 23 0 AIS3 5 1 2 32 7 0 11 12 16 0 AIS4 5 0 0 19 1 0 0 8 0 0 AIS5 10 0 0 5 0 0 0 1 0 0 AIS6 2 0 0 0 0 0 0 0 0 0 unknown 0 0 0 0 0 0 0 0 0 0 Table 18: injury severity by delta-v (all injuries, F) AP-SP83-D831 Page 36 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 AIS1 35 100 43 4 3 8 20 5 3 0 1 0 1 1 5 1 6 1 0 0 0 2 0 0 3 9 3 14 268 AIS2 14 81 31 1 3 10 26 5 1 7 1 1 1 0 2 1 9 1 1 1 1 1 1 2 5 21 1 12 241 AIS3 1 20 13 2 0 4 17 5 0 1 1 0 0 0 1 0 2 0 0 0 0 0 0 0 0 17 1 1 86 AIS4 0 5 8 0 1 5 6 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 3 0 33 AIS5 0 5 0 0 0 0 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 4 2 1 16 AIS6 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 Injury causing part body motion unknown belt webbing lower part of dashboard steering wheel rim back of front seat door panel center console glass A-B B-pillar upper part of dashboard windscreen (laminated) steering wheel armature upper A-pillar lower steering wheel sun visor restraint system hardware foot controls airbag floor armrest upper edge of windows lower edge of windows lateral edge of windows roof other occupants ext object all others total Table 19: injury causing parts by injury severity (F) AP-SP83-D831 Page 37 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 body region chest upper extr spine pelvis abdomen lower extr head face chest upper extr pelvis abdomen lower extr head face chest upper extr pelvis abdomen AIS1 21 2 0 6 13 0 3 8 1 6 1 1 0 0 5 1 2 1 0 AIS2 10 9 1 5 5 1 7 2 7 2 5 1 2 12 1 2 2 4 0 AIS3 5 2 0 0 6 0 1 0 7 1 3 4 1 0 0 13 0 2 2 AIS4 5 0 0 0 3 0 2 0 3 0 0 1 0 1 0 2 0 0 1 AIS5 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 3 0 0 0 AIS6 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 part belt webbing Door panel Other occupants Table 20: injured body regions for top 3 injury causing parts (F) o GERMAN DATA The latest available revision of the VW/GIDAS database (dated May 2004) has 49521 persons, including all kinds of traffic participation. Filtering out the pre-1985 cases (i.e., the ones not sampled randomly) and limiting the scope to occupants of passenger cars a total of 14433 persons were available for this analysis. 663 of these occupants met the criteria of this request, i.e. they were belted adult occupants of cars that had a lateral collision. 501 of the 871 occupants were in a car whose compartment was struck in the accident (i.e. the main contact area was between the A- and the C-pillar). For the remaining 370 occupants the main contact area was outside this area. The distribution of MAIS classes by struck vs. non-struck side was as follows: Impact location Vehicle side compartment non-struck struck side struck side other parts non-struck struck side struck side MAIS 0 1 1 MAIS 1 129 190 60 87 MAIS 2 33 51 15 8 MAIS 3 5 22 1 1 MAIS 4 8 4 MAIS 5 2 8 MAIS 6 1 9 MAIS total ? 10 189 10 5 2 295 81 98 Table 21: MAIS by vehicle side and impact location (D) For further analysis only occupants on the non-struck side with a known injury severity were taken into account: Impact location compartment struck Seating pos. Car driver Front passenger Left rear passenger MAIS0 1 MAIS1 80 39 4 MAIS2 27 4 1 MAIS3 3 2 MAIS4 6 2 MAIS5 1 MAIS6 total 1 119 47 5 AP-SP83-D831 Page 38 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 6 45 15 1 7 7 1 1 8 53 22 other parts struck Right rear passenger Car driver Front Passenger Left rear passenger Right rear passenger 1 1 Table 22: MAIS by seating position and impact location (D) For occupants that have sustained at least moderate injuries (i.e., MAIS2+) the following distribution of delta-v by collision occupants was observed: dv [km/h], rounded 0 5 10 15 20 25 30 35 40 45 50 55 60 75 80 90 unknown Mean delta-v tree or pole soil, ditch, rollover other object car, van, 4x4 heavy comm. veh. 1 3 1 1 1 2 3 2 1 1 1 1 4 52.9 1 1 1 1 1 2 2 4 2 4 2 1 1 3 2 1 1 1 3 12.5 2 15.0 4 32.3 3 20 Table 23: delta-v by opponent (MAIS2+ casualties, D) dv [km/h], rounded 1 o’ 2 o’ 3 o’ 4 o’ 5 o’ 7 o’ 8 o’ 9 o’ 10 o’ 11 o’ clock clock clock clock clock clock clock clock clock clock 1 1 0 5 1 1 1 10 1 1 15 1 1 1 1 1 1 20 1 1 25 1 2 1 1 30 3 1 35 1 40 2 1 45 1 1 2 1 1 50 2 1 1 55 1 1 60 1 75 1 80 1 90 othe r 1 2 1 1 1 AP-SP83-D831 Page 39 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 1 34.0 1 31.7 8 51.9 1 37.5 50.0 20.0 37.5 1 46.0 1 28.0 12.5 3 16.7 unknown Mean delta-v Table 24: delta-v by primary direction of force (MAIS2+ casualties, D) dv [km/h], rounded 0 5 10 15 20 25 30 35 40 45 50 55 60 75 80 90 unknown AIS1 13 31 36 50 53 58 47 36 23 11 40 3 1 1 5 102 AIS2 3 1 5 3 11 3 6 4 1 3 8 8 2 1 3 1 19 AIS3 AIS4 AIS5 AIS6 AIS unkn. 1 3 1 2 2 1 1 2 2 4 2 4 12 1 2 2 2 1 2 1 2 5 1 3 Table 25: injury severity by delta-v (all injuries, D) body region lower extr. upper extr. thorax head face spine abdomen unspec./unknown neck AIS1 115 82 75 46 77 68 17 25 5 AIS2 5 14 9 34 7 4 5 2 2 AIS3 8 4 8 8 1 1 3 AIS4 AIS5 AIS6 AIS unkn. 1 1 1 1 1 3 1 7 2 3 1 4 Table 26: injury severity by body region (all injuries, D) Fig. 32: anticipated test areas A comprehensive list of all injury causing parts is given in Table 27. The table shows that in a total of 651 injuries only 23 (=3.5%) are clearly caused by parts within the scope of the suggested test whereas 495 (=76%) AP-SP83-D831 Page 40 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 are definitely outside of the tested areas. Please note that an injury caused by a part within the tested would not necessarily be avoided or mitigated if the respective vehicle had been designed for the test, especially in case of severe structural deformation. part belt webbing body motion unknown steering wheel lower part dashboard glass A-B center console back of front seat front seat headrest windscreen front footwell, pedals front door panel loose glass front interior nfs12 med. part of dashboard upper part dashboard upper B-pillar intruded parts dashboard area nfs cabin lateral nfs roof lining driver front airbag fire road surface other occupant loose glass A-B belt buckle upper A-pillar upper B-pillar opponent front door nfs window frame A-B loose objects front seat front door handle glass B-C other handbrake lever own action steel structure AIS 1 73 69 47 30 36 24 20 15 13 16 17 9 13 13 10 9 6 5 8 2 7 7 0 1 3 5 4 4 2 0 4 3 1 3 2 1 2 3 3 3 AIS 2 5 6 17 7 0 1 3 3 9 2 0 3 1 0 1 2 4 1 1 3 0 0 2 1 2 0 0 0 1 0 0 1 0 0 1 2 0 0 0 0 AIS 3 2 1 6 2 0 0 2 2 0 0 0 2 0 0 1 0 0 4 0 0 0 0 4 1 0 0 1 0 0 2 0 0 0 0 0 0 0 0 0 0 AIS 4 0 0 1 1 0 0 0 4 0 0 0 0 0 0 0 0 1 0 0 2 0 0 0 2 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 AIS 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 0 0 AIS 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AIS ? 2 0 3 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Σ 82 76 74 40 36 25 25 24 22 18 17 14 14 14 12 11 11 11 9 7 7 7 7 6 5 5 5 4 4 4 4 4 3 3 3 3 3 3 3 3 tested11 no no unkn. no no no no no no no no unkn. no unkn. no no yes no no unkn. unkn. no no no no no no yes yes no unkn. yes no no no no unkn. no no unkn. This column indicates whether the respective injury causing part is within the tested area (yes) or outside (no). Cases in which the part is either unknown at all or ambiguous with respect to the tested area have been labelled as unknown. 12 nfs – not further specified AP-SP83-D831 Page 41 of 70 11 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 AIS 1 2 2 0 1 2 2 1 1 0 1 1 1 0 1 1 0 1 510 AIS 2 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 82 AIS 3 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 1 0 33 AIS 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 13 AIS 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 AIS 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 AIS ? 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 Σ 2 2 2 2 2 2 1 1 1 1 1 1 1 1 1 1 1 651 tested11 no unkn. unkn. no no no no no unkn. no no unkn. no no no no unkn. part meadow, field roof area front door structure other external rear footwell side panel external intruded parts windscreen area interior nfs passenger airbag front door armrest front door fittings lower B-pillar front edge of roof centre gear lever external objects roof nfs total Table 27: injury causing parts by injury severity (D) For the three most frequent injury causing parts (specific parts, i.e., other than “unknown” and “body motion”) it was then checked what the location and severity of these injuries was, cf. Table 28: part belt webbing body region abdomen face head lower extr. neck other or unknown spine thorax upper extr. abdomen face head lower extr. neck other or unknown spine thorax upper extr. abdomen face head lower extr. neck other or unknown spine thorax upper extr. AIS1 6 1 6 1 2 1 51 5 2 11 4 1 AIS2 AIS3 2 AIS4 Unkn. total 1 9 1 6 1 2 1 54 8 2 13 9 1 2 3 1 4 1 1 1 steering wheel 5 7 1 2 6 9 lower part of dashboard 36 36 AP-SP83-D831 Page 42 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Table 28: injured body regions for top 3 injury causing parts (D) o GREEK DATA Of the 448 car occupants in the HIT database 56 met the criteria of this request. The distribution of struck vs. non-struck side occupants by impact location was as follows: MAIS0 Compartment struck non-struck side struck side non-struck side struck side MAIS1 MAIS1 MAIS3 MAIS4 9 10 3 3 1 MAIS5 2 3 MAIS6 8 17 Compartment nonstruck Table 29: MAIS by side of vehicle and impact location (GR) MAIS0 Compartment struck car driver front passenger left rear passenger right rear passenger car driver front passenger left rear passenger right rear passenger MAIS1 MAIS1 MAIS3 MAIS4 17 1 1 MAIS5 2 3 MAIS6 21 3 1 Compartment non struck 5 1 1 Table 30: MAIS by seating position and impact location (GR) ∆v rounded 5 10 15 20 25 30 35 40 45 50 60 70 75 100 car 3 4 8 3 3 3 2 1 1 4 truck pickup van motorcycle pole crash barrier tree lamp post 1 2 1 1 1 1 1 1 3 2 1 1 1 1 1 Table 31: delta-v by opponent (MAIS2+ casualties, GR) 1 3 1 AP-SP83-D831 Page 43 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 1 2 3 1 2 2 1 1 2 1 1 1 4 1 2 1 2 1 1 1 2 1 1 5 6 7 8 1 1 9 10 1 3 1 5 1 3 2 1 11 12 ∆v rounded 5 10 15 20 25 30 35 40 45 50 60 70 75 100 1 1 1 1 1 1 2 1 2 1 Table 32: delta-v by primary direction of force (MAIS2+ casualties, GR) AIS1 head neck thorax abdomen pelvis lower extr. AIS2 AIS3 1 3 14 17 18 16 AIS4 27 27 14 16 6 9 AIS5 3 4 14 18 16 8 AIS6 25 22 13 3 4 8 1 2 12 15 Table 33: injury severity by body region (all injuries, GR) part side compartment body region head neck thorax abdomen pelvis lower extr.13 head neck thorax abdomen pelvis lower extr. head neck thorax abdomen pelvis lower extr. AIS1 0 0 0 0 0 0 0 AIS2 0 0 1 8 15 0 0 AIS3 0 0 13 18 16 1 3 AIS4 2 6 13 6 9 24 21 AIS5 1 1 14 14 8 2 3 AIS6 0 1 13 4 8 25 21 side roof rail car system14 0 0 0 1 0 0 0 2 14 15 17 3 Table 34: injury causing parts by body region and injury severity (GR) Strictly following the AAAM codebook [1] there are no leg injuries defined above an AIS of 4. The AIS values of 5 and 6 given by HIT must therefore be interpreted as „exceedingly severe“. 14 In the Greek database, the term "car system" denotes the steering wheel, gear levers, other inside levers, seat belt and anything else that is inside the cabin but not part of the body. 13 AP-SP83-D831 Page 44 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 o DUTCH DATA 11 of the 19 car occupants in the TNO database were relevant to this request. The distribution of struck vs. nonstruck side occupants by impact location was as follows: MAIS 0 2 2 MAIS 1 MAIS 2 MAIS 3 MAIS 4 MAIS 5 MAIS 6 Unknown 3 1 Compart ment of vehicle struck Compart ment of vehicle not struck Occupants on non-struck side Occupants on struck side Occupants on non-struck side Occupants on struck side 1 2 Table 35: MAIS by side of vehicle and impact location (NL) For occupants on the non-struck side their seating position and injury severity was as follows: MAIS0 car driver front passenger left rear passenger right rear passenger car driver front passenger left rear passenger right rear passenger 2 MAIS1 MAIS2 1 MAIS3 1 1 MAIS4 MAIS5 Unknown 1 Compartment of vehicle struck Compartment of vehicle not struck Table 36: MAIS by seating position and impact location (NL) dv tree or rounded car pole 30 70 75 1 unknown soil, ditch, rollover heavy comm veh 1 2 2 small comm object other vehicle veh motorcycle 1 Table 37: delta-v by opponent (MAIS2+ casualties, NL) dv rounded 30 70 75 unknown 1 2 3 1 2 4 5 6 7 8 9 2 10 11 12 Unknown 1 1 Table 38: delta-v by primary direction of force (MAIS2+ casualties, NL) AP-SP83-D831 Page 45 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 AIS1 AIS2 1 3 1 AIS3 1 2 AIS4 AIS5 AIS6 unknown spine lower extr. upper extr. face head chest unspecified abdomen neck 2 1 Table 39: injury severity by body region (all injuries, NL) The injury causing parts could not be identified from the TNO database. o SPANISH DATA 12 of the 106 car occupants in the CIDAUT database met the criteria of the request. The distribution of struck vs. non-struck side occupants by impact location was as follows: MAIS MAIS MAIS MAIS MAIS MAIS MAIS 0 1 2 3 4 5 6 Compartment of vehicle struck Compartment of vehicle not struck Occupants on nonstruck side Occupants on struck side Occupants on nonstruck side Occupants on struck side 3 2 1 1 1 1 1 1 1 Unknown Table 40: MAIS by side of vehicle and impact location (E) For occupants on the non-struck side their seating position and injury severity was as follows: MAIS0 Compartment of vehicle struck car driver front passenger left rear passenger right rear passenger car driver front passenger left rear passenger right rear passenger MAIS1 1 1 MAIS2 MAIS3 MAIS4 MAIS5 MAIS6 1 Unknown 1 1 1 Compartment of vehicle not struck Table 41: MAIS by seating position and impact location (E) o UK DATA BASC reported 644 of the 9153 car occupants in their database as relevant to this request. The distribution of struck vs. non-struck side occupants by impact location was as follows: AP-SP83-D831 Page 46 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 MAIS 0 8 13 MAIS 1 72 66 MAIS 2 26 9 MAIS 3 19 7 MAIS 4 11 3 MAIS 5 4 5 MAIS 6 6 4 Total 146 107 Compartment of vehicle struck Compartment of vehicle not struck Occupant Struck Side Occupant Non_struck side Occupant Struck Side Occupant Non_struck side 30 52 141 109 20 17 9 6 2 1 0 3 0 1 202 189 Table 42: MAIS by side of vehicle and impact location (UK) MAIS 0 8 4 1 0 30 10 2 1 MAIS 1 41 22 1 2 78 31 0 0 MAIS 2 8 0 1 0 11 5 1 0 MAIS 3 3 3 0 1 4 2 0 0 MAIS 4 1 2 0 0 1 0 0 0 MAIS 5 5 0 0 0 2 1 0 0 MAIS 6 4 0 0 0 1 0 0 0 Tota l 70 31 3 3 127 49 3 1 Compartment of vehicle struck Compartment of vehicle not struck Car Driver Front Seat Passenger Left Rear Passenger Right Rear Passenger Car Driver Front Passenger Left Rear Passenger Right Rear Passenger Table 43: MAIS by seating position and impact location (UK) AP-SP83-D831 Page 47 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Two wheeler MPV/ LPG HGV Pole/Narrow less than 41cm Wide Object More than 41cm Total Delta-V Rounded 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 Unknown Total Car/Car Derivative 1 1 1 9 6 4 6 3 1 3 4 1 1 1 1 1 1 1 1 1 41 82 7 7 14 16 5 5 20 21 2 6 137 Table 44: delta-v by opponent (MAIS2+ casualties, UK) 1 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 Unknown 2 3 4 5 7 8 9 10 11 12 1 1 1 1 1 2 1 2 1 1 1 1 2 2 4 1 1 1 1 3 1 1 3 3 1 1 3 1 1 1 4 7 5 1 1 3 5 1 1 22 1 14 10 16 Table 45: delta-v by primary direction of force (MAIS2+ casualties, UK) AP-SP83-D831 Page 48 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 AIS 1 103 175 21 194 149 227 300 373 14 1556 AIS 2 37 2 1 41 53 24 64 30 252 AIS 3 59 1 51 8 1 11 31 162 AIS 4 23 AIS 5 11 AIS 6 5 238 177 23 343 215 258 375 435 14 2078 Head Face Neck Throax Abdomen Spine Upper limb Lower limb Not traced Total 39 5 0 1 68 10 2 8 4 23 17 Table 46: injury severity by body region (all injuries, UK) Contact type Mirror Windscreen Rim Hub Steering wheel Ignition keys/switch Steering column Header Rail A Pillar Rigid bracketry behind panel Facia Panel Facial Top -Rigid bracketry behind panel Facial Top -Rigid bracketry behind panel Gear Lever Centre console/tunnel Bulkhead Pedals Footwell Own Head Restrain Head Restraint - other Head restraint Own seat base Own seat back Own seat underneath Own seat Other seat - base Otherseat - back Other seat -underneath Other seat Belt Webbing Seat Belt Airbag - Frontal AIS1 5 12 19 2 18 2 9 5 2 4 155 1 14 8 58 2 20 29 3 5 2 10 21 2 2 2 27 2 14 340 26 62 AIS2 0 1 2 1 1 0 0 1 2 1 6 0 3 0 2 0 0 4 1 0 0 1 2 0 1 0 6 0 1 35 3 3 AIS3 0 0 0 0 1 0 0 0 0 2 6 0 0 4 2 0 0 0 0 0 0 0 4 0 0 0 6 0 0 9 5 0 AIS4 0 0 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 3 0 AIS5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AIS6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AIS unknown 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 AP-SP83-D831 Page 49 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Contact type AIS1 9 10 1 4 13 28 25 10 122 11 1 81 30 1 1 2 2 17 12 178 110 AIS2 0 3 1 0 1 10 11 1 87 2 0 0 5 0 0 6 0 8 0 7 31 AIS3 0 4 2 1 0 3 5 3 62 2 0 0 5 2 0 6 2 7 1 2 14 AIS4 0 1 2 0 0 5 2 1 24 1 0 0 4 1 0 4 3 4 0 1 7 AIS5 0 1 1 1 0 0 0 0 11 1 0 0 1 1 0 0 2 1 0 2 1 AIS6 0 1 0 0 0 1 0 0 6 0 0 0 1 0 0 0 0 3 0 2 2 AIS unknown 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 27 Airbag Own side B Pillar Own side B Pillar belt anchorage Own side compartment-cant rail Own side compartment - side glass Own side compartment Own side compartment Opposite side pillar (B, C or D) Opposite side pillar (B, C or D) Roof Sunroof Flying class Other occupant Object in the vehicle Tailgate Tree Road Side furniture Other vehicle External Object Non contact injury Unknown Table 47: injury causing parts by injury severity (UK) Inj. Causing part Facia Panel Body region Head Face Throax Abdomen Spine Upper limb Lower limb Not traced Face Neck Thorax Abdomen Spine Upper limb Lower limb Not traced Head Face Neck Throax Abdomen Spine Upper limb Lower limb AIS1 1 5 1 1 1 9 136 1 2 10 150 110 2 37 27 2 23 34 1 9 5 3 37 10 AIS2 0 0 0 0 0 2 4 0 0 0 21 4 1 6 3 0 13 0 0 11 27 8 20 8 AIS3 0 0 0 0 0 1 5 0 0 0 8 1 0 0 0 0 22 0 0 25 2 0 4 9 AIS4 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 5 0 0 17 1 0 0 1 AIS5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 8 0 0 0 0 AIS6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 3 0 0 0 0 Belt Webbing Opposite side Table 48: top 3 injury causing parts by injured body region (UK) AP-SP83-D831 Page 50 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 o SYNTHESIS OF RESULTS All of the three large number databases indicate that the belt webbing is a major injury causing part. This however is due to a) the focus of the request (belted occupants on the non-struck side) and b) the nature of the seat belt system and therefore not surprising. With respect to non-seatbelt-related injuries the picture obtained is a mixed one. The dashboard appears at first place in the UK data (“facia panel”) and at 3rd place in the German data (“lower part of dashboard”), various parts of the vehicle body and/or trim have also been identified as injury causing parts (“door panel” in the French data, “side compartment” and “car system” in the Greek and “opposite side” in the UK data. Moreover, steering wheel induced injuries and injuries caused by occupant interaction each show up in a prominent place in one of the databases. There is however no single part or area that consistently plays a dominant role in injury causation. A further analysis on the injury causing parts (done only on the German data) revealed that in a total of 651 injuries only 23 (=3.5%) are clearly caused by parts within the scope of the suggested test areas whereas 495 (=76%) are definitely outside of the tested areas. AP-SP83-D831 Page 51 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Injury Risk from Deploying Side Airbags Occupants relevant to the request were identified by the following criteria: • • Belted occupants of passenger cars that have sustained an injury caused by a side airbag. Please note that an injury coded as “caused by the side airbag” does not imply airbag malfunction, i.e. the airbag may have caused the respective injury and at the same time prevented a more serious one. As in the previous requests the term “passenger car” was used liberally (i.e., including sedans, station cars, convertibles, sports cars, MPVs, etc...) As the number of such occupants was very low (e.g., only 5 in the German data) a statistical analysis was not considered meaningful. Each of the relevant injuries was therefore described as follows (and illustrated by photography where available) • • • • • • • • • • • • • • • • Person (seating position) age size weight sex side airbag (door mounted or seat mounted) side airbag deployed MAIS AIS body region (Head, Face, Neck, Chest, Abdomen, Spine, Arm, Leg, other) outcome (survived or killed) delta-v primary direction of force part of vehicle struck (according to CDC) opponent (car, truck, object, …) AIS, location and kind of injury (bruise, fracture, abrasion, burn,….) caused by side airbag injury causing part o FRENCH DATA No airbag induced injuries were reported by LAB. o GERMAN DATA The GIDAS database has five persons who have sustained in injury attributed to a side airbag. All but one were minor (i.e., AIS 1): Person Age Size Weight Sex side airbag type side airbag deployed MAIS AIS head AIS face AIS neck AIS thorax AIS abdomen AIS spine AIS upper extremities AIS lower extremities AIS other AP-SP83-D831 driver 19 175 71 driver 29 186 70 front passenger 60 163 70 female seat mounted yes 3 1 0 0 0 0 0 3 0 0 front passenger 34 170 65 female seat mounted yes 1 0 0 0 0 0 0 1 0 0 driver 50 160 59 female seat mounted yes 1 0 0 0 0 0 0 1 0 0 male male door mounted door mounted yes yes 1 1 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 Page 52 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 survived 1999 10 12 front other 1 lower arm bruise side airbag upper extr. skull nfs bruise side airbag head front car 1 survived 1997 35 11 right guardrail 2 humerus transverse fracture side airbag upper extr. survived 1998 3 right car 1 upper arm bruise side airbag upper extr. upper arm bruise side airbag upper extr. survived 1998 32 2 survived 1998 9 left car 1 Outcome model year delta-v [km/h] primary direction of force part of vehicle struck Opponent AIS of injury by SAB location of injury kind of injury injury causing part body region Table 49: injuries by deploying side airbag (D) The only AIS2 injury in the German data has been coded as airbag induced, but a further look at the case details including photography of the vehicle (Fig. 33) and the occupant’s x-ray (Fig. 34) reveal that • • • the vehicle had multiple collisions, one to the right rear corner, one to the right side (compartment struck) and one to the left side (compartment not struck) the location and nature of the injury (a transverse fracture just below the humeral head) is at least as likely caused by the door panel or B-pillar15. the respective occupant was an elderly woman (60 y.), i.e., she likely was suffering from osteoporosis which facilitates fractures like the one under discussion. Fig. 33: case vehicle, (D) 15 Please note that the GIDAS database has a variable to describe the quality of the coding of the injury causing part. In this case the quality was rated at a medium level (“from correlation with occupant kinematics”), i.e. there was no clear evidence as, e.g., an impact mark. AP-SP83-D831 Page 53 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Fig. 34: x-ray of front passenger’s right shoulder (D) o GREEK DATA The HIT database has one documented injury coded as caused by a deploying side airbag. The exact location and severity of this injury are not explicitly specified and the respective person has other severe injuries (rated AIS3 or AIS4) across all body regions. The photograph of the driver’s side door panel suggests a significant impact, i.e. the side airbag may not be the only part that this person’s injuries can be attributed to. Person Age Height Weight Sex Side airbag location Side airbag deployed MAIS AIS Head AIS Face AIS Neck AIS thorax AIS abdomen AIS spinal cord AIS upper limbs AIS Lower limbs AIS elsewhere Outcome (survived / deceased) Delta-v (km/h) Primary direction of force (clockwise 1-12) Part of vehicle struck (front, right, left, rear) Type of injury (i.e. bruise, fracture, etc.) Collision partner driver 45 unknown unknown male door mounted Yes 4 4 4 4 3 3 3 3 3 3 survived 20km/h 11 left unspecified car Table 50: injury by deploying side airbag (GR) AP-SP83-D831 Page 54 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Πλάγιος αερόσσακος Fig. 35: case vehicle (GR) o DUTCH DATA From the 19 car occupants in the TNO database none were found to have side airbag induced injuries. o SPANISH DATA No side airbag induced injuries were reported by CIDAUT. o UK DATA In the UK dataset there persons were found who had injuries attributed to the side airbag. All were rated minor, i.e. AIS 1: AP-SP83-D831 Page 55 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Driver 25 Unknown Unknown M Seat Yes 1 1 0 0 0 0 1 Survived 90 Unknown HGV Driver 22 Unknown Unknown M Seat Yes 1 0 0 0 0 0 1 Survived Unknown Unknown Unknown Driver 24 Unknown Unknown M Door Yes 1 0 0 0 0 0 1 Survived 30 Unknown Fixed object > 41cm in diamet. Person Age Size Weight Sex Side Airbag present Side Airbg deployed MAIS AIS Head AIS Face AIS Thorax AIS Abd. AIS Limb AIS Else Outcome Primary direction of force ∆v Opponent AIS location of injury Kind of injury Injury causing part body region 1 cervical spine neck strain side airbag spine 1 right upper arm abrasion side airbag right upper extr. 1 right thorax bruise side airbag thorax Table 51: injuries by deploying side airbag (UK) o SYNTHESIS OF RESULTS In way over 40000 car occupants cumulatively documented in the available databases only eight side airbag induced injures were found (five in the German and three in the UK dataset16). All of them but one were described as bruises or abrasions and rated AIS1. The only exception is one humerus fracture found in the German data and rated at AIS2. Given the location and nature of this injury it is however not certain that it can truly be linked to the deployment of the side airbag. It must therefore be concluded that the kind of injuries discussed here are very rare. The person in the Greek data has severe (AIS3 and AIS4) injuries across all body regions. It is not specified which of these - if any - were actually caused by side airbag deployment. AP-SP83-D831 Page 56 of 70 16 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Lateral Pole Impacts Occupants relevant to the request were identified by the following criteria: • • Belted occupants of passenger cars with and without ESP. As in the previous requests the term “passenger car” was used liberally (i.e., including sedans, station cars, convertibles, sports cars, MPVs, etc...) For these persons the distribution of collision opponents was tabulated differentiating between • • • all occupants occupants with at least MAIS2 fatally injured occupants For opponents the same groups as in the previous request was used. The further analysis was restricted to pole impacts and to MAIS2+ casualties, cross-tabulating delta-v (rounded to the nearest 5 km/h) and primary direction of force (rounded to nearest clockface position). o FRENCH DATA no ESP, all occupants tree / pole 17% pedestrian 0% other veh 0% motorcycle 0% bicycle 0% heavy comm veh 4% light comm veh 4% other object 4% car 71% car light comm veh heavy comm veh bicycle motorcycle other veh pedestrian tree / pole other object Fig. 36: collision opponents of passenger cars (cars without ESP, belted occupants only, F) AP-SP83-D831 Page 57 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 no ESP, MAIS2+ occupants other object 4% tree / pole 21% pedestrian 0% other veh 0% motorcycle 0% bicycle 0% heavy comm veh 6% light comm veh 5% car 64% car light comm veh heavy comm veh bicycle motorcycle other veh pedestrian tree / pole other object Fig. 37: collision opponents of passenger cars (cars without ESP, belted MAIS2+ occupants only, F) no ESP, fatally inj occupants other object 3% tree / pole 22% pedestrian 0% other veh 0% motorcycle 1% bicycle 0% heavy comm veh 7% light comm veh 6% car 61% car light comm veh heavy comm veh bicycle motorcycle other veh pedestrian tree / pole other object Fig. 38: collision opponents of passenger cars (cars without ESP, belted fatally inj. occupants only, F) AP-SP83-D831 Page 58 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 light comm veh 50 36 12 0 0 0 heavy comm veh 54 40 14 2 2 1 bicycle motorc ycle 4 2 1 0 0 0 other veh 1 1 0 0 0 0 pedest rian 0 0 0 0 0 0 tree / pole 203 135 41 4 3 1 other object 52 27 5 0 0 0 car no ESP, all occupants no ESP, mAIS2+ occupants no ESP, fatal inj occupants ESP, all occupants ESP, mAIS2+ occupants ESP, fatal inj occupants 869 415 115 15 4 1 0 0 0 0 0 0 Table 52: collision opponents by injury outcome and ESP (F) ∆v, rounded 5 10 15 20 25 30 35 40 45 50 55 60 65 unknown 1 0 0 0 0 0 0 0 1 0 0 0 0 0 4 2 0 0 0 0 0 0 0 2 2 2 0 0 0 6 3 0 0 0 0 0 1 2 5 2 0 1 4 1 3 4 0 0 0 0 0 0 2 1 1 0 0 0 0 2 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 0 0 0 0 1 0 2 1 0 1 0 0 0 1 9 0 0 0 0 1 7 6 6 10 5 2 2 0 15 10 0 0 0 0 0 1 1 7 2 3 1 1 2 13 11 0 0 0 0 0 1 0 1 0 0 0 0 0 3 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Table 53: delta-v vs. primary direction of force (pole impacts, MAIS2+ occupants, F) o GERMAN DATA Even though the market penetration of ESP17 in Germany is the highest in Europe ESP is a fairly new safety system. This explains the overall ESP equipment rate in GIDAS of only approx. 2%. The distribution of ESP vs. non-ESP vehicles for different years of first registration is given in Fig. 40. Please note that the variable “ESP present” was only introduced in the GIDAS database in 1999 and not filled in retrospectively, hence the high number of missing values. Since ESP was not available in most vehicles before 1998 the respective missing values can be interpreted as “no ESP”. In this context the term “ESP“ is used generically. Electronic vehicle stability control systems are also known by a variety of other names such as, e.g., ESC, DSC, PSM, VSA, VDC…. AP-SP83-D831 Page 59 of 70 17 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Europe 29% 2003 36% 2004 20% 2003 UK 24% 2004 Germany France 55% 2003 64% 2004 35% 2003 39% 2004 Italy Spain 14% 2003 20% 2004 Source: 2003 - R. L. Polk Marketing Systems GmbH 2004 - Bosch estimation 25% 2003 30% 2004 Fig. 39: ESP equipment rate for new vehicles in various European countries (source: Bosch) 9000 8000 7000 6000 5000 4000 3000 2000 1000 0 occupants Note: the overall ESP equipment rate was approx. 2%. missing or unknown w/o ESP with ESP 89 84 19 94 19 99 -> 19 79 20 04 19 90 - 19 95 - Fig. 40: number of occupants of vehicles with and without ESP for different years of 1st registration (D) AP-SP83-D831 20 00 - un kn ow Page 60 of 70 19 85 - 19 80 - n APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 motorcycle, 10.6% wall, bridge, etc., 0.8% ditch, soil, 6.5% unknown, 0.3% train, tram, …, 1.1% roadside furniture, 3.6% pass. car, 44.1% other, 1.1% minibus or van, 3.6% commercial vehicle, 4.3% pole, tree, 6.1% vulnerable road user, 17.9% Fig. 41: lateral collision opponents of passenger cars (all cars, belted occupants only, D) ditch, soil, 16.4% commercial vehicle, 10.7% roadside furniture, 4.5% pole, tree, 23.8% train, tram, …, 3.3% minibus or van, 3.3% wall, bridge, etc., 1.6% other, 0.8% motorcycle, 0.4% unknown, 0.4% pass. car, 34.8% Fig. 42: lateral collision opponents of passenger cars (all cars, belted occupants MAIS2+, D) AP-SP83-D831 Page 61 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 pole, tree, 33.3% commercial vehicle, 10.0% other, 3.3% minibus or van, 3.3% wall, bridge, etc., 6.7% unknown, 3.3% roadside furniture, 13.3% pass. car, 26.7% Fig. 43: lateral collision opponents of passenger cars (all cars, belted fatally injured occupants, D) motorcycle, 11.0% roadside furniture, 5.8% vulnerable road user, 20.2% pole, tree, 8.1% train, tram, …, 2.9% minibus or van, 2.9% unknown, 0.6% ditch, soil, 6.4% commercial vehicle, 4.6% pass. car, 37.6% Fig. 44: lateral collision opponents of passenger cars (cars with ESP, belted occupants, D) AP-SP83-D831 Page 62 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 minibus or van, 12.5% pole, tree, 25.0% ditch, soil, 25.0% pass. car, 37.5% Fig. 45: lateral collision opponents of passenger cars (cars with ESP, belted occupants MAIS2+, D) dv rounded 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 unknown 1 2 1 1 3 4 5 6 7 8 9 10 11 12 1 1 4 1 2 1 4 4 4 2 2 1 2 2 1 3 1 1 1 1 5 2 1 3 2 3 1 1 1 3 1 1 1 1 2 1 1 2 3 3 2 4 4 2 6 5 9 5 2 8 4 4 5 1 5 2 2 1 10 5 3 2 2 4 4 4 1 1 2 1 1 3 3 2 2 3 2 5 3 1 3 2 3 5 3 2 3 1 1 1 1 2 3 5 4 3 3 9 1 3 1 2 2 2 3 2 2 5 3 1 4 4 2 2 12 Table 54: delta-v vs. primary direction of force (all cars, pole impacts, MAIS2+ occupants, D) AP-SP83-D831 Page 63 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 1 2 3 4 5 6 7 8 9 10 11 12 dv rounded 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 unknown 1 1 Table 55: delta-v vs. primary direction of force (cars with ESP, pole impacts, MAIS2+ occupants, D) o GREEK DATA HIT reported a total of 155 occupants relevant to this request. Please note that all occupants had injuries of MAIS2 and above but no pole impact was observed on an ESP-equipped vehicle. The distribution of collision opponents was as follows: light comme rcial 2 2 1 heavy comme rcial 4 4 3 car No ESP, all occupants No ESP, MAIS2+ occupants No ESP, fatally injured occupants ESP, all occupants ESP, MAIS2+ occupants ESP, fatally injured occupants 34 34 16 2 2 1 bicycle motorc ycle 11 11 1 other vehicle 3 3 3 pedestr ian tree/ pole 3 3 2 other object 8 8 5 Table 56: opponents of passenger cars in lateral impacts (belted occupants only, GR) o DUTCH DATA No cases in the TNO database were found to meet the criteria of this request. AP-SP83-D831 Page 64 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 o SPANISH DATA For all, MAIS2+ injured and fatally injured car occupants, CIDAUT reported the following distribution of collision opponents. Please note that no pole impacts resulting in MAIS2+ injuries were reported, so no further analysis of such cases was done: car light comm veh heavy comm veh 4 1 bicycle motor cycle other veh pedest rian tree / pole other object 18 no ESP, all occupants no ESP, mAIS2+ occupants no ESP, fatal inj occupants ESP, all occupants ESP, mAIS2+ occupants ESP, fatal inj occupants 4 1 1 1 Table 57: opponents of passenger cars in lateral impacts (belted occupants only, E) o UK DATA No data available for this request. o SYNTHESIS OF RESULTS As expected, the share of pole impacts is higher in the higher injury severity classes. This has been observed before and is usually explained by the fact that a pole is an “unforgiving” opponent, i.e. it does not absorb much energy at impact. Narrowing down the scope on ESP-equipped cars only two lateral pole impacts were found in the German and four in the French data (data from Spain, Greece has no lateral pole impacts on ESP-equipped vehicles at all). Given the low overall number of ESP-equipped vehicles in the available data the distribution of impact angles can not be established in a statistically significant way. Assuming that in pole impacts associated with skidding tend to happen at more obtuse angles while nonskidding accidents tend to happen at more acute angles it is highly doubtful whether a 75° pole impact represents a typical scenario for an ESP-equipped vehicle. 18 All of these were specified as “safety barrier“ Page 65 of 70 AP-SP83-D831 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 Synthesis o STRUCK SIDE REAR OCCUPANTS In any of the large databases only a very small fraction of the documented car occupants was found as struck side rear occupants with head injuries, i.e. the target population of the suggested head impact test is very small less that 1% in each of GIDAS, LAB and CCIS data. Further analysis of these head injuries shows that the most frequent injury causing part is the glazing between Band C-pillar (top ranking in the German and French, 3rd place in the UK data set). At least in the UK data a major share of head injuries are attributed to external objects. Another large number of injuries are non-contact injuries caused by body motion rather than direct impact. Cases in which other parts (edge of roof or window, B- or C-pillar) have been coded as injury causing have been found to involve severe structural damage. Neither structural deformation, external objects nor body motion are however addressed by the suggested test. A further look at each of the 122 Injuries in the German data revealed that only 24 of the 122 individual injuries (on 17 of the 87 persons with relevant injuries) were caused by parts within the anticipated test area. Given that the total number of car occupants in the database was 14433, a number of 17 persons (0.11%) with injuries attributed to the tested areas indicates that the benefit of this test for rear seat occupants is marginal. o NON-STRUCK SIDE OCCUPANTS All of the three large number databases indicate that the belt webbing is a major injury causing part. This however is due to a) the focus of the request (belted occupants on the non-struck side) and b) the nature of the seat belt system and therefore not surprising. With respect to non-seatbelt-related injuries the dashboard appears at first place in the UK data and at 3rd place in the German data, various parts of the vehicle body and/or trim have also been identified as injury causing (“door panel” in the French, “side compartment” / “car system” in the Greek and “opposite side” in the UK data. Moreover, steering wheel induced injuries and injuries caused by occupant interaction each show up in a prominent place in one of the databases. There is however no single part or area that consistently plays a dominant role in injury causation. A further analysis on the injury causing parts (done only on the German data) revealed that in a total of 651 relevant injuries only 23 (=3.5%) are clearly caused by parts within the scope of the suggested test areas whereas 495 (=76%) are definitely outside of the tested areas. o INJURY RISK BY DEPLOYING SIDE AIRBAGS In way over 40000 car occupants cumulatively documented in the available databases only eight side airbag induced injures were found. All but one were minor, i.e., AIS1 bruises or abrasions. The only exception is one humerus fracture found in the German data and rated AIS2 whose causation is questionable. It must therefore be concluded that the kind of injuries discussed here are very rare. o LATERAL POLE IMPACTS (WITH FOCUS ON ESP) As expected, the share of pole impacts is higher in the higher injury severity classes. This is not surprising since a pole is an “unforgiving” opponent, i.e. it does not absorb much energy at impact. Narrowing down the scope on ESP-equipped cars only two lateral pole impacts were found in the German and four in the French data (data from Spain, Greece has no lateral pole impacts on ESP-equipped vehicles at all). Given the low overall number of ESP-equipped vehicles in the available data the distribution of impact angles can not be established in a statistically significant way. Assuming that in pole impacts associated with skidding tend to happen at more obtuse angles while nonskidding accidents tend to happen at more acute angles it is highly doubtful whether a 75° pole impact represents a typical scenario for an ESP-equipped vehicle. AP-SP83-D831 Page 66 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 References [1] Association for the Advancement of Automotive Medicine (Ed.): The Abbreviated Injury Scale, 1990 Revision, Update 98. [2] SAE Recommended Practice J224a, ”Collision Deformation Classification” AP-SP83-D831 Page 67 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 List of Figures Fig. 1: top ten injury causing parts by frequency and AIS (F)................................................................................ 9 Fig. 2: anticipated test areas.................................................................................................................................. 10 Fig. 3: top ten injury causing parts by frequency and AIS (D) ............................................................................. 11 Fig. 4: photo of damaged vehicle (AIS4 head inj., case identifier 30990848, D)................................................. 14 Fig. 5: photo of damaged vehicle (same as Fig. 4, AIS4 head inj., case identifier 30990848, D) ........................ 14 Fig. 6: photo of damaged vehicle (AIS6 head inj., case identifier 30990590, D)................................................. 15 Fig. 7: photo of damaged vehicle (AIS3 head and AIS4 chest inj., case identifier 30030395, D) ....................... 15 Fig. 8: photo of damaged vehicle (AIS6 head and AIS6 spine inj., case identifier 30030285, D) ....................... 16 Fig. 9: photo of damaged vehicle (same as Fig. 8, AIS6 head and spine inj., case identifier 30030285, D) ........ 16 Fig. 10: photo of damaged vehicle (AIS2 head inj., case identifier 30030086, D)............................................... 17 Fig. 11: photo of damaged vehicle (AIS2 head inj., case identifier 30020882, D)............................................... 17 Fig. 12: photo of damaged vehicle (AIS4 head and AIS6 spine inj., case identifier 30020186, D) ..................... 18 Fig. 13: photo of damaged vehicle (same as Fig. 12 AIS4 head/AIS6 spine inj., case identifier 30020186, D) .. 18 Fig. 14: photo of damaged vehicle (AIS2 head and AIS3 chest inj., case identifier 01020083, D)...................... 19 Fig. 15: photo of damaged vehicle (AIS2 head inj., case identifier 01020006, D)............................................... 19 Fig. 16: photo of damaged vehicle (AIS2 head inj., case identifier 30960091, D)............................................... 20 Fig. 17: photo of damaged vehicle (AIS3 head inj., case identifier 30020731, D)............................................... 20 Fig. 18: photo of damaged vehicle (right C-pillar, AIS4 head inj., case identifier 01020435, D) ........................ 21 Fig. 19: photo of damaged vehicle (AIS1 face/leg and AIS2 arm inj., case identifier 01000858, D) .................. 22 Fig. 20: photo of damaged vehicle (AIS2 head inj., case identifier 30010491, D)............................................... 22 Fig. 21: photo of damaged vehicle (AIS2 head inj., case identifier 30020186, D)............................................... 23 Fig. 22: injuries by frequency and AIS (GR)........................................................................................................ 23 Fig. 23: photo of damaged vehicle (case identifier EK1, GR).............................................................................. 24 Fig. 24: photo of damaged vehicle (case identifier EK5, GR).............................................................................. 24 Fig. 25: photo of damaged vehicle (case identifier EK11, GR)............................................................................ 25 Fig. 26: photo of damaged vehicle (case identifier EK35, GR)............................................................................ 25 Fig. 27: photo of damaged vehicle (case identifier EK50, GR)............................................................................ 26 Fig. 28: photo of damaged vehicle, AIS6 caused by B-pillar (case identifier 1, E).............................................. 29 Fig. 29: photo of damaged vehicle, AIS2 injury of unknown origin (case identifier 2, E)................................... 30 Fig. 30: photo of damaged vehicle, AIS6 injury of unknown origin (case identifier 3, E)................................... 30 Fig. 31: left side B-pillar of damaged vehicle (same as Fig. 30, case identifier 3, E) .......................................... 31 Fig. 32: anticipated test areas................................................................................................................................ 40 Fig. 33: case vehicle, (D)..................................................................................................................................... 53 Fig. 34: x-ray of front passenger’s right shoulder (D) ......................................................................................... 54 Fig. 35: case vehicle (GR) .................................................................................................................................... 55 Fig. 36: collision opponents of passenger cars (cars without ESP, belted occupants only, F).............................. 57 Fig. 37: collision opponents of passenger cars (cars without ESP, belted MAIS2+ occupants only, F) .............. 58 Fig. 38: collision opponents of passenger cars (cars without ESP, belted fatally inj. occupants only, F) ............ 58 Fig. 39: ESP equipment rate for new vehicles in various European countries (source: Bosch) ........................... 60 Fig. 40: number of occupants of vehicles with and without ESP for different years of 1st registration (D) ......... 60 Fig. 41: lateral collision opponents of passenger cars (all cars, belted occupants only, D) .................................. 61 Fig. 42: lateral collision opponents of passenger cars (all cars, belted occupants MAIS2+, D) ........................... 61 Fig. 43: lateral collision opponents of passenger cars (all cars, belted fatally injured occupants, D)................... 62 Fig. 44: lateral collision opponents of passenger cars (cars with ESP, belted occupants, D) ............................... 62 Fig. 45: lateral collision opponents of passenger cars (cars with ESP, belted occupants MAIS2+, D) ................ 63 AP-SP83-D831 Page 68 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 List of Tables Table 1: all injury causing parts by frequency and AIS (F).................................................................................... 9 Table 2: cross-tabulation of AIS and delta-v (F) .................................................................................................. 10 Table 3: all injury causing parts by frequency and AIS (D) ................................................................................. 12 Table 4: cross-tabulation of AIS and delta-v (D).................................................................................................. 13 Table 5: cross-tabulation of AIS and delta-v (GR) ............................................................................................... 23 Table 6: injury causing parts by frequency and AIS (E)....................................................................................... 26 Table 7: injuries by severity and impact delta-v (E)............................................................................................. 27 Table 8: primary direction of force by delta-v (E)................................................................................................ 27 Table 9: injuries by severity and body region (E)................................................................................................. 27 Table 10: injury causing parts by injury severity (E)............................................................................................ 28 Table 11: top 3 injury causing parts by injured body region (E) .......................................................................... 29 Table 12: injuries by severity and causing parts (UK).......................................................................................... 32 Table 13: injuries by severity and impact delta-v (UK)........................................................................................ 33 Table 14: MAIS by vehicle side and impact location (F) ..................................................................................... 34 Table 15: MAIS by seating position and impact location (F)............................................................................... 35 Table 16: delta-v by opponent (MAIS2+ casualties, F)........................................................................................ 35 Table 17: delta-v by primary direction of force (MAIS2+ casualties, F) ............................................................. 36 Table 18: injury severity by delta-v (all injuries, F) ............................................................................................. 36 Table 19: injury causing parts by injury severity (F)............................................................................................ 37 Table 20: injured body regions for top 3 injury causing parts (F) ........................................................................ 38 Table 21: MAIS by vehicle side and impact location (D) .................................................................................... 38 Table 22: MAIS by seating position and impact location (D) .............................................................................. 39 Table 23: delta-v by opponent (MAIS2+ casualties, D) ....................................................................................... 39 Table 24: delta-v by primary direction of force (MAIS2+ casualties, D)............................................................. 40 Table 25: injury severity by delta-v (all injuries, D)............................................................................................. 40 Table 26: injury severity by body region (all injuries, D) .................................................................................... 40 Table 27: injury causing parts by injury severity (D) ........................................................................................... 42 Table 28: injured body regions for top 3 injury causing parts (D)........................................................................ 43 Table 29: MAIS by side of vehicle and impact location (GR) ............................................................................. 43 Table 30: MAIS by seating position and impact location (GR)............................................................................ 43 Table 31: delta-v by opponent (MAIS2+ casualties, GR) .................................................................................... 43 Table 32: delta-v by primary direction of force (MAIS2+ casualties, GR) .......................................................... 44 Table 33: injury severity by body region (all injuries, GR).................................................................................. 44 Table 34: injury causing parts by body region and injury severity (GR).............................................................. 44 Table 35: MAIS by side of vehicle and impact location (NL).............................................................................. 45 Table 36: MAIS by seating position and impact location (NL)............................................................................ 45 Table 37: delta-v by opponent (MAIS2+ casualties, NL)..................................................................................... 45 Table 38: delta-v by primary direction of force (MAIS2+ casualties, NL) .......................................................... 45 Table 39: injury severity by body region (all injuries, NL) .................................................................................. 46 Table 40: MAIS by side of vehicle and impact location (E)................................................................................. 46 Table 41: MAIS by seating position and impact location (E)............................................................................... 46 Table 42: MAIS by side of vehicle and impact location (UK) ............................................................................. 47 Table 43: MAIS by seating position and impact location (UK) ........................................................................... 47 Table 44: delta-v by opponent (MAIS2+ casualties, UK) .................................................................................... 48 Table 45: delta-v by primary direction of force (MAIS2+ casualties, UK).......................................................... 48 Table 46: injury severity by body region (all injuries, UK).................................................................................. 49 Table 47: injury causing parts by injury severity (UK) ........................................................................................ 50 Table 48: top 3 injury causing parts by injured body region (UK) ....................................................................... 50 Table 49: injuries by deploying side airbag (D) ................................................................................................... 53 Table 50: injury by deploying side airbag (GR) ................................................................................................... 54 Table 51: injuries by deploying side airbag (UK) ................................................................................................ 56 Table 52: collision opponents by injury outcome and ESP (F) ............................................................................ 59 Table 53: delta-v vs. primary direction of force (pole impacts, MAIS2+ occupants, F) ...................................... 59 Table 54: delta-v vs. primary direction of force (all cars, pole impacts, MAIS2+ occupants, D) ........................ 63 Table 55: delta-v vs. primary direction of force (cars with ESP, pole impacts, MAIS2+ occupants, D) ............. 64 Table 56: opponents of passenger cars in lateral impacts (belted occupants only, GR) ....................................... 64 Table 57: opponents of passenger cars in lateral impacts (belted occupants only, E) .......................................... 65 AP-SP83-D831 Page 69 of 70 APROSYS Project Accident Analysis on Car Accidents with Respect to Advanced Side Impact and Compatibility FINAL – AP-SP83-D831 AP-SP83-D831 Page 70 of 70