FIMCAR XIV: Potential of Simulation Tools

For the assessment of vehicle safety in frontal collisions compatibility (which consist of self and partner protection) between opponents is crucial. The use of simulation tools is the only way to a realistic and wide coverage (w.r.t. the real accident situations that may happen on the road) of car-to-car compatibility issues with acceptable costs. This report reviews the use of Virtual Testing (VT) in today’s European vehicle and product type approval, and the on-going work for future implementation of VT in vehicle type approval and rating. The modelling requirements and validation process are discussed both regarding barrier models and car models. Combined with the experience from the use of simulation tools in the FIMCAR project, a 4-step roadmap for implementation of VT tools in the compatibility development is proposed

FIMCAR IV: FIMCAR Models

The aim of the FIMCAR project is to develop and validate a frontal impact assessment approach that considers self and partner protection. In order to assess the influence of different test procedures and metrics on car-to-car compatibility a huge simulation programme was executed. However, car-to-car simulations with models of different car manufacturers are almost impossible to obtain because of confidentiality. In order to overcome these problems, parametric car models (PCM) were built, allowing fast modifications and more detailed generic car models (GCM) were developed for structural interaction analysis. Three different PCM representing a super mini, a large family car and an executive car were developed. By simplifying the models, computational efforts are reduced. Due to the parametric design it is possible to modify the models in an easy and fast way. The models are delivered in three crash codes (LS-DYNA, PAM-CRASH and RADIOSS) in order to be usable at all FIMCAR OEMs. The Generic Car Models (GCM) model virtual cars which represent an average real car of the respective category (super mini, small family car, executive car) in a comparable way to the OEM models. All together five different models were generated (2 super minis, 2 small family cars and one executive), again delivered in three different FE codes (LS-DYNA, PAM- CRASH and RADIOSS). The models can be used to evaluate the behaviour of the crash structure (e.g., crash pulse, deformation characteristics and intrusions). For supermini and small family categories, two models were generated in each class in order to describe the two main architectural/structural car variants that can usually be found on the road, i.e. with and without a lower load path in the frontal frame (structural elements below the main rails); the availability of both structural solutions in the GCMs is in fact important for the study of compatibility issues

FIMCAR VII: Full-Width Test Procedure: Review and Metric Development

For the assessment of vehicle safety in frontal collisions compatibility (which consists of self and partner protection) between opponents is crucial. Although compatibility has been analysed worldwide for over 10 years, no final assessment approach has been defined to date. Taking into account the European Enhanced Vehicle safety Committee (EEVC) compatibility and frontal impact working group (WG15) and the FP5 VC-COMPAT project activities, two test approaches have been identified as the most promising candidates for the assessment of compatibility. Both are composed of an off-set and a full overlap test procedure. In addition another procedure (a test with a moving deformable barrier) is getting more attention in current research programmes. The overall objective of the FIMCAR project is to complete the development of the candidate test procedures and propose a set of test procedures suitable for regulatory application to assess and control a vehicle’s frontal impact and compatibility crash safety. In addition an associated cost benefit analysis should be performed. The objectives of the work reported in this deliverable were to review existing full-width test procedures and their discussed compatibility metrics, to report recent activities and findings with respect to full-width assessment procedures and to assess test procedures and metrics. Starting with a review of previous work, candidate metrics and associated performance limits to assess a vehicle’s structural interaction potential, in particular its structural alignment, have been developed for both the Full Width Deformable Barrier (FWDB) and Full Width Rigid Barrier (FWRB) tests. Initial work was performed to develop a concept to assess a vehicle’s frontal force matching. However, based on the accident analyses performed within FIMCAR frontal force matching was not evaluated as a first priority and thus in line with FIMCAR strategy the focus was put on the development of metrics for the assessment of structural interaction which was evaluated as a first priority

FIMCAR VIII: Full-Width Test Procedure: Updated Protocol

For the assessment of vehicle safety in frontal collisions compatibility (which consists of self and partner protection) between opponents is crucial. Although compatibility has been analysed worldwide for over 10 years, no final assessment approach has been defined to date. Taking into account the European Enhanced Vehicle safety Committee (EEVC) compatibility and the final report to the steering committee on frontal impact [Faerber 2007] and the FP5 VC-COMPAT[Edwards 2007] project activities, two test approaches were identified as the most promising candidates for the assessment of compatibility. Both are composed of an off-set and a full overlap test procedure. In addition another procedure (a test with a moving deformable barrier) is getting more attention in current research programmes. The overall objective of the FIMCAR project is to complete the development of the candidate test procedures and propose a set of test procedures suitable for regulatory application to assess and control a vehicle’s frontal impact and compatibility crash safety. In addition an associated cost benefit analysis will be performed. In the FIMCAR Deliverable D 3.1 [Adolph 2013] the development and assessment of criteria and associated performance limits for the full width test procedure were reported. In this Deliverable D3.2 analyses of the test data (full width tests, car-to-car tests and component tests), further development and validation of the full width assessment protocol and development of the load cell and load cell wall specification are reported. The FIMCAR full-width assessment procedure consists of a 50 km/h test against the Full Width Deformable Barrier (FWDB). The Load Cell Wall behind the deformable element assesses whether or not important Energy Absorbing Structures are within the Common Interaction Zone as defined based on the US part 581 zone. The metric evaluates the row forces and requires that the forces directly above and below the centre line of the Common Interaction Zone exceed a minimum threshold. Analysis of the load spreading showed that metrics that rely on sum forces of rows and columns are within acceptable tolerances. Furthermore it was concluded that the Repeatability and Reproducibility of the FWDB test is acceptable. The FWDB test was shown to be capable to detect lower load paths that are beneficial in car-to-car impacts

Guidelines on the diagnosis, treatment and management of visceral and renal arteries aneurysms: a joint assessment by the Italian Societies of Vascular and Endovascular Surgery (SICVE) and Medical and Interventional Radiology (SIRM)

: The objective of these Guidelines is to provide recommendations for the classification, indication, treatment and management of patients suffering from aneurysmal pathology of the visceral and renal arteries. The methodology applied was the GRADE-SIGN version, and followed the instructions of the AGREE quality of reporting checklist. Clinical questions, structured according to the PICO (Population, Intervention, Comparator, Outcome) model, were formulated, and systematic literature reviews were carried out according to them. Selected articles were evaluated through specific methodological checklists. Considered Judgments were compiled for each clinical question in which the characteristics of the body of available evidence were evaluated in order to establish recommendations. Overall, 79 clinical practice recommendations were proposed. Indications for treatment and therapeutic options were discussed for each arterial district, as well as follow-up and medical management, in both candidate patients for conservative therapy and patients who underwent treatment. The recommendations provided by these guidelines simplify and improve decision-making processes and diagnostic-therapeutic pathways of patients with visceral and renal arteries aneurysms. Their widespread use is recommended

Fossa navicularis magna

A notchlike bone defect in the basiocciput due to a prominent fossa navicularis was incidentally discovered in a patient referred for radiologic evaluation of sinusitis. MR images showed that the osseous defect was filled with lymphoid tissue of the pharyngeal tonsil. The occurrence of this anatomic variant is discussed, with reference to ancient anatomic works

SafeEV : Current and planned activities

Within the next ten to 15 years more and more small (and alternative drive train) vehicles will come to the roads. The latest results of the Automotive Landscape study by Roland Berger Consulting states that „Small vehicles will grow fastest across the globe“ by 2025. This trend will motivate in particular the development and market introduction of alternatively powered / small electric vehicles. Especially for urban areas these SEVs will be beneficial due to e.g. less space required, better mobility incl. parking, zero/reduced local emissions (related to local regulations), etc. The main objective of SafeEV is the development and application of new advanced simulation tools & methods aimed at improved protection of pedestrian and occupants of electric vehicles (EVs) in the future on urban areas

SafeEV: Current and planned activities

Within the next ten to 15 years more and more small (and alternativedrive train) vehicles will come to the roads. The latest results of theAutomotive Landscape study by Roland Berger Consulting states that„Small vehicles will grow fastest across the globe“ by 2025.This trend will motivate in particular the development andmarket introduction of alternatively powered / small electric vehicles.Especially for urban areas these SEVs will be beneficial due to e.g.less space required, better mobility incl. parking, zero/reduced localemissions (related to local regulations), etc.The main objective of SafeEV is the development and application ofnew advanced simulation tools & methods aimed at improvedprotection of pedestrian and occupants of electric vehicles (EVs) in thefuture on urban areas