SAFETY ENHANCED INNOVATIONS FOR OLDER ROAD USERS. EUROPEAN COMMISSION EIGHTH FRAMEWORK PROGRAMME HORIZON 2020 GA No

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1 SAFETY ENHANCED INNOVATIONS FOR OLDER ROAD USERS EUROPEAN COMMISSION EIGHTH FRAMEWORK PROGRAMME HORIZON 2020 GA No Deliverable No. Deliverable Title Dissemination level D3.3b Updated Pedestrian Impactor Certification Public Written by Burleigh, Mark Lemmen, Paul Humanetics Humanetics Zander, Oliver BASt 20/10/2017 Checked by Hynd, David TRL 16/10/2017 Alba Fornells IDIADA 16/10/2017 Approved by Wisch, Marcus BASt 30/10/2017 Issue date 30/10/2017 This project has received funding from the European Union's Horizon 2020 research and innovation programme under grant agreement No

2 EXECUTIVE SUMMARY This SENIORS deliverable report presents certification instructions and results for the physical Flexible Pedestrian Leg form Impactor (Flex PLI) which is to be tested and evaluated with two versions of an Upper Body Mass (UBM) to produce realistic kinematics and loading to the test tool. The second dynamic certification of the new assembly with an UBM will be needed and will evolve once both designs have been tested and the best performing tool has been chosen. When satisfactory kinematics, durability and repeatability are established draft certification procedures and corridors would be produced for component parts and the full assembly. Injury criteria already exist for the tibia and knee ligaments but femur injury criteria will need to be established. One leg has been supplied by Humanetics for this testing and its certification details are reported in this deliverable. The Thorax Injury Prediction Tool (TIPT) has not yet been physically tested. So far this has only been simulated. This tool is based on the European Side Impact Dummy (ES-2) which is a standard regulated dummy. As such standard certification requirements already exist. A new full assembly linear guided impact test certification procedure is to be adopted. For the Head Neck Impactor (HNI) it has been decided not to test with this tool due to results in simulation. The potential benefit that would be gained from using such a tool has not yet been sufficiently illustrated at this time. Further research is needed with this design. Details are reported in deliverable D3.2b. Contributions of the partners: HIS Certification TRL/BASt Report review Page 2 out of 57

3 Contents Executive summary The EU Project SENIORS Background to this Deliverable Objective of this Deliverable Certification Introduction Flex PLI Leg Static Tests, Femur and Tibia Results Static Tests Femur and Tibia Knee Certification Results Knee Certification Pendulum Dynamic Certification Inverse Dynamic Certification Results Inverse Test Upper Body Mass Flexible Element Certification Upper Body Mass Full assembly Certification UBM Launch Requirements UBM Rigid Launch Requirements UBM Flexible Element Launch Requirements UBM Assembly Rigid Upper Body Mass Assembly Flexible Upper Body Mass Assembly Damage Check List Spares Provided TIPT (Thorax Injury Prediction Tool) Ribs Full TIPT Assembly Certification Summary and Conclusions References Appendices Acknowledgments Disclaimer Page 3 out of 57

4 1.1 THE EU PROJECT SENIORS Because society is aging demographically and obesity is becoming more prevalent, the SENIORS (Safety ENhanced Innovations for Older Road users) project aims to improve the safe mobility of the elderly, and obese persons, using an integrated approach that covers the main modes of transport as well as the specific requirements of this vulnerable road user group. This project will primarily investigate and assess the injury reduction in road traffic crashes that can be achieved through innovative and suitable tools, test and assessment procedures, as well as safety systems in the area of passive vehicle safety. The goal is to reduce, the numbers of fatally and seriously injured older road users for both major groups: car occupants and external road users (pedestrians, cyclists, e-bike riders). The overall scope for the SENIORS project is shown in the flowchart. Quantification of needs Literature (injury, behaviour, ) Accident studies Initial benefit assessment Achievable injury prevention Analysis of risks Derivation of safety strategies IDENTIFICATION OF NEEDS / PRIORITIES FOR OLDER ROAD USERS Prioritise Future project activities Biomechanical testing Dummies / impactors Numerical models Injury criteria IMPROVED TOOLS Injury risk curves Test procedures Assessment procedures * To be confirmed from the accident analysis CAR OCCUPANT Better older thorax IRC * Obese occupant Active HBM PEDESTRIAN/CYCLIST Flex-PLI with UBM Head-neck Pedestrian thorax Head-neck and pedestrian thorax will be early-stage research Safety of older road users Effectiveness of new tools and advantages of new procedures Applied to current and advanced new safety systems Passive Active BENEFIT AND IMPACT ASSESSMENTS Integrated benefit analysis Figure 1. Flowchart of the SENIORS project Page 4 out of 57

5 1.2 BACKGROUND TO THIS DELIVERABLE After the introduction of the Flexible Pedestrian Leg Impactor (Flex PLI) into regulation (22 January 2015) it was reported that on higher bumper cars such as Sports Utility Vehicles (SUVs) the leg had shown some short comings in predicting injury. This was due to the leg not having an upper body like a human to load the upper part of the leg as the leg was not bending when impacting the high flat bumper profile of an SUV. The mass of the body flies over the top of the leading edge of the bonnet and bends the femur and in the case of the Flex PLI allows sensors in the leg to predict injury. The addition of this mass has shown in simulation to have more realistic kinematics like a human. Therefore by adding a mass to the top of the Flex PLI, improved injury prediction will be achieved. It has been shown from real life data, see e.g. (Wisch, 2017), and from simulation that one of most injured areas in pedestrian collisions with vehicles is the thorax along with the head. There are head impactors to test the ability of car bonnets for potential injury but nothing for the thorax. SENIORS are proposing a test tool The Thorax Injury Prediction Tool (TIPT) to test the ability of car bonnets against thorax injury. 1.3 OBJECTIVE OF THIS DELIVERABLE The objective of this deliverable is to develop certification procedures to ensure the test tools are in a repeatable condition before each test series by testing component parts and the fully assembled tools using various laboratory test methods. Along with standard certification for the Flex PLI with Upper Body Mass (UBM) and the TIPT, new full assembly certification tests are to be defined. Draft corridors are to be proposed later in the project. The methods for these tests are reported in this report. Assembly and condition checks for the leg and flexible UBM have also been included in this document. Page 5 out of 57

6 2 CERTIFICATION 2.1 INTRODUCTION In SENIORS the Flex PLI is being modified to include an upper body mass representing the influence of pedestrian s torso on the impact response. Two design variants are proposed: 1) A mass rigidly connected to the top of the Flex PLI as previously proposed in European funded project APROSYS (Advanced PROtection SYStems) report D3.3.3H. (J Bovenkerk et al., 2009) 2) A mass connected with a flexible rubber element As indicated in the Design Specification deliverable report (Burleigh M et al., 2016) the certification of the Flex PLI with UBM will largely follow existing certification procedures for the Flex PLI (GRSP, 2013). For the design variants with the UBM an additional inverse test should be considered due to the different loading conditions to the leg, potentially with a different impact height loading the femur rather than the knee. The main reason for the UBM is to load the femur in high bumper vehicle impacts like SUVs as the standard Flex PLI does not bend the femur due to the vertical face of the high bumper. By adding a mass to the top of the leg representing the lower torso, this creates a bending force in the femur due to the mass going over the leading edge of the bonnet. Thus the additional inverse test is meant to create a humanlike response in the leg as in real accidents. Certification should be carried out after every 10 vehicle tests. If low speed tests are carried out the certification interval can be longer but should be done before a new test lab starts testing. All certification tests shall be conducted in a temperature controlled test environment with a stabilized temperature of 20 ±2 C and the temperature shall be recorded. 2.2 FLEX PLI LEG The Flex PLI leg is used to evaluate pedestrian protection against passenger vehicles in the event of a collision. Its name Flex is due to the flexible nature of the design where each leg segment is hinged and the knee is a floating design on springs and wires. The leg has been biofidelically designed to be struck from the side as if the person was struck walking perpendicularly across the road. Development started in 2000 and the leg went through four development stages before regulation in January The leg has a number of calibration stages before certification (see Table 1, Steps 0a to 1b). This table also includes recommended calibration maintenance intervals (Table 1, Page 6 out of 57

7 Steps 2-4). After calibration of the sensors there are three quasi static component tests on the femur, knee and tibia. The aim of the static tests is to try and ensure the component parts are in a condition to pass the full assembly tests. For consumer rating applications these are followed with a dynamic test consisting of an 8.1 kg linearly guided aluminium honeycomb faced impactor striking the leg while free hanging in the knee. It is called an inverse test as it is the opposite of the test tool being fired at a car bumper as in the vehicle assessment requirement. In regulation ECE R127 there is also a pendulum test which has a lower impact speed striking the same impact location as the inverse test but generating the same bending moments. Certification instructions can be taken from (E/ECE, 22 January 2015) and for full certification details see Humanetics user manual (Humanetcs, 2017a). Table 1. Flex PLI calibration and certification steps Step Description When Required Pass-Fail Requirement 0a 0b 0c 0d 1a 1b Femur Gauge Calibration Tibia Gauge Calibration String Potentiometer Calibration Accelerometer Calibration Femur Assembly Bending Test Tibia Assembly Bending Test Knee Assembly Bending Test Dynamic Pendulum Impact Dynamic Linear Guided Impact 1. Annually, recommended 2. After exceeding injury thresholds +10% for FLEX-GTR in an application test, recommended 1. ±1.0% linearity full scale 2. ±2.0% hysteresis full scale all gauges 1. Annually ±1.0% (VRCI-P-100A) 1. Annually 1. ±1.0% linearity full scale 1. Annually recommended 2. After exceeding injury thresholds +10%, recommended 3. After maintenance and/or component exchange, recommended 1. Annually recommended 2. After exceeding injury thresholds +10%, recommended 3. After maintenance and/or component exchange, recommended 1. Annually 2. After 10 vehicle tests max 3. After exceeding injury thresholds +10% 4. After maintenance and/or component exchange 1. Annually 2. After 30 vehicle tests 3. After exceeding injury thresholds +10% 4. After maintenance and/or component exchange 1. Femur centre bending moment-deflection corridor 2. Tibia centre bending moment-deflection corridor 1. MCL moment - elongation corridor 2. ACL and PCL moment - elongation corridors 1. Peak bending moment tibia 1, tibia 2, tibia 3 and tibia 4 2. peak elongation MCL, PCL and ACL 1. Peak bending moment tibia 1, tibia 2, tibia 3 and tibia 4 2. Peak elongation MCL, PCL and ACL Page 7 out of 57

8 2.3 STATIC TESTS, FEMUR AND TIBIA This operation requires the use of a materials testing load frame machine with high definition load cell and the regulated certification fixture, see Figure 2 for a picture of the femur under loading. All details for the femur and tibia assembly static tests including required corridors can be found in the Humanetics user manual. (Humanetics, 2017a). Figure 2. Bone Assembly Fixture (femur shown under bending) 2.4 RESULTS STATIC TESTS FEMUR AND TIBIA See Appendix 1 for initial static leg bone tests results of leg used in SENIORS testing. Sensor sensitivities are included in Appendix 5 for input into test laboratory Data Acquisition System for accurate performance of sensors. 2.5 KNEE CERTIFICATION This operation requires the use of a materials testing machine with high definition load cell and some parts from the regulated test fixture, see Figure 3 setup prior to loading. For test details refer to Humanetics manual. (Humanetics, 2017a) Page 8 out of 57

9 Figure 3. Knee Certification Fixture 2.6 RESULTS KNEE CERTIFICATION See Appendix 2 for initial knee static tests results of leg used in SENIORS testing. 2.7 PENDULUM DYNAMIC CERTIFICATION The dynamic pendulum certification test is carried out on a test rig, diagrammatically shown in Figure 4. Only seven channels are required and must meet the UN-R requirement (UNECE, 22 January 2015). The leg should be tested with its on-board Data Acquisition System (DAS) to obtain complete certification of the tool. As the project is following the European New Car Assessment Programme (NCAP, 2016) protocols only the high-speed inverse test is required. However for reference purposes the leg was certified to the pendulum test before testing. Page 9 out of 57

10 Figure 4. Diagram of Dynamic Pendulum Fixture This test could be carried out at any time if required to check leg function before testing. The leg assembly is tested with the flesh cover parts fitted and the leg is upside down, so that the leg pivots from the bottom of the tibia. This is to increase the amount of test energy to have similar loading level to a vehicle impact; an additional 5.0kg mass was added to the femur end to achieve this. See Humanetics manual for full details (Humanetcs, 2017a). 2.8 INVERSE DYNAMIC CERTIFICATION The preparation for the leg and execution of the test is described in the Humanetics manual (Humanetics, 2017a). The seven injury channels must meet the test corridors as stated in UN Regulation (UNECE, 22 January 2015). The leg should be tested with its onboard DAS to obtain complete certification of the tool. The inverse test is a dynamic calibration test where the fully assembled leg is suspended stationary vertically ±2 from a sprung hook which releases within 10 ms after impact. The Page 10 out of 57

11 leg is struck with a linear guided impactor of 8.15 ± 0.1 kg mass including the honeycomb face with an impact velocity of 11.1 ±0.2 m/s (40 km/h). See Figure 5. Hanging System Y axis Z axis X axis release the FlexPLI within 10 ms after the moving ram impact Hanging Bracket tilted 15 towards ram FlexPLI with Flesh (cross sectional image) Moving Moving ram ram Total Total mass Mass: ,1 ±0.1 +/- Kg 0.05 incl kg honeycomb Impact speed 11.1 ±0.2 m/s Impact speed: 11,1 +/- 0.2 m/s Depth Depth (d) /- ± 5 2mm mm 0 +/- 2 mm at impact Knee joint center Impact Direction Moving ram guide Impact face Honeycomb Width Width (w) /- ± 25mm Depth Length (l) ± +/- 5 mm 2 mm Crash strength: 75 +/- 10% psi Figure 5. Diagram of Dynamic Inverse Certification Test set up 2.9 RESULTS INVERSE TEST See Appendix 4 for initial inverse tests results of leg used in SENIORS testing UPPER BODY MASS FLEXIBLE ELEMENT CERTIFICATION At the current status of the SENIORS project, no certification of the flexible element is foreseen prior to testing. This would be done if the design provided good performance during testing and would be a component pendulum test. Therefore only the rubber hardness was checked (see Figure 6 below). A hardness of 72.5 Shore A was recorded. Page 11 out of 57

12 Figure 6. UBM flexible element hardness recording The dynamic certification test would be carried out after testing and reported in WP4. A plate would be made to allow the flexible element to be attached to a 572 subpart E pendulum. (Federal, 1992). For practical reasons a modified heavier version of Q dummy head form would be used (Humanetics, User Manual Q3 Advanced 3 year old child Rev G, 2016) for this test at a speed of 6.05 ±0.1 m/s which is close to the highest practical speed for this pendulum. The pendulum would impact a honeycomb stop to provide a controlled deceleration. The flexible element rotations would be measured using 2 potentiometers as fitted to the head form. See figure 7 for Q3 dummy head form example. The maximum head flexion angle relative to the pendulum will be recorded along with the deceleration velocity timing. Refer to Q3 lumbar spine certification for details. (Humanetics, User Manual Q3 Advanced 3 year old child Rev G, 2016). Three flexible elements would be tested and draft corridors established for angle and deceleration. The rubber element design could also be refined to improve performance, e.g. harder rubber or repositioned internal wires. Page 12 out of 57

13 Figure 7. Head form example (Q3 dummy lumbar spine certification) 2.11 UPPER BODY MASS FULL ASSEMBLY CERTIFICATION As mentioned in the introduction 2.1 a full assembly test will be needed to establish the full condition of the leg prior to testing. This applies to both flexible and rigid UBM leg assemblies. It is proposed to have an additional inverse test to the standard leg by impacting the center of the femur with the UBM attached. The leg would be hung in a similar way to the current leg and released on impact. The same 8.15 kg linear guided mass with impact speed 11.1 m/s would be used. This test would then represent high bumper (SUV type) loading to the leg which the upper body mass was designed to address. See Figure 8. Page 13 out of 57

14 Figure 8. Diagram of dynamic inverse test for leg with UBM 2.12 UBM LAUNCH REQUIREMENTS The UBM adds a significant mass (6.85 kg) to the top of the leg that will require support when being accelerated from the pusher of the launch platform. Therefore any pusher plate used for the leg without UBM will need modification along with pusher angle adjustment to allow for gravity in free flight to meet the intended impact target. Below are additional parts to adapt the pusher plate at BASt for the rigid and flexible UBM UBM RIGID LAUNCH REQUIREMENTS An extension has been added to the top of the aluminium pusher with an adjustable pusher bar to directly push the UBM (see Figure 9). This is the setup reported in the APROSYS project report (J Bovenkerk et al., 2009). Page 14 out of 57

15 Figure 9. Rigid UBM pusher arrangement 2.14 UBM FLEXIBLE ELEMENT LAUNCH REQUIREMENTS Like with the rigid pusher used on the UBM the flexible element follows the same principle to support the UBM when accelerating the leg towards the vehicle (see Figure 10). This shows the supporting bar at the rear of the mass located on its cg and the hanging bar to hold the leg which passes through the base plate of the UBM assembly. Figure 10. Flexible UBM pusher arrangement with mass and without The pusher bar is positioned on the centre of gravity of the UBM above the flexible element; see Figure 11 below for dimensions. Page 15 out of 57

16 Figure 11. Flexible UBM pusher location dimensions Page 16 out of 57

17 3 UBM ASSEMBLY Refer to Humanetics Flex PLI manual starting at section 3 page 47 for the standard Flex PLI leg assembly (GRSP, 2013). For the two upper body masses, assembly s details are as follows. 3.1 RIGID UPPER BODY MASS ASSEMBLY The rigid UBM consists of four parts: a base plate, a lower slide rail, an upper slide rail and the mass, see Figure 12 below. Figure 12. Rigid UBM (J Bovenkerk, 2009) The rigid mass can be mounted in four ways by either reversing the way the mass is screwed to the upper slide rail for height or moving the base plate back for a more rearward position (see Figure 13). This is to investigate the most effective position of the mass for injury and kinematics. Page 17 out of 57

18 Center lower Center upper Offset lower Offset upper Figure 13. Rigid mass four positions adjustment (J Bovenkerk et al., 2009) To assembly the rigid mass remove the top plate on the femur of Flex PLI leg by removing the 4x M6 button head cap screws. Replace with the base plate (shown as purple part in Figure 13. Then bolt the lower slide rail to the upper slide rail with 4x M6 socket cap head screws (two grey parts in figure 13). Fit the slide rail assembly to the base plate noting there are two position options available, in line with the base plate or set back 20 mm. Position as required and fix with 4x M8 screws. Finally fit the mass. Note there are two height positions for the mass as the mass can be inverted. Screw on the mass as required on the M38 mm thread and tighten using the two holes on the end of the mass. Dis-assembly can be the reverse of assembly or the 4x M8 screws can be removed. 3.2 FLEXIBLE UPPER BODY MASS ASSEMBLY The flexible UBM consists of five parts, a stainless steel top plate to maintain Flex mass specification, an aluminium base plate to connect to the flexible element, the flexible element assembly, the mass and a urethane cover to represent the pelvis flesh and protect the mass. See Figure 14 and 15 and parts list Table 2. Page 18 out of 57

19 Figure 14. Picture showing upper body mass initial trial setup Figure 15. Flexible UBM Page 19 out of 57

20 Table 2. Parts list for flexible element UBM ITEM QTY PART No DESCRIPTION M6 X 1 X 40 LG SHCS TOP PLATE RUBBER ELEMENT ASSY M6 X 1 X 20 LG SHCS M6 X 1 X 20 LG BHCS WASHER M6 X 1 X 35 LG BHCS 8 2 M6 X 1 X 35 LG FHCS BASE PLATE UPPER BODY MASS UBM COVER To assemble the flexible element UBM remove the top plate from the femur of the flex PLI by removing the 4x M6 button head cap screws. Lay over the top plate item 2 and base plate item 9, align the 4x holes with the leg and fit the 2x M6 x 35 long button head screws and the 2x 35 long flat head screws both 35 mm long. Align the rubber element assembly with the dowel holes and attach to the base plate with 4x M6 x 20 long socket head cap screws. Align the dowels of the UBM with the rubber element assembly and secure using 4x M6 x 40 long socket head cap screws. Finally fit the cover aligning the dowels at the front of the UBM and secure with the 8 washers and M6 x 20 long button head screws. Dis-assembly would be the reverse of assembly. Page 20 out of 57

21 4 DAMAGE CHECK LIST See Table 3 below for items to be checked periodically during testing and before certification. Table 3. Leg and UBM part check list for damage ITEM INSPECT FOR Plastic segments Cracks, excessive play Links Too lose Double sided tap No sticky or folded over Rubber bumper stops In central position and not damaged Outer Neoprene covers Tears and cuts, zipper damage End cover Cracks and wear Shoulder bolts Are tight along with M6 button head screws (3 Nm) Knee meniscus Worn or broken, bronze bushes are tight Steel cables Adjusted correctly Transducer leads Torn cables Leg bone cores Significant cracking String potentiometers Strings are tight on assembly UBM flex element Tears, cracks and distortion UBM flex element wires Wire not pulled out of end fitting or wire damaged UBM flex element nuts Nuts are tight and no play in wire, if lose check fittings UBM flex element cover Tears, cracks and wear UBM flex element Tears, cracks and distortion Page 21 out of 57

22 5 SPARES PROVIDED See Table 4 below for spares provided in case of part failure. Table 4. Spares list of parts provided by Humanetics Part Number Quantity Description PLATE, MENISCUS W/SHARPSERT STRING POT ASSY 150MM R, TO 7 PIN MALE STRING POT ASSY 150MM L, TO 7 PIN MALE PCB BONE ASSY, 3 CHANNEL, FEMUR, T/C PCB BONE ASSY, 4 CH TIBIA, T/C CABLE ASSEMBLY - KNEE ML CABLE ASSEMBLY - KNEE AP LINK SEGMENT ASSEMBLY, INNER SEGMENT TOP, FEMUR SEGMENT ASSY, INNER - CLOSEST TO KNEE SHOULDER BOLT COVER, INNER, FEMUR, BATCH CERTIFIED COVER, OUTER, FEMUR, BATCH CERTIFIED COVER, INNER, TIBIA, BATCH CERTIFIED COVER, OUTER, TIBIA, BATCH CERTIFIED COVER, FLEX PLI GTR, BATCH CERTIFIED SHIM BONE CLAMP (TO -05) OPTIONAL SHIM 0.05 OPTIONAL SHIM, 0.1 THICK OPTIONAL SHIM, 0.2 THICK OPTIONAL Page 22 out of 57

23 6 TIPT (THORAX INJURY PREDICTION TOOL) The Thorax Injury Prediction Tool (TIPT) is an ES-2 upper torso including arm, shoulders and thorax with three ribs (instrumented for deflection). Figure 16 shows the TIPT FE model at the impact location on a generic vehicle. Additional brackets will be attached to the top and bottom of the test tool to allow it to be launched at vehicle bonnets. For the standard ES-2 parts only the three rib modules can be certified and these will be certified using the standard ES-2 certification procedures. For full rib certification details see Humanetics user manual (Humanetics, 2017b). As there is not a full body other dynamic standard tests like shoulder and thorax cannot be done. Therefore a new assembly test is proposed. Figure 16. TIPT FE simulation example on generic simulated vehicle 6.1 RIBS Two components of the rib unit determine the performance: the damper and the rib. If the rib unit fails the test, component inspection tests should be carried out. The certification tests of the ES-2 thorax as well as the component inspection tests are performed on a drop test rig, see Figure 18. The procedure for rib certification is shown in Figure 17. Page 23 out of 57

24 Figure 17. ES-2 thorax certification flow chart (Humanetics, 2017b) Figure 18. ES-2 rib unit certification test set up (Humanetics, 2017b) Page 24 out of 57

25 6.2 FULL TIPT ASSEMBLY CERTIFICATION Full assembly certification for the TIPT will require a new certification test performed using a linear guided impactor. This setup would use the same dynamic test rig as the Flex PLI inverse certification test. This allows the TIPT to be tested in an unrestrained condition as per the vehicle test. The impactor could have the same 8.15 mass but will have a 20 degree impact angle to reflect the same conditions as the physical vehicle test. The configuration is shown in Figure 19. The impactor speed will likely be less than the 40 kph used on Flex PLI as the TIPT impact is not normally more than 20 kph due to the secondary impact speed of the torso after leg impact. With a lower speed a higher mass could be used. The TIPT would be suspended vertically over its cg using 3 or 4 wires so that the TIPT is stable. The assembly would be released on impact so there would be no restrictive effect from the supporting structure. Accelerometers could be fitted to either T1 or T12 to review test repeatability as well as the rib deflections. A suit cover will be fitted and the arm is to be sown into the Neoprene suit to restrain the arm for repeatability as per in the vehicle test. The arm should reduce potential damage to the ribs, acting as a loaded buffer. If the test above does not show repeatable results, the arm could be removed and the TIPT retested to see if this improves repeatability. In this case the arm would be removed from the TIPT vehicle tests. TIPT Updates to this test, if any, will be reported in D4.1. Figure 19. TIPT full assembly dynamic certification (suit not shown) Page 25 out of 57

26 7 SUMMARY AND CONCLUSIONS The present deliverable shows certification requirements for the Flex PLI and TIPT to ensure the test tools are in a repeatable condition before each test series. Like for other ATD s the tests consist of component and fully assembled test tool configurations. For the Flex PLI with UBM a new additional dynamic inverse test has been proposed, using the same 8.15 kg linear guided mass impacting the center of the femur at 11.1 m/s. A new component pendulum certification test of the UBM flexible element has also been proposed. For the TIPT a new dynamic certification test is proposed with a sloping impactor to represent a bonnet profile. This rib assembly test with a straight arm assembled on the impact side is loading the ribs through the arm. The HNI is not to be physically tested in the project as the performed simulations did not reveal the benefit as previously expected, according to the APROSYS project results (Brüll et al., 2008). See report D3.2b for details. Testing generally follows standard certification testing and uses existing laboratory equipment. For all tests carried out before testing, references to the procedures and equipment is provided. For the new proposed full certification assembly tests for the Flex PLI with UBM and TIPT further refinement could be necessary to verify the setups and establish draft corridors. For Flex PLI with UBM it is not yet possible as the selection of rigid and flexible element designs are still to be analyzed in terms of performance. Also for the TIPT the physical hardware to hang and impact the assembly has not yet been manufactured. Any updates to the draft certification procedures will be provided in the SENIORS Deliverable 4.1. In addition to the test tool certification requirements assembly/dis-assembly, handling and part condition checks after testing has been provided for the new test tools in this deliverable. Page 26 out of 57

27 Glossary Term Definition APROSYS Advanced Protection Systems; Large scale EU FP5 project ACL Anterior Cruciate Ligament; part of the structure of the knee ATD Anthropometric test device; sometimes known as a crash test dummy BASt Bundesanstalt für Straßenwesen CAE Computer Aided Engineering ES-2 European Side Impact Dummy (EuroSid 2) CoG Center of Gravity FE Finite Element; a type of numerical modelling FlexPLI Flexible Pedestrian Legform Impactor HBM Human Body Model HNI Head-neck impactor ISO International Organization for Standardization MCL Medial Collateral Ligament PCL Posterior Cruciate Ligament; part of the structure of the knee PMHS Post Mortem Human Subject UBM Upper Body Mass SENIORS Safety ENhanced Innovations for Older Road users TIPT Thorax Injury Prediction Tool TRL Transport Research Laboratory UBM Upper Body Mass Page 27 out of 57

28 REFERENCES Brull.et.al. (2009). Brull S, Brvenkerk J New and improved test methods to address head Impacts. APROSYS (D3.3.3C) AP-SP33-021R. APROSYS. Burleigh M, L. P. (2016). Design Specifications for improved pedestrian test tools. Burleigh M, Lemmen P, Zander O. (2016). Design specifications for improved pedestrian tools (D3.1b) SENIORS Deliverable Report. Federal, U. (1992). US Federal Regulation Part 572 Anthropomorphic Test dummies, subpart E 50th percentile Male, issued August 1, 1973; Consolidated as CFR 49 dated October 1, 1991; Ammended by Vol. 56. No 220 November 14, 1991 and Vol. 57. No 199 October 14, Humanetics. (2017a). User Manual Flex PLI User Manual Flex PLI GTR Rev J. Retrieved from Humanetics Inovative Solutions Inc. Humanetics. (2016). User Manual Q3 Advanced 3 year old child Rev G. Humanetics. (2017b). User Manual Harmonized ES-2. E H Rev H. Retrieved from Humanetics Inovative Solutions Inc. J Bovenkerk, O. Z. (2009). Evaluation of the extended scope for FlexPLI obtained by adding an upper body mass. APROSYS (D3.3.3H) AP-SP33-026R. APROSYS. NCAP, E. (2016). EURO NCAP. Retrieved from EURO NCAP Pedestrian testing protocol: UNECE. (2015). IG onun-r UNECE. Flex PLI GTR User Manual. GTR Rev3e. Retrieved from wiki.unece: UNECE. (22 January 2015). United Nations Economic Commision for Europe Agreement Concerning the Adoption of Uniform Technical Prescriptions for wheeled Vehicles, Equipment and Parts which can be fitted and/or be Used on Wheelde Vehicles and the Conditions for Reciprical Recognition of Approvals Granted on the Basis of these Prescriptions (Revision 2, including the amendments which were entered into force on 16 October 1995) Addendum 126: Regulation No series of amendments to the Regulation Date of entry into force: 22 January Uniform provisions concerning the approval of motor vehicles with regard to there pedestrian safety performance. Wisch M, Lerner M, Vukovic E, Hynd D, Fiorentino A, Fornells A (2009). Injury Patterns of Older Car Occupants, Older Pedestrians or Cyclists in Road Traffic Crashes with Passenger Cars in Europe Results fromseniors. IRCOBI Conference Proceedings IRC Page 28 out of 57

29 APPENDICES Appendix 1 Femur and tibia quasi static certification results Page 29 out of 57

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31 Appendix 2 Knee quasi static certification results Page 31 out of 57

32 Appendix 3 Pendulum dynamic certification results Page 32 out of 57

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36 Appendix 4 Inverse dynamic certification results Page 36 out of 57

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40 Appendix 5 Page 40 out of 57

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57 ACKNOWLEDGMENTS This project has received funding from the European Union's Horizon 2020 research and innovation programme under grant agreement No DISCLAIMER This publication has been produced by the SENIORS project, which is funded under the Horizon 2020 Programme of the European Commission. The present document is a draft and has not been approved. The content of this report does not reflect the official opinion of the European Union. Responsibility for the information and views expressed therein lies entirely with the authors. Page 57 out of 57