Passive Restraint
- 1. Introduction to Proton Vehicle Safety Presented on 22th April 2006 For Lesson Learnt Program.
- 2. Proton Vehicle Safety -Introduction -Overview -Active Safety -Passive Safety -Percentage of Fatal Accident -Effect of Restraint System on Frontal Collision
- 3. -Effect of Velocity against Time to Occupant -Competent Institutes of Assessment -Computer Simulation (Crash Test) -Side Impact -Roof Crush -Frontal Impact (40% ODB)
- 4. -Full Car Safety Test -List of Requirements for the purposes of European Vehicle Type Approval -Summary
- 5. Introduction Learning from the true story is of prime importance in order to make safe vehicles, it is first necessary to learn from the actual condition, which is why Proton believes that accident statistical data and analysis of accidents are important. Data and analyses are undertaken with the cooperation from various organizations, including the Jabatan Keselamatan Jalan Raya (Road Safety Department), Jabatan Pengangkutan Jalan (Road and Transport Department), Police Department etc.
- 6. A comprehensive perspective encompassing accidents, drivers and vehicles. Proton will investigates the conditions under which the accidents occurred, the damage caused, the way in which vehicles were used, weather conditions, road surface conditions, etc., and uses the findings as feedback for safety development. Proton is also participating in establishing and amendment of Malaysian Standards with respects to Passive Safety together with other organizations in Malaysia. About three standards are already in effective and few more to come near future.
- 7. Standards which are already in effective are the followings : MS1154:2003 Specification for webbing for car seat belts. MS1175:2003 Specification for seat belts for motor vehicles. MS75: 2002 Specification for anchorages for seat belts Standards yet to be revised : MS594: 2004 Specification for Child seat for automotive. Head on collision. Rear end collision. Protection of occupants against a frontal collision. Protection of occupants against lateral collision.
- 8. Overview At Proton , we believe that the safety of an automobile is the sum of several systems working together. SRS (supplementary restrained system) is just supplemental. We deliver our commitment to safety which most people will not notice and hope never to utilise. Proton safety is based on the following approach : 1. Active Safety 2. Passive Safety
- 9. Active Safety Proton considers the followings to be an added important factor in active safety : Ergonomics for driver’s access on the surroundings. Ease of operations. Driving environment. Improvement of visibility To design a vehicle that will helps the driver to avoid accident is actually an active safety.
- 10. Passive Safety Passive Safety is the protection of the car’s occupants in the event of an accident. Covers components of a vehicle to minimize the chance and severity of injury for the occupants of vehicles and or other road user in the event of a crash. There are two steps: protection from the impact of a collision, and protection from injury not resulting directly from the first impact (e.g. fire). We have made a great efforts to give our car an extremely high level of passive safety, with new innovations in all areas of the car’s construction.
- 11. Percentage of Fatal Accident C A B C COLLISION TYPE RATIO % A FRONTAL IMPACT 60 B SIDE IMPACT 25 C REAR IMPACT 15
- 12. Effect of Restraint System on Frontal Collision HIC 1500 Safety Limit 1000 150 Vehicle Speed (km/hr) About 400 HIC decrease 50 30 Big injury Fatal injury Death 1 2 3 Note : 1. No Seat Belt 2. 3 point Seat Belt 3. 3 point Seat Belt with Air Bag
- 13. The graph shows the fatality rate differs by the equipment level used by the occupants during sudden stop (accident). Those without belted, the occupants will experienced fatal injury at only a vehicle speed of 30km/hr. For belted occupants, fatal injury is highly likely to occur at a vehicle speed of more than 50km/hr and those belted with airbag, the fatality is highly likely to occur at a vehicle speed from 80km/hr. Survey shows that average speed for a collision occur at a vehicle speed of 36km/hr.
- 14. G3 G2 Note: G1-unrestraint occupant velocity G2-restraint occupant velocity G3-vehicle velocity Time Velocity Primary Impact Effect of Velocity against Time to Occupant G1 Speed does not kill, sudden stop will. For less injury ; G2 < G1 The best restraint condition ; G2 = G3 Summary
- 15. The graph explains that at primary impact, unrestrained occupant’s velocity is even higher than the vehicle’s velocity after impact. The restrained occupant’s velocity is also higher than the vehicle’s velocity. To have the best restrained condition , occupant’s velocity is to be designed in such a way that the occupant’s velocity is the same to the impacted vehicle’s velocity. This could be done through having the airbag and pre tensioner seatbelt etc.
- 16. Computer Simulation (Crash Tests) To analyze the deceleration rate of the vehicle and the occupants behavior when a vehicle is involved in a collision, as well as the effect of subjected load and other factors on occupants. Proton crashes actual vehicles and uses the findings for vehicle development. In order to complement this experimental data, Proton also makes active use of CAE, and has reached a level where detailed predictions can be made in advanced before any crashes are done. Note: CAE (Computer Aided Engineering):A technology that uses computers to simulate physical phenomena (deformation, stress, heat, vibration, etc.) and utilize the results in solving engineering issues.
- 17. Summary Today’s consumers are concerned about safety of their automobiles as well as other everyday items. At Proton, we believe that safety of an automobile is the sum of several systems working together. Many government’s rate the vehicles sold in their country by classification of a Crash Test Rating. It consists of a 1 to 5 star rating applied to each vehicle by the NCAP. This is important due to the fact that many components, subsystems, and parts, which make up a vehicle can contribute to its performance in a high speed crash test.
- 18. With this in view, we at Proton works towards not only meeting the International Safety Regulations such as ECE, EEC, ADR & Gulf Standards, but beyond all that. The NCAP points for all our models launch from 2004 achieved at least 3 star rating for Euro & Australia NCAP. Countries like USA, Europe & Australia has their own government body which enforces the Federal Motor Vehicle Safety Standards (FMVSS), European Community Whole Vehicle Type Approval (ECWvTA) and Australian Design Rule (ADR).
- 19. In Malaysia, we are not lacking of the Standards. Sirim for instance, has contributed much to produce Malaysian Standards by appointing Technical Committee from various organizations such as government bodies, suppliers, car manufacturers, universities etc to draft and make amendments to the current Malaysian Standards. Unfortunately, the enforcement is not being taken unlike countries mentioned earlier.
- 20. It is therefore of prime importance, that the Road & Safety Committee to spearhead this issue and proposed for a setting up of a small committee to study and proposed for the Malaysian Standards to become a Regulation for vehicles not only produced & manufactured in the country but also the imported ones. This could be the vital role to help the local car industry especially the coming AFTA to limit the (unsafe) vehicle from entering into the country but at the same time ensure the safety of the occupants is adhered .