CRASH TESTING OF KIA RIO SEDANS INTO AN

INSTRUMENTED RIGID POLE

Authors:
Dhafer Marzougui, Christopher Story,
Lilly Nix, Cing Dao (Steve) Kan
National Crash Analysis Center

Eduardo Arispe
Federal Highway Administration






December 2011


Under Contract DTFH61-09-D-00001
FOIL Tests 10018 and 11005
Report NCAC 2011-R-005



Sponsored by:
Federal Highway Administration
U.S. Department of Transportation








DISCLAIMER

The contents of this report reflect the views of the authors who are solely responsible for the
facts and accuracy of the data, and the opinions, findings and conclusions presented herein. The
contents do not necessarily reflect the official views or policies of the Federal Highway
Administration, the George Washington University, or the National Crash Analysis Center. This
report does not constitute a standard, specification, or regulation. In addition, the above listed
agencies assume no liability for its contents or use thereof. The names of specific products or
manufacturers listed herein do not imply endorsement of those products or manufacturers.





KEYWORDS

Roadside Safety, Full-scale Crash Tests, Instrumented Pole, Frontal Impact, Crash Simulation





ACKNOWLEDGEMENTS

This study was sponsored by the U.S. Department of Transportation, Federal Highway
Administration.

















Technical Report Documentation Page

1. Report No.

2. Government Accession No.

3. Recipient's Catalog No.

4. Title and Subtitle
CRASH TESTING OF KIA RIO SEDANS INTO AN
INSTRUMENTED RIGID POLE
5. Report Date
December 2011
6. Performing Organization Code

7. Author(s)
Dhafer Marzougui, Christopher Story, Lilly Nix, Cing Dao (Steve) Kan,
and Chris Story (NCAC) and Eduardo Arispe (FHWA)
8. Performing Organization Report
No.
NCAC 2011-R-005
9. Performing Organization Name and Address
The National Crash Analysis Center
The George Washington University
Ashburn, VA 20147
10. Work Unit No. (TRAIS)

11. Contract or Grant No.
DTFH6-09-D-00001
12. Sponsoring Agency Name and Address
TFHRC Office of Safety R&D
Federal Highway Administration
U.S. Department of Transportation
6300 Georgetown Pike, McLean, VA 20166
13. Type of Report and Period
Covered
Final Report
December 2011
14. Sponsoring Agency Code

15. Supplementary Notes
Contract Officers Technical Representative (COTRs) Kenneth S. Opiela, PhD, PE
16. Abstract
This report documents two full-scale crash tests of Kia Rio Sedans into an instrumented rigid pole that were
conducted at the Federal Highway Administration (FHWA) Federal Outdoor Impact Laboratory (FOIL).
The purposes of the tests included (1) gathering frontal crush measurements for impacts into a rigid object
and (2) capturing data relative to the effect of a curb placed in front of the rigid pole. The tests were
conducted in accordance with the set-up and testing requirements of the Manual for the Assessment of
Safety Hardware (MASH) for Test 1-61 for Support Structures, but since the rigid pole was not expected to
perform as a safety device, there was no attempt to use the associated evaluation criteria. This report
documents the test set-up and results for two full-scale crash tests with Kia Rio sedans.










17. Key Word
Roadside Safety, Full-scale Crash Tests, Instrumented Pole,
Frontal Impact, Crash Simulation
18. Distribution Statement
Copyrighted. Not to be copied or reprinted
without consent from sponsor.
19. Security Classif. (of this report)
Unclassified
20. Security Classif. (of this page)
Unclassified
21. No. of Pages
66
22.
Price



Form DOT F 1700.7 (8-72) Reproduction of completed page authorized















































i
TABLE OF CONTENTS

TABLE OF CONTENTS ............................................................................................................ i
LIST OF FIGURES & TABLES ............................................................................................... ii

1. INTRODUCTION ............................................................................................................... 1
1.1. BACKGROUND .............................................................................................................................. 1
1.2. OBJ ECTIVES ................................................................................................................................. 2
2. TEST SPECIFICATIONS .................................................................................................. 5
2.1. TEST ARTICLE DESIGN ................................................................................................................ 5
2.2. TEST CONDITIONS ........................................................................................................................ 6
2.3. EVALUATION CRITERIA ............................................................................................................... 6
3. CRASH TEST 10018 .......................................................................................................... 8
3.1. TEST DESCRIPTION ...................................................................................................................... 8
3.2. TEST VEHICLE.............................................................................................................................. 8
3.3. IMPACT DESCRIPTION .................................................................................................................. 8
3.4. TEST VEHICLE DAMAGE ............................................................................................................ 13
3.5. TEST DATA ................................................................................................................................ 14
4. CRASH TEST 11005 ........................................................................................................ 16
4.1. TEST DESCRIPTION .................................................................................................................... 16
4.2. TEST VEHICLE............................................................................................................................ 17
4.3. IMPACT DESCRIPTION ................................................................................................................ 17
4.4. TEST VEHICLE DAMAGE ............................................................................................................ 21
4.5. TEST DATA ................................................................................................................................ 22
5. CRASH TEST SUMMARY & CONCLUSIONS .......................................................... 26
6. REFERENCES .................................................................................................................. 26

7. APPENDIX A - FOIL DESCRIPTION AND CAPABILITIES .................................... 30
8. APPENDIX B TEST 10018 SET-UP DOCUMENTATION ....................................... 36
9. APPENDIX C TEST 11005 SET-UP DOCUMENTATION ........................................ 47









ii
LIST OF FIGURES & TABLES

Figure 1: Typical Surrogate Test Vehicles (pendulum & bogie) .................................................... 2
Figure 2: FOIL Rigid Pole Device .................................................................................................. 3
Figure 3: FOIL Rigid Pole Close Side View .................................................................................. 3
Figure 4: FOIL Rigid Pole Front View ........................................................................................... 4
Figure 5: FOIL Rigid Pole Top View ............................................................................................. 4
Figure 6: Movable concrete curb sections. ..................................................................................... 5
Figure 7: Installed Movable concrete curb sections. ...................................................................... 6
Figure 8: Test 10018 Set-up ........................................................................................................... 9
Figure 9: Sequential Left Perpendicular Close Views of Test 10018 .......................................... 10
Figure 10: Sequential Right Perpendicular Views of Test 10018 ................................................. 11
Figure 11: Sequential Top Views of Test 10018 .......................................................................... 12
Figure 12: Pictures of Damage to Vehicle in Test 10018 ............................................................. 13
Figure 13: X-Axis Accelerations Plot for Test 10018 .................................................................. 14
Figure 14: X-Axis Displacement for Test 10018 .......................................................................... 14
Figure 15: Z- Axis Accelerations Plot for Test 10018 .................................................................. 15
Figure 16: Z-Axis Displacement for Test 10018 .......................................................................... 15
Figure 17: Test 11005 Set-up ........................................................................................................ 16
Figure 18: Sequential Left Perpendicular Close Views of Crash Test 11005 .............................. 18
Figure 19: Sequential Right Perpendicular Views of Crash Test 11005 ...................................... 19
Figure 20: Sequential Top Views of Crash Test 11005 ................................................................ 20
Figure 21: Test 11005 Damage to Test Vehicle ........................................................................... 21
Figure 22: X-Axis Accelerations Plot for Test 11005 .................................................................. 22
Figure 23: X-Axis Displacement for Test 10018 .......................................................................... 23
Figure 24: Z- Axis Accelerations Plot for Test 10018 .................................................................. 23
Figure 25: Z-Axis Displacement for Test 10018 .......................................................................... 24
Figure 26: Forces on Rigid Pole over the Duration of the Crash Event ....................................... 24
Figure 27: Displacement Based upon Rigid Pole Load Cell Forces in Test 11005 ...................... 25
Figure 28: Force-Displacement Plot for Test 11005..................................................................... 25
Figure 29: X-Axis Accelerations Comparison for FOIL Tests 10018 and 11005 ........................ 27
Figure 30: X-Axis Displacements Comparison for FOIL Tests 10018 and 11005 ...................... 27
Figure 31: Z-Axis Accelerations Comparison for FOIL Tests 10018 and 11005 ....................... 28
Figure 32: Z-Axis Accelerations Comparison for FOIL Tests 10018 and 11005 ....................... 28
Figure 33: Force Displacement Plot Comparison for FOIL Test 10018 and Earlier Test with a
1979 VW Rabbit ........................................................................................................ 29

Table 1: MASH Testing Safety Evaluation Criteria, Table 5.1 [1] ............................................... 7

1
1. INTRODUCTION

1.1. Background

Updated requirements for crashworthiness evaluation were embodied in the Manual for Safety
Hardware Evaluation (MASH) that was adopted in December 2009 [1]. MASH, like its
predecessor NCHRP Report 350, provides provisions for the use of surrogate test vehicles for
some evaluations [1, 2]. Surrogate test vehicles include reusable bogies and pendulum devices
as shown in Figure 1. These provide dynamic impacts on test articles (or components thereof) at
lower costs and in less time than might be the case for full scale tests. These surrogate vehicles
may be used to evaluate the impact performance of break-away systems and work zone traffic
control devices. For tests with surrogate vehicles to be acceptable replacements for crash tests
with production vehicles, the following requirements must be met:
The surrogate vehicle must possess the same essential properties of the production
vehicle it is expected to replicate.
The surrogate must meet the vehicle recommendations in Section 4.2.1 of the MASH.
It was noted in the MASH document that at the time of writing the mass and crushable nose
properties for all surrogate vehicles was out-of-date. MASH suggests using the methods
presented by Hinch et al and Brown & Henson to identify and validate essential properties of
surrogate vehicles (see MASH, Page 85) [1].

The MASH document incorporated a number of changes to the testing protocols and evaluation
criteria that affect surrogate vehicles. These included:
The requirement to use a larger small test vehicle to reflect the increased size and weight
of vehicles in on US roads. The 820C (820 kg, 1800 lb) sedan was replaced by an 1100C
(1100 kg, 2420 lb) sedan. The requirements for the crushable nose need to reflect the
crush features of the typical 1100C vehicle used in testing.
Windshield and occupant compartment penetration criteria changed rendering set-ups of
windshields and floor pan surrogates outdated. They may still be used to determine if
there is a likelihood of contact and hence the need for additional testing with a production
vehicle. These penetration aspects were not addressed in this testing.
The tests conducted here were intended to provide the basic data to support analyses of crushable
nose requirements for the MASH small car in point impact loading. Crush data for full frontal
tests conducted under the NHTSA New Car Assessment Program are also available. These data
will serve to allow determination of the amount of crushable material to be used in pendulum and
bogie tests with an 1100C test vehicle.

In the use of surrogate vehicles (or impactors) it is critical that the primary mass of the test
vehicle engage the test article in a fashion similar to that with the real vehicle. Current
automotive designs incorporate various treatments to soften crash impacts by allowing vehicle
frontal elements to systematically crush during impacts. That implies that the main impact
pulse in a crash is delayed for several milliseconds while the crush is taking place. For example,
bumpers and frame elements give way with limited resistance before the engine or major
structural elements are engaged. To reflect this crush effect in surrogate vehicles, crushable foil
honeycombed materials have been used. The amount and specifications of this material used is
dependent upon the crush features of the real vehicle.

2
The amount of crushable material is intended to make the surrogate tests more realistic relative
to when the primary structure of the vehicle engages the impacting object. The bumper, grille,
and other body features provide only limited resistance until the primary structure is engaged.
Recommendations for specific amounts and types of crushable material will be provided in a
subsequent report.






Figure 1: Typical Surrogate Test Vehicles (pendulum & bogie)

1.2. Objectives

Getting crush data for a typical 1100C vehicle was the primary objective of these tests. The Kia
Rio has been most often used in MASH crash tests as the 1100C test vehicle, so it was selected
for these tests. Two tests were run to be able to get a confirmation of the crush properties as well
as capture some data related to the open question about the performance of barriers behind curbs.
A rigid pole device at the FOIL was used to provide the same immovable test object for the tests.
This fixture is shown in Figure 2 through Figure 5.


3

Figure 2: FOIL Rigid Pole Device













Figure 3: FOIL Rigid Pole Close Side View







4






















Figure 4: FOIL Rigid Pole Front View



Figure 5: FOIL Rigid Pole Top View



5
2. TEST SPECIFICATIONS

2.1. Test Article Design

These tests involved using the specially designed rigid instrumented pole that was built for the
FOIL. It consists of a thick-walled steel tube mounted on brackets that permit the installation of
load cells for measuring upper and lower loadings on the pole. The circular pipe is attached to a
large I-beam bracket that includes a diagonal brace. It bolts to steel plate solidly anchored in a
concrete foundation at the end of the FOIL track. This device represents a rigid pole for testing
purposes. The structure weighs 2455 kg (5415 lb) and can be removed with a fork lift when not
in use. The pole is instrumented with two Interface Force Low Profile Standard High Capacity
Load Cells, Model 1240AF200K capable of measuring up to 907 kN (200,000 lb force) with a
performance error of 0.07%.

In one of the tests, several concrete slabs were used to represent a curb in front of the rigid pole.
These surrogate curb slabs are 1.5 m by 1.5 m (5 ft by 5 ft) and 150 mm (6 in) thick. The leading
edge has the shape of an AASHTO Type A Curb. The length of these slabs allows them to be
placed at variable distances from the face of the test article. These are rigidly bolted to the track
surface with four 1 inch bolts so that they do not move during impact. These are wide enough to
catch the front wheels even when straddling the rigid pole. Pictures of these surrogate curb
sections are shown in Figure 6 and Figure 7.



Figure 6: Movable concrete curb sections


6

Figure 7: Installed Movable concrete curb sections

There was no construction required for these test articles. The Rigid Pole and Surrogate Curb
Slabs were installed following FOIL protocols.

2.2. Test Conditions

These tests were not conducted for specific MASH evaluation, as the intent was to gather data
for research analyses. These test most closely followed the protocols for MASH Test 1-61 for
roadside support structures. This test requires an 1100C vehicle impacting head-on and centered
(0 degrees) and 50 km/h (31 mph). The kinetic energy is expected to equal to or greater than 97
kJ (72 kip-ft). The applicable evaluation criteria for test 1-61 are items D, F, H, I, and N in
Table 1 below although in this case they do not apply.

2.3. Evaluation Criteria

To assess the crashworthiness of a roadside feature, MASH requires that each test be evaluated
based on three primary evaluation factors: Structural Adequacy, Occupant Risk, and Vehicle
Trajectory. Each evaluation category is assessed on the combination of the factors listed in
Table 1.









7
Table 1: MASH Testing Safety Evaluation Criteria, Table 5.1 [1]





8
3. CRASH TEST 10018

Description of the test setup, results, and evaluation for FOIL test 10018 involving a MASH
1100C vehicle and a curb/rigid pole impact are presented in the following sections.

3.1. Test Description

For MASH test designation 1-61, an 1100C small sedan with a target speed of 50 km/h (31
mph), impacted a 150 mm (6 in) curb followed by a rigid pole head on, at 0 degrees. The vehicle
was centered on the rigid pole. Figure 8 includes photographs of the actual test configuration
set-up and the interface relative to the vehicle.

3.2. Test Vehicle

The test vehicle was a 2004 Kia Rio with a curb mass of 1,083.5 kg (2388.7 lb). The curb mass
represents the mass of the vehicle in its standard manufactured condition, in which all fluid
reservoirs are filled and the vehicle contains no occupants or cargo. In preparation for the test,
all fluids were drained from the vehicle and the battery was removed. The dummy, instrument
tray, battery box, data acquisition system, and brake system were then installed, bringing the test
inertial mass to 1,183.5 kg (2609.2 lb).

A description of the test instrumentation and data acquisition systems is given in Appendix A. A
summary of the test is found in Appendix B along with complete information on the test vehicle,
including mass distributions and vehicle measurement, and the accelerometer locations and
camera parameters.

3.3. Impact Description

The test was conducted on December 07, 2010 at 11:30AM under sunny conditions. The Kia
Rio, traveling at 50 km/h (31 mph), impacted a 150 mm (6 in) curb followed by a rigid pole
head on, at 0 degrees. The vehicle was centered on the rigid pole. Time zero for the events takes
place when the front edged of the vehicle was in line with the front edge of the curb.

The Kia Rio front wheels initial impact with the curb occurs at 40 msec which initiates an
upwards movement to the front of the vehicle. This upwards movement causes the front wheels
to be airborne before its impact with the rigid pole at 194 msec. The vehicles front structures
crushes steadily until 224 msec when its airbags deploy and back wheels contact the front edge
of the curb. The dummy sitting in the drivers position doesnt experience any forward
movement until 250 msec which is about 25 msec after the airbags have been deployed. The
vehicle finally starts to rebound back from the pole impact at 280 msec and comes to rest 1.5 sec
later.

Sequential photographs of the crash test are shown in Figure 9 through Figure 11.




9











Figure 8: Test 10018 Set-up





10


Time: 0.00 seconds Time: 0.32 seconds

Time: 0.08 seconds Time: 0.40 seconds

Time: 0.16 seconds Time: 0.48 seconds

Time: 0.24 seconds Time: 0.56 seconds
Figure 9: Sequential Left Perpendicular Close Views of Test 10018

11


Time: 0.00 seconds Time: 0.32 seconds

Time: 0.08 seconds Time: 0.40 seconds


Time: 0.16 seconds Time: 0.48 seconds


Time: 0.24 seconds Time: 0.56 seconds
Figure 10: Sequential Right Perpendicular Views of Test 10018

12


Time: 0.00 seconds Time: 0.32 seconds

Time: 0.08 seconds Time: 0.40 seconds

Time: 0.16 seconds Time: 0.48 seconds

Time: 0.24 seconds Time: 0.56 seconds
Figure 11: Sequential Top Views of Test 10018

13
3.4. Test Vehicle Damage

Damage to the test vehicle is shown in Figure 12. There was significant structural damage to the
front of the test vehicle centered where the impact with the pole took place. The bumper cover
was detached from its sides and wrapped around forward to take the shape of the rigid pole. The
two front wheels were deflated due to their initial impact with the curb. No deformation or
intrusion into the occupant compartment was noted.







Figure 12: Pictures of Damage to Vehicle in Test 10018




14
3.5. Test Data

Time history plots from the vehicle accelerometer data for the x- and z-axes are shown in Figure
13 and Figure 15. The corresponding displacements in the x- and z-axes derived from the
integration of the acceleration data are shown in Figure 14 and Figure 16. In this test, the data
from the load cells in the rigid pole failed to record, so direct measures of the impact forces are
not available.


Figure 13: X-Axis Accelerations Plot for Test 10018


Figure 14: X-Axis Displacement for Test 10018

15


Figure 15: Z- Axis Accelerations Plot for Test 10018


Figure 16: Z-Axis Displacement for Test 10018








16
4. CRASH TEST 11005

Description of the test setup, results, and evaluation for FOIL test 11005 involving a MASH
100C vehicle and a rigid pole impact are presented in the following sections.

4.1. Test Description

For MASH test designation 1-61, an 1100C small car with a target speed of 50 km/h (31 mph)
impacted a rigid pole head on, at 0 degrees. The vehicle was centered on the rigid pole. Figure
17 includes photographs of the actual test configuration set-up and the interface relative to the
vehicle.




Figure 17: Test 11005 Set-up

17
4.2. Test Vehicle

The test vehicle was a 2004 Kia Rio with a curb mass of 1,077.5 kg (2375.5 lb). The curb mass
represents the mass of the vehicle in its standard manufactured condition, in which all fluid
reservoirs are filled and the vehicle contains no occupants or cargo. In preparation for the test,
all fluids were drained from the vehicle and the battery was removed. The dummy, instrument
tray, battery box, data acquisition system, and brake system were then installed, bringing the test
inertial mass to 1,178.5 kg (2598.1 lb).

A description of the test instrumentation and data acquisition systems is given in Appendix A. A
summary of the test is found in Appendix C along with complete information on the test vehicle,
including mass distributions and vehicle measurements, accelerometer locations, and camera
parameters.

4.3. Impact Description

The test was conducted on August 03, 2011 at 2:30PM under cloudy conditions. The Kia Rio
traveling at 50 km/h (31 mph) impacted the rigid pole head on at 0 degrees. The vehicle was
centered on the rigid pole. Time zero for the events occurs when the vehicle makes contact with
the rigid pole.

From the initial impact with the rigid pole the Kia Rio starts to crush and deform absorbing
energy. At 60 msec the front structure of the vehicle has deformed to the point that you can see
the major part of the load being transferred towards the rear of the vehicle, the front wheels stop
spinning and there is an upwards movement of the rear of the vehicle eventually lifting the rear
axles from the ground. The dummy sitting in the drivers position doesnt experience any
forward movement until 50 msec from the initial impact with the rigid pole and impacts the
steering wheel with his head at approximately 92 msec. The vehicle starts to rebound back from
the pole impact at approximately 90 msec and comes to rest 1.3 sec later.

Sequential photographs of the crash test are shown in Figure 18 through Figure 20.


18

Time: 0.00 seconds Time: 0.32 seconds


Time: 0.08 seconds Time: 0.40 seconds

Time: 0.16 seconds Time: 0.48 seconds


Time: 0.24 seconds Time: 0.56 seconds
Figure 18: Sequential Left Perpendicular Close Views of Crash Test 11005

19

Time: 0.00 seconds Time: 0.32 seconds

Time: 0.08 seconds Time: 0.40 seconds

Time: 0.16 seconds Time: 0.48 seconds

Time: 0.24 seconds Time: 0.56 seconds
Figure 19: Sequential Right Perpendicular Views of Crash Test 11005

20

Time: 0.00 seconds Time: 0.32 seconds

Time: 0.08 seconds Time: 0.40 seconds


Time: 0.16 seconds Time: 0.48 seconds


Time: 0.24 seconds Time: 0.56 seconds
Figure 20: Sequential Top Views of Crash Test 11005

21
4.4. Test Vehicle Damage

Damage to the test vehicle is shown in Figure 21. There was significant structural damage to the
front of the test vehicle centered where the impact with the pole took place. The bumper cover
was detached from its sides and wrapped around forward to take the shape of the rigid pole. No
deformation or intrusion into the occupant compartment was noted.





Figure 21: Test 11005 Damage to Test Vehicle





22
4.5. Test Data

Time history plots from the vehicle accelerometer data for the x- and z-axes are shown in Figure
22 and Figure 24. The corresponding displacements in the x- and z-axes derived from the
integration of the acceleration data are shown in Figure 23 and Figure 25.

The force of the impact was measured by the load cells in the rigid pole. Figure 26 provides the
time history of the load forces in the rigid pole. Figure 27 shows the calculated displacement
based upon the forces. Figure 28 provided the force-displace curve for this test.



Figure 22: X-Axis Accelerations Plot for Test 11005


23

Figure 23: X-Axis Displacement for Test 10018


Figure 24: Z- Axis Accelerations Plot for Test 10018



24

Figure 25: Z-Axis Displacement for Test 10018






Figure 26: Forces on Rigid Pole over the Duration of the Crash Event


25


Figure 27: Displacement Based upon Rigid Pole Load Cell Forces in Test 11005



Figure 28: Force-Displacement Plot for Test 11005




26
5. CRASH TEST SUMMARY & CONCLUSIONS

The primary objective of these tests was to obtain pole impact crush data for a typical 1100C
vehicle. Two Kia Rio crash tests were conducted to capture crush data for MASH testing with
the MASH 1100C test vehicle. Both tests provided useful data, but an instrumentation failure in
the first tests limited the capability to generate the force-displacement curve. A secondary
objective was to capture some data related to the open question about the performance of barriers
behind curbs.

Figure 29 shows the X-axis accelerations for the two tests. The accelerations recorded in the
impacts are similar for both tests. The data is oriented to impact with the pole at time 0.0 sec.
Since the instruments were activated in the first test at the time of impact with the curb, it is
possible to see the X-axis influences before impacts with the rigid pole. Figure 30 shows the
comparison of the X-axis displacements computed from the accelerometer data. These curves
show a very similar time history, but the displacements for the second test are about 60 mm (2.4
in) lower. This may be attributed to a more solid impact with the structure of the vehicle with
the vertical thrust induced by the curb.

Similarly, Figure 31and Figure 32 provide the comparisons of the Z-axis acceleration and
displacement for the two tests. There are differences in the data that reflect the influence of the
curb impact that occurred in the first test.

Last, Figure 33 shows the force-displacement curve for Test 11005 and an earlier FOIL test
conducted on a VW Rabbit to determine crushable nose requirements for bogie testing
representing the 820C vehicle. Since the VW Rabbit was close to 300 kg (660 lb) lighter and
had a different structure than the Kia Rio, the force/deflections curves are different. The curves
show that Kia Rio has stiffer structures than the VW Rabbit.


6. REFERENCES

[1] AASHTO, Manual for Assessment of Safety Hardware, published by the American
Associations of State Highway & Transportation Officials, Washington, DC, 2009.

[2] Ross HE, J r, Sicking DL, Zimmer RA, Michie J D, Recommended Procedures for the Safety
Performance Evaluation of Highway Features, National Cooperative Highway Research
Program Report 350, Transportation Research Board, National Research Council,
Washington, D.C., 1993.


27


Figure 29: X-Axis Accelerations Comparison for FOIL Tests 10018 and 11005



Figure 30: X-Axis Displacements Comparison for FOIL Tests 10018 and 11005




28


Figure 31: Z-Axis Accelerations Comparison for FOIL Tests 10018 and 11005





Figure 32: Z-Axis Accelerations Comparison for FOIL Tests 10018 and 11005


29



Figure 33: Force Displacement Plot Comparison for FOIL Test 10018 and Earlier Test
with a 1979 VW Rabbit



30
7. APPENDIX A - FOIL DESCRIPTION AND CAPABILITIES

The Federal Outdoor Impact Laboratory (FOIL) is located at the Turner-Fairbank Highway
Research Center of FHWA at McLean, Virginia. The FOIL is a full-scale outdoor crash test
facility, primarily designed to test the impacts of vehicles with roadside safety hardware. It is
also capable of testing various anti-ram security barriers and vehicle-to-vehicle impacts with the
second vehicle stationary. The facility is also equipped with a impact pendulum for dynamic
testing of materials, components, and sub-systems.

Figure A-1 shows an aerial view of the FOIL. The FOIL facility consists of six main areas: (1)
propulsion system building, (2) test control center trailer, (3) vehicle preparation garage, (4)
track, (5) runway, and (6) pendulum area. Additionally, several storage trailers are located at
different areas of the facility.


Figure A-1: Overhead View of the FOIL Crash Test Facility

VEHICLE PROPULSION SYSTEM
The test vehicle is pulled into the barrier using the FOIL track rail towing system. The towing
system is a specially designed aluminum track rail for outdoor applications. The vehicle
propulsion system (Figure A-2) is capable of accelerating test vehicles of various sizes and types
up to speeds commonly found on U.S. highways. The FOIL propulsion system is powered
hydraulically with a capacity of more than 10,000 Nm (13,560 ft-lb) of torque. The vehicles are
accelerated on a 67-meter (220 ft) concrete runway with a 110-meter (360 ft) runoff area.
Typical vehicle weights, and the corresponding maximum speed, include the following:
Passenger vehicles, including pickup trucks, weighing up to 2,000 kg (4,400 lb) can be
accelerated up to speeds in excess of 100 km/h (62 mph).

1
4
2

3

5


6



31
Single-unit trucks (that is, non-articulated trucks larger than pickup trucks) weighing up
to 8,000 kg (17,600 lb) can be accelerated up to speeds in excess of 80 km/h (50 mph).


Figure A-2: Vehicle Propulsion System

The test vehicle is accelerated up to the desired speed using a cable driven tow trolley. The tow
trolley travels the length of the runway in a ground level track system. A cable with sufficient
slack to form a loop connects the test vehicle to the tow trolley. The two ends of this cable
terminate at the attachment to the test vehicles front axle near the tires; the center of cable loops
over the front surface of the tow trolley. Prior to the test vehicles collision into the test article,
the test vehicle disengages from the tow trolley. With the test vehicle disengaged, the vehicle
rolls freely until it collides with the test article. The propulsion system is computer controlled.

INSTRUMENTATION AND DATA ACQUISITION
Data Acquisition System
The TDAS PRO

digital data-acquisition system is used to record the analog accelerometer

signals from accelerometers attached to the test vehicle. The TDAS PRO

system is a self-
contained data system that supplies each sensor with a user-specified excitation voltage. The
signals from each sensor are digitally sampled at a user-specified sample rate, conditioned, and
stored in the systems memory for download to a computer. The signals from the accelerometers
in this test are digitally sampled at 10,000 hertz (Hz) and pre-filtered with a low-pass hardware
filter at 3,000 Hz.
The TDAS PRO

system consist of TDAS PRO

racks, TDAS PRO

sensor input modules

(SIM's), wireless interfaces, and the battery power source. A sample rack with SIMs and sample
TDAS PRO system installation is shown in Figure A-3. The data acquisition system is mounted
on the test vehicle; it is a self-contained, capable of withstanding high shock loads, with power
supplied by a battery located onboard.


32

Figure A-3: Data Acquisition System

Sensors and Accelerometers
Over 40 accelerometers are available at the FOIL. These accelerometers are used to measure
vehicle or barrier accelerations during the impact. The most commonly used accelerometer at
FOIL is the ENDEVCO Model 7265AM3, mounted on specially fabricated aluminum blocks
(Figure A-4.) The ENDEVCO Model 7265AM3 is a low mass, undamped, piezoresistive
accelerometer designed with a miniature receptacle to allow for detachment of the cable
assembly. This accelerometer is designed specifically for the automotive crash testing industry
and meets SAEJ 211 specifications.


Figure A-4: Accelerometers and Mounting Blocks

Tri-axial accelerometers are available for installation on test vehicles. A tri-axial accelerometer
measures the X, Y, & Z axis acceleration components. Typically accelerometers are installed on
the vehicles center of gravity and on other locations of interest. For example, in many truck
tests, specifically for anti-ram barriers, another accelerometer may be installed on the
instrumentation tray near the end of truck-bed.
The accelerometers generate a continuous analog signal. This continuous signal is captured by
the data acquisition system as a series of digital pulses. The digital pulses (digital data) are
acquired, or sampled, at a rate specified by the test personnel. The magnitude, or amplitude, of
each digital pulse acquired corresponds to magnitude of the analog signal at the time the signal is
sampled. These digital pulses are conditioned, or pre-filtered, and then stored in the solid state
memory of the data acquisition system.
More than 24 load-cells are available at FOIL for measuring the impact force. A typical load cell
is shown in Figure A-5. The capacity of these load cells vary from 2 to 200 KIPS. All load cells
at FOIL are made by Interface. Some of the characteristics of these load cells include:
proprietary Interface temperature compensated strain gages, performance to 0.04% accuracy,

33
eccentric load compensated, low deflection, less than 0.0009%/F (0.0015%/C) temperatures
effect on output, shunt calibration, barometric compensation, ability to measure tension and
compression, and compact size.


Figure A-5: Interface Load Cell

Figure A-6: Angular Rate Sensor
Two rate gyro models are available at FOIL for measuring vehicle rotational motion during the
crash tests (the RT02-0251 and the ARS-06 MHD). The newer ARS-06 MHD model, developed
by ATA Sensors, is the one more typically selected for the tests and is shown in Figure A-6.
This tri-axial gyro kit includes three ARS-06 sensors, three CA-06 cable assemblies, and a tri-
axial mounting block. Coupled with three accelerometers this system becomes a 6 degree-of-
freedom measurement system. This system is used with TDAS Pro data acquisition system. The
data measured is in deg/sec which is converted to angular displacements (in deg) by integrating
the signal. This gives the Roll (about x), Pitch (about y), and Yaw (about z) vehicle rotations.
The ARS 06 rate gyro has a range of 11,500 degree/sec. They require a 10 Volt excitation
source. The temperature operation range is -20 to +50 C (-4 to +122 F).
String pots are available at foil for measuring displacements during impact. They are also known
as displacement transducers, draw wire transducers, string encoders, cable extension transducers,
and yo-yo pots. Most string pots at FOIL are made by the Space Age Control. The most common
model used at FOIL is the 162-3405 (Figure A-7). This model is noted for its small size, rugged
performance, accuracy, flexible mounting, and easy installation. Some of the features of this
string pot include: all-environment operation, 42.5-inch (1080-mm) maximum travel, analog
signal using precision conductive plastic/hybrid potentiometers, Accutrak threaded drum for
enhanced repeatability, bearing-mounted rotating components, direct-connect sensor-to-drum
technology, zero backlash, and no torsion springs or clutches


Figure A-7: String Pot Model 162-3405

Figure A-8: Tape Switch
Pressure sensitive tape switches are used at FOIL as triggers. A typical pressure sensitive tape
switch is shown in Figure B-8. Tape switches are contact switches actuated by an imposed load,
such as contact by the test vehicle. The switches are flexible and can be attached to curved
surfaces, such as the bumper of a test vehicle, using tape. When attached to the bumper

34
of the test vehicle or the impact surface of the test article, the switches are used to sense the
instant of vehicle contact as it collides into the test article. At impact, two contacts inside the
switch close sending a time zero signal to the various data acquisition systems and digital
cameras to capture the pre and post collision data. This signal is also used to trigger other control
functions associated with data capture.

Speed Traps
Two different speed measuring methods will be used in full scale vehicle crash tests to measure
pre-impact speed. The first velocity measurement system is a stand-alone unit. The test vehicle
is mounted with a speed wand. The speed wand is positioned such that it passes through a laser
speed trap just prior to impacting the test article. The laser speed trap consists of two laser diodes
mounted 0.5-m apart. The laser beams are focused on phototransistor detectors that turn on
when a laser beam is detected. In the absence of light they turn off. The pulse is sent to a meter
box where it is converted to velocity in both kilometers-per-hour and miles-per-hour.
The second speed trap consists of two sets of four pressure-actuated contact switches fastened to
the runway in 0.5-m intervals. Each switch is spaced 0.5 m (1.6 ft) apart. One set of contact
switches will be positioned just prior to releasing the vehicle from the tow system and the second
set of contact switches will be positioned just prior to impacting the test article. As the vehicle
passes over the contact switches, electronic pulses will be recorded on an off-board data
acquisition module. The signal will then be analyzed to measure the pre-impact velocity. The
test vehicle speed can be determined from the fixed distance of travel, 0.5 m (1.6 ft), and the
measured time between the two pulses. In addition, motion analysis will be conducted using the
high speed digital movies after the test to estimate the pre-impact velocity.

HIGH SPEED DIGITAL IMAGING
Four high-resolution high-speed digital cameras, three standard-resolution high-speed digital
cameras, a digital camcorder, and a digital still camera are available to film the tests. A frame
rate of 500 frames per second is used for the high-speed imaging. The high-speed digital cameras
are positioned to get overhead, left, right, rear and isometric views of the crash event.
Seven high-speed digital cameras are currently available at FOIL to capture the test crash event.
All cameras were developed by NAC Image Technology Corporation. Four of the cameras are
high resolution (1280x1024) and three are standard resolution (640x480). Both camera types are
capable of capturing 1000 frames per second at their highest resolution. Higher frame rates can
be achieved at lower resolutions. Figure A-9 shows one of NAC cameras.



Figure A-9: NAC Memrecam K3 High Speed Digital Camera


35

TEST DATA COLLECTION AND COMPILATION IN THE CONTROL CENTER
Test data is collected automatically by a computerized data acquisition system. The computers
for the data acquisition system and all other test control functions are located in the test control
center trailer. The data acquisition computer is connected wirelessly to the TDAS PRO digital
data acquisition system which is installed on the test vehicle and/or test article. The data
acquisition system is armed by the test operator just before the start of the test. When the system
is armed, the data recording begins and continues on a circular buffer. Upon the impact of the
test vehicle with the test article, a contact switch triggers the data acquisition system to set the
time zero for the event (on the circular buffer). From this point on, the TDAS PRO stores a pre-
specified amount of pre-impact and post-impact test data. The detail requirements of the data
acquisition are set up in the software prior to test (e.g., sampling frequency, pre and post-impact
duration for the test data collection, filtering method, etc.).
The data acquisition system automatically collects the required test data and stores the data in a
flash memory. The test data is downloaded immediately after the test. After each test, the test
technician/operator compiles and copies the automatically generated data files for further review
and reporting. Test data is readily available after the test and can be plotted or viewed in various
formats.


36
8. APPENDIX B TEST 10018 SET-UP DOCUMENTATION
VEHICLE TEST SETUP FORM

GENERAL
TEST NO. 10018
DATE 12/07/2010
TIME 11:30 AM
WEATHER Sunny
TEST
CONFIGURATION
Kia Rio over 6inch Curb into Rigid Pole
SPEED (KM/H) 50 km/h
PURPOSE Air Bag Study


















COMMENTS:









37
Bullet-Rio Test No: 12/07/10
LF:
RF:
LR:
RR:
Vin No.:
LF:
RF:
LR:
RR:
Mass (Kg) Mass (Kg)
1 3.50 6.50
2 5.00 15.50
3 6.00 19.00
4 4.00 6.00
5 16.50 88.00
6
7
8
9
10
11
12
35.00 135.00
1,083.50
35.00
1,048.50
135.00
1,183.50
1,183.50
260.50
Battery Box
Z-Axis (From Ground): 31.00
X-Axis (from LF to LR): 107.50
Y-Axis (From LF to RF):
Z-Axis (From Ground):
Oil
70.00
Instrument Tray
Gas
Measured Test Inertial Mass =
Removed Total =
Stripped Vehicle Mass =
Added Mass =
Calculated Test Inertial Mass =
Dummy

200.50
209.00
359.50
328.50
Measured Test Inertial Mass (Kg)
Veh No:
Added
101.20
67.50
10018
Make:
Model:
Year:
235.00
Blue
Total Mass Removed (Kg) =

Spare Tire
1.6 L
KNADC165646209891
X-Axis (from LF to LR):
Location of Vehicle CG (cm)
Y-Axis (From LF to RF):
Engine:
Color:
Date:
Kia
Rio Cinco
2004
352.00
322.00
Measured Curb mass (Kg)
*All weights are in Kg
33.50
Location of CG Accelerometer (cm)
Data Acquisition
Brake System
Coolant
Transmission Fluid
Items Removed
Total Mass Added (Kg) =
Measured Curb Mass =


VEHICLE PARAMETERS

38
TEST NO.: DATE: 90121
MAKE: MODEL: YEAR:
VIN NO.: TIRE SIZE:
LF RF
LR RR
Engine CID: Type:
Transmission Type Mass:
X Auto Seat Position:
Manual
GEOMETRTY - (CM)
A 168.00 D 134.50 G 101.20 K 57.00 N 142.00 Q 39.00
B 74.50 E 87.00 H 33.50 L 9.80 O 144.00 R
C 242.00 F 403.00 J 71.00 M 36.50 P 19.00 S
CURB
TEST
INERTIAL
GROSS
STATIS
M1 674.00 688.00
M2 409.50 495.50
M3 1,083.50 1,180.50
Dummy Data: Optional Equipment: Engine Type: 4 cyl
1.6
MASS - (KG)
328.50
235.00
DESCRIBE ANY DAMAGE TO VEHICLE PRIOR TO TEST:
MASS DISTRIBUTION (KG): 359.50
431.50
TIRE INFLATION PRESSURE: 30
P235 75R15 KNADC165646209891
Kia Rio Cinco 2004
10018 12/7/2010 ODOMETER:




39
CAMERA PARAMETERS
NO. CAMERA LENS
LENS
(MM)
RESOLUTION
(PIXELS)
SPEED
(FPS)
LOCATION
1 GX-1 Nikon 18-35 1280X1024 500 Right Perp
2 GX-1 Nikon 25-85 1280X1024 500 Right Perp Close
3 K3 Nikon 35-105 1280X1024 500 Left Perp Curb Dummy
4 GX-1 Nikon 50 1280X1024 500 Left Rear Iso
5 K3 Nikon 50 1280X1024 500 Right Rear Iso
6 K3R Nikon 50 1280X1024 500 Right Front Iso

7

K3R Nikon 25 1280X1024 500 Overhead

8

GX-1 Nikon 25-85 1280X1024 500 Left Perp Close



40
CAMERA PARAMETERS



*Overhead Camera place over impact point (0.0, 0.0 cm) _770_cm high
1
Y-Axis
X-Axis
X (cm), Y (cm)
(0,1368.55)
6
5
7

2
Overhead
X (cm), Y (cm)
(1618.79,1499.61)

J

41
DUMMY DATA CHANNELS

Channel Location Loading Serial Number
1 Upper Neck Fx 1716A-1733Fx
2 Upper Neck Fy 1716A-1733Fy
3 Upper Neck Fz 1716A-1733Fz
4 Upper Neck My 1716A-1733My
5 Upper Neck Mz 1716A-1733Mz
6 Adj. Lower Neck Fx 2292-147Fx
7 Adj. Lower Neck Fy 2292-147Fy
8 Adj. Lower Neck Fz 2292-147Fz
9 Adj. Lower Neck Mx 2292-147Mx
10 Adj. Lower Neck My 2292-147My
11 Adj. Lower Neck Mz 2292-147Mz
12 Left Clavicle Fx 4017-93Fx
13 Left Clavicle Fz 4017-93Fz
14 Lumbar Spine Fx 6100J -77Fx
15 Lumbar Spine Fy 6100J -77Fy
16 Lumbar Spine Fz 6100J -77Fz
17 Lumbar Spine Mx 6100J -77Mx
18 Lumbar Spine My 6100J -77My
19 Lumbar Spine Mz 6100J -77Mz
20 Left Upper Arm Fx 3749-94Fx
21 Left Upper Arm Fy 3749-94Fy
22 Left Upper Arm Mx 3749-94Mx
23 Left Upper Arm My 3749-94My
24 Left Upper Arm Fx 3750-94Fx
25 Left Upper Arm -Fy 3750-94Fy
26 Left Upper Arm -Mx 3750-94Mx
27 Left Upper Arm -My 3750-94My
28 Right Femur Fz 6314-76Fz
29 Right Femur Mx 6314-76Mx
30 Right Femur My 6314-76My
31 Chest Pot 001 - Chest Pot
32 Head Acceleration X-axis 7264C-P32396Hx
33 Head Acceleration Y-axis 7264C-P33228Hy
34 Head Acceleration Z-axis 7264C-P33210Hz
35 Chest Acceleration X-axis 7264C-P32779Cx
36 Chest Acceleration Y-axis 7264C-P33284Cy

42
37 Chest Acceleration Z-axis 7264C-P33276Cz
38 Pelvis Acceleration X-axis 7264C-P33308Px
39 Pelvis Acceleration Y-axis 7264C-P33400Py
40 Pelvis Acceleration Z-axis 7264C-P33279Pz
41 Knee Slider-Right FCPST632-711-1
42 Left Lower Tibia Fz 3093-166Fz
43 Left Lower Tibia Mx 3093-166Mx
44 Left Lower Tibia My 3093-166My
45 Left Upper Tibia Fz 3292-134Fz
46 Left Upper Tibia Mx 3292-134Mx
47 Left Upper Tibia My 3292-134Mz
48 Knee Slider-Left FCPST632-711-1
49 Femur Fz 6314-75Fz
50 Femur Mx 6314-75Mx
51 Femur My 6314-75My

























43
INSTRUMENTATON KIA RIO CINCO

CH. LOCATION
X (cm)
From frt.
axle
Y (cm)
From lft frt.
hub
Z (cm)
From
ground
SERIAL NO. AXIS
52 Center of Gravity 107.50 70.00 31.00
6DX0013
ACC1
X
53 Center of Gravity 107.50 70.00 31.00
6DX0013
ACC2
Y
54 Center of Gravity 107.50 70.00 31.00
6DX0013
ACC3
Z
55 Center of Gravity 107.50 70.00 31.00
6DX0013
ARS1
Roll
56 Center of Gravity 107.50 70.00 31.00
6DX0013
ARS2
Pitch
57 Center of Gravity 107.50 70.00 31.00
6DX0013
ARS3
Yaw
58 Center of Gravity 107.50 70.00 31.00
6DX0014
ACC1
X
59 Center of Gravity 107.50 70.00 31.00
6DX0014
ACC2
Y
60 Center of Gravity 107.50 70.00 31.00
6DX0014
ACC3
Z
61 Center of Gravity 107.50 70.00 31.00
6DX0014
ARS1
Roll
62 Center of Gravity 107.50 70.00 31.00
6DX0014
ARS2
Pitch
63 Center of Gravity 107.50 70.00 31.00
6DX0014
ARS3
Yaw








44
Track Pre-Test Day Checklist
Test # 10018 Date: 12/07/2010
Vehicle Model: Kia Rio Cinco
Checked by: Chris Story

Weigh vehicle pre-setup (and note in Test Setup Form)
Empty gas tank and replace with fluid
Empty oil from engine/transmission and replace with fluid
Empty cooling fluid and replace
Disconnect transmission (Neutral)
Mount DAQ
Mount Battery Box
Mount braking system air tank
Mount hydraulic actuator to brake pedal
Attach event switches to vehicle
Weld Accelerometer plates
Mount Accelerometers, Gyros, etc..
Apply targets
Apply test number
Clean and empty vehicle
Weigh vehicle in test trim (and note in Test Setup Form)
Charge Battery Box
Charge DAQ
Check Trolley Chain Lengths (Make sure equal length)
Check bolts and washers on track rails
Check bolts on trolley





45
Track Test Day Checklist
Test # 10018 Date 12/07/2010
Vehicle Model: Kia Rio Cinco
Checked by: Chris Story


Take rain covers off track rails
Run Trolley Test using test parameters
Put car on track
Attach trolley chain
Connect DAQ to Battery Box
Attach event switches to vehicle and target
Apply targets to test article
Connect tow cable (brakes)
Check tire pressure (and note in Test Setup Form)
Charge brake system air tank (and note in Test Setup Form)
Pre-Test static pictures
Arm on-board DAQ
Arm speed trap DAQ
Arm test object DAQ
Release Parking Brake
Release Emergency Brake
Post-Test static pictures
Check vehicle Brake Fluid
Check bolts and washers on track rails and trolley
Remove nonessential personnel
Start test initialization




46
Cameras Test Day Checklist
Test # 10018 Date 10/07/2010
Checked by: Chris Story

Sight cameras
Choose Lenses
Light meter readings (Shutter speeds of 1000 and 2000, ASA 400)
1000 f-stop ______
2000 f-stop ______


Digital Cameras
Set up camera tripods
Cameras and hub are plugged in and running
PC recognizes all connected cameras
All cameras switch to view mode (via remote or direct)
f-stops set using goggles
Trigger switch plugged in and working
Cameras armed and ready
Camera 1 Camera 2 Camera 3
Camera 4 Camera 5 Camera 6
Camera 7 Camera 8


47
9. APPENDIX C TEST 11005 SET-UP DOCUMENTATION
VEHICLE TEST SETUP FORM

GENERAL
TEST NO. 11005
DATE 08/03/2011
TIME 02:30 PM
WEATHER Cloudy
TEST
CONFIGURATION
2006 Kia Rio into Rigid Pole
SPEED (KM/H) 50 km/h
PURPOSE Collection of data to research deformable nose for bogie


















COMMENTS
Laser Speed Trap-49.674 KM/H (30.866 MPH)
Trigger Speed Trap: Front Wheel-49.751 KM/H (30.914 MPH)
Rear Wheel-49.819 KM/H (30.956 MPH)

Accelerometer Channels 1-8 did not work correctly



Quality Manager approval for release: Date: 10/14/11

48
VEHICLE PARAMETERS (TECHNICIAN 1)
Veh No: Test No: 08/03/11
Make:
Model: LF:
Year: RF:
Color: LR:
Engine: RR:
Vin No.:
LF:
RF:
LR:
RR:
Mass (Kg) Mass (Kg)
1Oil 4.5 25.5
2Transmission Fluid 3.0 0.5
3Gas 13.5 5.0
4Antifreeze 4.5 7.0
5Spare Tire 14.5 6.0
6Center Console 3.5 1.5
7Battery 14.5 Dummy 75.0
8Rear Seat Bottom 5.0 Ballast 43.5
9
10
11
12
63.0 164.0
1,077.5
63.0
1,014.5
164.0
1,178.5
1,178.5
245.0
Z-Axis (From Ground):
Data Battery
Location of CG Accelerometer (cm)
Instrument Tray
Brake System
Items Removed
Date:
Kia
Rio
2006
346.5
326.5
Measured Curb mass (Kg)
11005
Location of Vehicle CG (cm
Y-Axis (From LF to RF):
199.5
205.0
367.0
325.5
Measured Test Inertial Mass (Kg)
103.0
70.9
Blue
1.6 L
KNADE123366119647
X-Axis (from LF to LR):
Z-Axis (From Ground):
69.8
Measured Test Inertial Mass =
Removed Total =
Stripped Vehicle Mass =
Added Mass =
Calculated Test Inertial Mass =
Total Mass Removed (Kg) =
N/A
Data Cables

Data Acquisition
241.0
Data Wireless
N/A
Performed by:
MASH Page #'s: 9-12, 80
Christopher R. Story
X-Axis (from LF to LR): 101.5
Y-Axis (From LF to RF):
*All weights are in Kg
Measured Curb Mass =
Total Mass Added (Kg) =
Added



49
VEHICLE PARAMETERS (TECHNICIAN 1)




50
VEHICLE PARAMETERS (TECHNICIAN 2)
Veh No: Test No: 07/28/11
Make:
Model: LF:
Year: RF:
Color: LR:
Engine: RR:
Vin No.:
LF:
RF:
LR:
RR:
Mass (Kg) Mass (Kg)
1Oil 4.5 25.5
2Transmission Fluid 3.0 0.5
3Gas 13.5 5.0
4Antifreeze 4.5 7.0
5Spare Tire 14.5 6.0
6Center Console 3.5 1.5
7Battery 14.5 Dummy 75.0
8 Rear Seat Bottom 5.0 Ballast 43.5
9
10
11
12
63.0 164.0
1,077.5
63.0
1,014.5
164.0
1,178.5
1,178.5
245.0
Z-Axis (From Ground):
Data Battery
Location of CG Accelerometer (cm)
Instrument Tray
Brake System
Items Removed
Date:
Kia
Rio
2006
346.5
326.5
Measured Curb mass (Kg)
11005
Location of Vehicle CG (cm
Y-Axis (From LF to RF):
199.5
205.0
367.0
325.5
Measured Test Inertial Mass (Kg)
103.0
70.9
Blue
1.6 L
KNADE123366119647
X-Axis (from LF to LR):
Z-Axis (From Ground):
101.0
Measured Test Inertial Mass =
Removed Total =
Stripped Vehicle Mass =
Added Mass =
Calculated Test Inertial Mass =
Total Mass Removed (Kg) =
N/A
Data Cables

Data Acquisition
241.0
Data Wireless
N/A
Performed by:
MASH Page #'s: 9-12, 80
Scott Mosser
X-Axis (from LF to LR): 70.8
Y-Axis (From LF to RF):
*All weights are in Kg
Measured Curb Mass =
Total Mass Added (Kg) =
Added



51
VEHICLE PARAMETERS (TECHNICIAN 2)



52
VEHICLE PARAMETERS (CRUSH MEASUREMENTS)



53
CAMERA PARAMETERS (CAM 01)

NO. CAMERA LENS
LENS
(MM)
RESOLUTION
(PIXELS)
SPEED
(FPS)
LOCATION
1 GX-1 Nikon 50 1280 X 1024 500 Right Perp
2 GX-1 Nikon 25-85 1280 X 1024 500 Right Perp Close-up View
3 GX-1 Nikon 50 1280 X 1024 500 Right Rear Iso
4 K3R Nikon 13-85 1280 X 1024 500 Left Perp Close-up View
5 K3 Nikon 50 1280 X 1024 500 Left Perp
6 K3 Nikon 35-105 1280 X 1024 500 Left Front Iso
7 GX-1 Nikon 85 1280 X 1024 500 Right Front Iso
8 K3R Nikon 25 1280 X 1024 500 Overhead

MASH Page #s: 101


54


CAMERA SETUP (CAM 02)

*Overhead Camera place over impact point (0.0, 0.0 cm) _770_cm high
MASH Page #s: 101


55

ACCELEROMETERS LOCATIONS AND CHANNEL ID


CH LOCATION
X (cm)
From frt.
axle
Y (cm)
From lft frt.
Hub
Z (cm)
From
ground
SERIAL NO. AXIS
1 Center of Gravity 101.50 69.80 N/A
6DX0013
ACC1

2 Center of Gravity 101.50 69.80 N/A
6DX0013
ACC2

3 Center of Gravity 101.50 69.80 N/A
6DX0013
ACC3

4 Center of Gravity 101.50 69.80 N/A
6DX0013
ARS1

5 Center of Gravity 101.50 69.80 N/A
6DX0013
ARS2

6 Center of Gravity 101.50 69.80 N/A
6DX0013
ARS3

7
Center of Gravity
Redundant
101.50 74.80 N/A
6DX0015
ACC1

8
Center of Gravity
Redundant
101.50 74.80 N/A
6DX0015
ACC2

9
Center of Gravity
Redundant
101.50 74.80 N/A
6DX0015
ACC3

10
Center of Gravity
Redundant
101.50 74.80 N/A
6DX0015
ARS1

11
Center of Gravity
Redundant
101.50 74.80 N/A
6DX0015
ARS2

12
Center of Gravity
Redundant
101.50 74.80 N/A
6DX0015
ARS3



MASH Page #s: 88,89



56
RIGID POLE CHANNEL ID
LOAD CELLS
CH. SERIAL NO. CAPACITY COMMENTS
1 84046A 200,000
2 84047A 200,000




























2


1


TOP
BOTTOM

57








A B C D E F G
H J K L M N
Geometry (cm)
A: 55.7
B: 73.6
C: 16.2
D: 44.8
E: 45.2
F: 23.4
G: 60.7
H: 21.6
J: 37.8
K: 59.7
L: 98.1
M: 36.7
N: 34.3
O:
P:
Q:
R:
S:

58
Track Pre-Test Day Checklist
Test #11005 -Date: 08/03/2011
Vehicle Model-2006 Kia Rio
Checked by: Christopher R Story


Weigh vehicle pre-setup (and note in Test Setup Form)
Empty gas tank and replace with fluid
Empty oil from engine/transmission and replace with fluid
Empty cooling fluid and replace
Disconnect transmission (Neutral)
Mount DAQ
Mount Battery Box
Mount braking system air tank
Mount hydraulic actuator to brake pedal
Attach event switches to vehicle
Weld Accelerometer plates
Mount Accelerometers, Gyros, etc..
Apply targets
Apply test number
Clean and empty vehicle
Weigh vehicle in test trim (and note in Test Setup Form)
Charge Battery Box
Charge DAQ
Check Trolley Chain Lengths (Make sure equal length)
Check bolts and washers on track rails
Check bolts on trolley




59
Track Test Day Checklist
Test # 11005-Date-08/03/2011
Vehicle Model-2006 Kia Rio
Checked by: Christopher R. Story


Take rain covers off track rails
Run Trolley Test using test parameters
Put car on track
Attach trolley chain
Connect DAQ to Battery Box
Attach event switches to vehicle and target
Apply targets to test article
Connect tow cable (brakes)
Check tire pressure (and note in Test Setup Form)
Charge brake system air tank (and note in Test Setup Form)
Pre-Test static pictures
Arm on-board DAQ
Arm speed trap DAQ
Arm test object DAQ
Release Parking Brake
Release Emergency Brake
Post-Test static pictures
Check vehicle Brake Fluid
Check bolts and washers on track rails and trolley
Remove nonessential personnel
Start test initialization




60
Cameras Test Day Checklist
Test # 11005- Date-08/03/2011
Checked by: Christopher R. Story


Sight cameras
Choose Lenses
Light meter readings (Shutter speeds of 1000 and 2000, ASA 400)
1000 f-stop ______
2000 f-stop ______


Digital Cameras
Set up camera tripods
Cameras and hub are plugged in and running
PC recognizes all connected cameras
All cameras switch to view mode (via remote or direct)
f-stops set using goggles
Trigger switch plugged in and working
Cameras armed and ready
Camera 1 Camera 2 Camera 3
Camera 4 Camera 5 Camera 6
Camera 7 Camera 8