Crash Test Technology 2011-part2

FUTURE STANDARDSA greater mix of tests is neededNew Car Assessment Program (NCAP) testing shows that

competitive vehicles range from those that just barely

comply with Federal safety standards, to others that greatly

exceed FMVSS requirements. Euro NCAP includes adult

occupant protection, child occupant protection, pedestrian

protection, and safety assist technology (electronic stability

control, speed limitation, seatbelt reminders, collision

mitigation braking). Japan NCAP includes an offset frontal

collision test. Australia-New Zealand ANCAP and Korea

KNCAP include pedestrian head and leg protection. China

NCAP is very minimal, with only two frontal and one side

impact national NCAP programs should increase the mix of

required tests and increase the crash speeds, and use a

family of test dummies to represent infants, children, and

adults from small to large. Required tests should include

vehicle mismatch (large versus small) and also dynamic

rollovers to evaluate roof structures, side window glass,

side-curtain airbags, and seatbelt the USA, the Insurance Institute for Highway Safety

(IIHS) regularly conducts crash tests at its facilities in

Virginia. IIHS test procedures go notably beyond the

minimum requirements of the FMVSS, and often conduct

vehicle-to-vehicle testing at higher speeds in order to better

simulate real-world often correlates test results to its vast database

containing hundreds of thousands of accidents, with

specificity of the make and model of vehicle involved. IIHS

top scores are often boasted about in auto maker

ements needed in vehicle testingFor improved side impact

protection: Stronger side

structures would minimize

intrusion, plus interior padding,

wraparound seats, improved side-curtain airbags and between-passenger airbags, and laminated

glass for side windows. Upgraded

testing at 50mph+ should include

shaped moving barriers into

vehicles, and car-to-car tests

(including rocker section override).For improved rollover roof crush

resistance: Stronger roof

structures need a strength-to-weight ratio (SWR) of at least

5.0 – versus FMVSS 216 compliance

for SWR of 3.0. Roof designs

should include box-section

members with internal baffles,

rigid foam filling, and composite-material strengtheners. Dynamic

rollover tests at 50mph-plus are

needed to validate roof structure,

seatbelt performance, and side-curtain improved occupant ejection

mitigation: More robust side-curtain airbags are needed,

plus laminated side window glass.

Testing must go beyond minimal

laboratory impacts of a 40 lb head-shaped impactor, and include both

side impact and dynamic rollover

testing at 50mph-plus to ensure

that partial or complete ejection

of the full-size test dummies does

not improved rear and side

underride protection: For truck

underride protection, it means

stronger, lower rear guards that

are full width with attachments

at the corners. Strong side guards

will be necessary on all trailers

and large trucks. Validation should

include car-into-truck tests at

50mph-plus, including offset

and angular crashes – and

perpendicular crashes into side

guards – to ensure that deadly

underride is programs show feasible designsThe pre-eminent vehicle safety conference is the biennial

International Conference on the Enhanced Safety of

Vehicles, known as the ESV Conference. Technical reports

are presented by most of the world’s vehicle manufacturers,

suppliers of safety technology, vehicle research and testing

organizations, and government : GM is

investing in curb

trip tests, the most

common single-vehicle rollover crash,

to develop airbag

sensors and prevent

occupant ejectionBELOW: All NCAP

programs should

include mismatch

tests, asserts BlochESV proceedings cover the past 40 years – from the first

through the recent 22nd ESV Conference held in

Washington DC – and serve as a valuable resource of safety

technologies that have been feasible. The gap between

feasibility and adoption into mass-production vehicles is

too often about 20 to 30 years, so automobile makers with

imaginative development programs can find overlooked

technologies within the extensive ESV documentation.

Worth a t in-depth investigations of accidentsEach nation, as well as auto makers, should conduct in-depth investigations of accidents, to determine how and

why they occurred, and how and why the severity of

injuries detailed analyses will provide useful feedback to

the nation’s safety agency as to the effectiveness of its safety

regulations. Also, the accident investigation teams should

be sure to include specialists in accident reconstruction,

vehicle crashworthiness, bio-mechanics, vehicle crash

testing, and Test Technology InternationalSEPTEmbER 201139

FUTURE STANDARDSRIGHT: This box section windshield header

design still has too many large hole cutoutsBELOW: A 1993 Mazda MPV Minivan, similar

to the vehicle at issue in the US Supreme

Court landmark Williamson opinionMulti-disciplinary accident investigations will provide

valuable feedback to auto makers as to how well their own

vehicles perform in accident avoidance and how effectively

the driver and passengers are protected by the vehicle’s

crashworthy design. Volvo and some other auto makers

commendably already conduct such investigations of fatal

accidents, but other auto makers and research laboratories

need to join in with such : To optimize

safety, the critical

windshield header

should be a closed-section or box-section

design (shown in

green), which is

typically about three-times stronger than an

open-section channel

design (shown in red)New vehicle technologies must be testedAs new and complex technologies are integrated into

vehicles – such as Electronic Stability Control and more

complex airbags – it is imperative that they be thoroughly

tested. This includes mechanical shock and vibration,

temperature cycling and environmental influences,

electromagnetic interference, and as input sensors and/or

output servos deteriorate with usage, extensive mileage,

and environmental factors, plus extensive Failure Modes

and Effects Analyses (FMEA).“Improvements in vehicle safety

will go hand in hand with

more comprehensive testing”For example, with the ever-increasing integration of

multiple computers into our vehicles, and with electronics

taking over from mechanical systems, there must be testing

protocols to assess the potential adverse effects if hardware

components begin to fail, or if the software deteriorates or

if algorithms did not adequately account for all foreseeable

input variations. And ‘failsafe’ mechanisms should be

included to prevent adverse consequences, should any of

these complex systems go the authorByron Bloch has been a US

auto safety expert in design

and crashworthiness for

more than 40 years,

advocating the adoption of

airbags, fuel tanks forward-

of-axle, integrated seats,

stronger roofs for rollover

protection, truck underride

guards, and other

crashworthiness inspects accident-damaged vehicles, lectures,

writes, appears on TV, testifies

in court on behalf of crash

victims, demonstrates

exemplar designs that

are safer, and produces

documentaries analyzing car

crash accidents and vehicle

safety. His website is at

testing is criticalImprovements in vehicle safety will go hand in hand with

more comprehensive testing. Such rigorous testing will

show weaknesses and vulnerabilities in prototypes and

production vehicles so they can then be ‘designed out’,

resulting in the evolution of safer vehicles in production

and on our will also help uncover and then eliminate liability

risks of unsafe or defective designs that cause needless

accidents and preventable injuries – thereby also helping

advance the goal of Vision Zero toward the reduction of

fatalities and severe injuries.

‹40Crash Test Technology InternationalSEPTEmbER 2011

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UNIVERSITY RESEARCH42Crash Test Technology InternationalSEPTEmbER 2011

UNIVERSITY RESEARCHSideeffectsKettering University research shows that side impact testing

on a deceleration sled is repeatable and cost-effectiveWords By Janet Brelin-Fornari, ProFessor oF Mechanical engineeringand director oF the Kettering University crash saFety center in

Michigan, UsaSide impact occupant protection has two

characteristics that must be assessed: The front-seat passenger and driver are exposed to different

crash environments dependent upon which side the impact

occurs; and intrusion of the vehicle structure plays a role

in the kinetics of the occupant. When a side impact occurs,

the occupant may be sitting opposite the struck side (far

side) or next to the struck side (near side). The risk of

injury is much greater for the occupant sitting on the near

side due to the intrusion of the vehicle structure or outside

structure that is impacting the vehicle (i.e. pole, another

vehicle, etc). In fact, for children involved in crashes, there

is a 2.2-times greater risk of injury in a near side impact

than a far side impact (Child Passenger Safety Fact and

Trend Report 2007).Therefore, understanding the near side environment is

necessary for engineering occupant protection systems to

“For children involved in crashes,

there is a 2.2-times greater risk

of injury in a nearside impact

than a far-side impact”Crash Test Technology InternationalSEPTEmbER 201143

UNIVERSITY RESEARCHBELOW: The author

of this article, Dr Janet

Brelin-Fornari, loves

that the university’s

facilities give students

hands-on learningreduce the risk of injury. In response to a May 2002

advanced notice of proposed rulemaking (ANPRM) issued

by the National Highway transportation and Safety

Administration (NHTSA) in the US regarding a side impact

protection standard for child restraint systems (CRS), the

responses reflected the belief that a dynamic test should

account for some degree of vehicle intrusion into the

occupant compartment. Overall, the test procedures that

the agency was considering, did to the role of the vehicle structure in side impacts,

full vehicle testing is a key component in side impact

occupant protection development. But, full vehicle testing

is costly. And, with child seats being exposed to an endless

variation of side impact structures (dependent on the

vehicle in which it is placed), a less complex way of testing

near side impact integrity was address this challenge, Kettering University in Flint,

Michigan, and Dorel Juvenile Group partnered to develop

a deceleration sled test protocol to test CRS in nearside

impacts. A deceleration sled is a dynamic test device that

brings a vehicle buck up to impact speed and decelerates

the fixture with a pre-tuned crash pulse. There are various

drive and deceleration mechanisms for decel sleds, but the

sled at Kettering University (designed and built by Global

Engineering and Test in Fraser, Michigan) uses a pneumatic

drive and a hydraulic piston decelerator. So, if a vehicle

buck is fixed on the sled bedplate and propelled to the

barrier sideways, when it decelerates at impact, the test

will only assess the negative acceleration environment and

will not induce side structural impact ore, to assess the side structure intrusion, the

child seat and vehicle bench seat are set stationary on a

secondary sled fixed to a set of linear bearings at the impact

end of the sled. On the primary sled, a generic door fixture

is propelled to impact the child and vehicle seats at speed.

“The test will only assess the negative

acceleration environment and will not

induce side structural impact forces”44Crash Test Technology InternationalSEPTEmbER 2011

UNIVERSITY RESEARCHAbout Kettering UniversitySince Kettering University digital video, ATDs, data

opened its crash lab in 2005, acquisition, and airbag deployment

it has become the only university the USA to teach crash safety The second area is the

at an undergraduate level, and component test area, which houses

has gained valuable experience, a linear impactor as well as other

working with the US military on component testing equipment.

vehicle projects, as well as work The linear impactor allows for the

for Tier ones, and even g of steering columns,

The main area of Kettering’s instrument panels, and vehicle

crash test facilities houses the interior ration sled. The sled, built The third area is a dedicated

by Global Test and Engineering computer and community

Services (formerly VIA), runs on classroom, which seats 40 students

pneumatic power. The system and is outfitted with state-of-the-can carry a 2,000 lb payload to art computational equipment so

a speed up to 42mph. The impactor students can perform virtual crash

is hydraulic and is easily tuned testing and complete testing data

to generate various deceleration analysis. The classroom is also

pulses. Everything needed for a gathering place for community

frontal, side or rear impact seminars and K through 12

occupant protection testing is programs dedicated to vehicle

available, including high-speed occupant protection and struck, the secondary sled accelerates to speed. After

the impact has occurred, the primary sled strikes the

decelerator and the secondary sled engages a brake to end

the test. Since the side impact occurs with the ATD and

child seat before the primary sled strikes the decelerator,

the tuned pulse has no bearing on the test. The impact

speed of the generic door fixture is taken from NHTSA’s

evaluation of near side impact using a HYGE test setup has also been utilized to assess the

occupant protection systems for near side impacts of adult

passengers. The same test protocols were followed, but the

actual vehicle seats, doors, and trim were used on the

primary and secondary sleds. The sled kinematics results

were derived from full vehicle l, side impact testing on a deceleration sled allows

for a repeatable, cost-effective method of assessing near

side impact occupant protection systems. For child seats,

the generic structural impact represents an encompassing

real-world environment. For adult occupants in a vehicle

buck, it allows for countermeasure development without

the need to conduct full vehicle testing for each hardware

configuration.

‹LEFT: The sled uses

a pneumatic drive

and a hydraulic

piston deceleratorCrash Test Technology InternationalSEPTEmbER 201145

EXPO

PREVIEWEvent: Automotive Testing Expo North

America 2011Venue: The Suburban Collection Showplace,

Novi, Michigan, USADate: October 25-27, 2011Automotive Testing Expo

North America 2011, one

of the world’s foremost vehicle

development events, is fast

approaching. It covers

products, services, and

technology for every aspect

of the process, with a strong

crash test element. Welcome

to the Crash Test zone will provide

a meeting point, with

some of the world’s leading

organizations present,

all of which are producing

and developing the very latest

technologies for improving

occupant and pedestrian

safety. Over the next fi ve pages

you’ll fi nd just a few highlights

you can expect to see at this

year’s you’re at the show,

don’t forget to stop by the Crash

Test Technology International

stand. Whether you want to

share an idea or just have a

chat, we’d love to meet you.

46Crash Test Technology InternationalSEPTEMBER 2011

ZoneEXPO PREVIEWBroadcast-quality

high-speed camerasCOOKE is introducing the

HD/HD+ high-speed camera, based on

a specially developed

CMOS sensor, which

achieves true linear

response at high-definition

resolution and an attractive

price. With its smaller form

factor, numerous trigger

options, and smart battery

control, the

HD/HD+ is specifically

designed for automotive

pixel (HD) and 1,107fps

at 1920

x 1440 (HD+).The camera features

11µm pixels, peak quantum

efficiency of 50%, and is

available in monochrome

and color formats. Internal

offset stabilization negates

the need for a mechanical

sensitivity with

low read-out noise gives

highest image dynamics

and broadcast image

(mono) and 160 to 6,400

(color).The camera features

up to 36GB of internal

memory, and data is

transferred via GigE

Vision or USB2.0

(Camera Link optional)

camera interfaces. The

global snapshot shutter

provides exposure time

from 1.5µs and inter-camera (master-slave)

synchronization enables

st

TeashCroffboard safety y (SMI value 83

precise synchronization

Sensitive 12bit dynamics

according to ISO 17321

of up to five full resolution rates

standard) and ISO speeds

Find out more from Cooke

of 1,469fps at 1920

x 1080

from 1,250 to 16,000

at booth 5024Instrumentation solutionsKistler North America

combustion and road

innovative closed-loop

will be displaying its latest

test analysis system,

monitoring system for

turnkey instrumentation

which facilitates real-time

servo press manufacturing

solutions for crash test

measurements under

manufacturing

proving ground conditions;

The company

process monitoring,

a complete portfolio of

will also discuss the

vehicle dynamics testing,

KT Automotive crash

establishment of its new

and engine development,

test sensors; the Corrsys-North American Technical

including sensors, data

Datron RV-4 wheel vector

Center in Novi, as well as

acquisition, and ement system; and

its recently established

Technologies on show

Kistler’s latest advances

sales and customer

will include optical sensors

in pressure-, force-,

support facility in

with RoaDyn mounting

acceleration-, and torque-Monterrey, directional detection;

sensing technologies,

See Kistler North America

the KiBox in-vehicle

presented along with an

at booth 14032Crash Test Technology InternationalSEPTEMBER 201147

WEIVERPO

XPE48Advanced sensor

futEk AdvAncEd

Roll simulator for repeatable testingSEnSor tEchnology

The S-E-A Roll Simulator

occupant restraint/as speed and roll rate,

off-highway vehicles,

has been supporting

has been designed and

protection the ability to simulate

utility vehicles, golf carts,

automotive sensor

built through a

Documenting each

real-world pre-trip and

forklifts, and occupant

requirements in endurance

multidisciplinary effort,

test is a combination

trip environments. The

response and restraint

testing, validation,

capitalizing on the

of high-speed video

Roll Simulator’s unique

systems of passenger

verification, and

company’s mechanical

cameras, a motion

delivery system can

vehicle compartments

qualification for over a

engineering, vehicle

capture system, vehicle

accommodate a variety

during minor accident

decade. The company’s

dynamics, and

and test platform onboard

of vehicle occupant

events. S-E-A is currently

range of automotive load

biomechanics groups.

sensors, and instrumented

compartments and can

using the capabilities of the

cells, torque sensors,

The Roll Simulator provides

anthropomorphic test

be used to simulate a

Roll Simulator to evaluate

and pressure sensors are

accurate, repeatable, and

devices (ATDs). A

variety of non-roll events

occupant response and

designed to fit a range

reliable testing of rollover

dedicated indoor facility,

with control, accuracy,

protection in a variety of

of applications, from

events in order to provide

the Roll Simulator’s

and ts for development,

component testing to full

multi-axis performance-capabilities include

Through its robust

regulatory compliance,

based evaluation of

controllable and tunable

design, S-E-A’s Roll

and litigative ly. Visitors should

occupant response and

input parameters such

Simulator is able to test

See S-E-A at booth 5004also be familiar with

Futek’s range of specialty

products, including the

low-profile spike-resistant

pedal force sensor, bi-axial

stick shift sensor, and

compact seatbelt sensor.

See Futek Advanced

Sensor Technology at

booth 8044World-class facilitycAlSPAn is a world-renowned aerospace

and transportation

safety research and

development

organization, and

lays claim to having

developed the first crash

test dummy in 1948,

the automobile seatbelt

in 1951, and the first

authentic side-pole crash

test system in the past five

decades, Calspan

has gained expertise

in structural

crashworthiness,

occupant crash

protection, and accident

reconstruction. Its

facilities are often used

to aid in the design of

vehicles and evaluate

ServoSled conversions on offer at Expoconformance with

FMVSS, and can also

Visit SEAttlE SAfEty to

hydraulics, air valves,

attachment of existing

System concept – is

accommodate custom,

find out about ServoSled

and nitrogen bucks. The track

based on the idea that

time-sensitive test

conversions. Existing

After this stage, dry

rails and foundations are

energy absorption is

, Hodogaya, and MGA

air seals are fitted as the

reinforced for the higher

easier to control than

Visitors should ask

sled systems can be easily

converted actuator is

loading and performance

energy Calspan’s

converted into ServoSled

operated using completely

capabilities of the

This enables huge

independent dynamic

systems by reusing the

dry air, and other new

ServoSled Conversion

amounts of force to be

simulation test facilities,

existing reaction mass,

components are added

lled from small

the sled facility at which

track rail foundations, and

such as a stiffer sled for

For future upgrade

hydraulic systems. For

over 30,000 tests have

actuator cylinder tubes.

high-frequency response,

capability, Seattle Safety

example, the fluid flow

been performed for a

Most internal parts, such

a servobrake, a new

has developed

required for the 3.1MN

as the pin, orifice, trigger

control system, a hydraulic

servohydraulic friction

ServoSled is less than

multitude of automotive

seals, and floating pistons,

power unit, and pneumatic

brake technology as the

1 liter per test, modulating

removed from the

controls. The sled payload

basis of the ServoSled.

enormous Calspan at booth

existing actuator, as are

mounting plate includes

This technology – the

See Seattle Safety at

C104the load/set volume

a 3

x 3in hole pattern for

Hardened ServoBrake

booth C126Crash Test Technology InternationalSEPTEMBER 2011

High-tech sensing solutionsCrash test barriersAutomotive vehicle

MEGGITT SENSING

piezoresistive, and

servo accelerometers,

signal conditioning

design is constantly

SYSTEMS will be

variable capacitance

inclinometers; inertial

electronics, cables,

evolving, and a great

displaying its recently

accelerometers;

measurement units;

and of effort is placed

expanded product

shock and vibration

LVDTs; electromagnetic

Many models are now

on passenger safety

line offerings for

sensors; piezoresistive

and piezoelectric

available for immediate

while making vehicles

automotive testing,

pressure transducers;

structural excitation

r and more fuel

including high-acoustic sensors and

devices; conditioners;

Find out more from

efficient.

PlaScORE’s

performance

instrumentation;

calibration systems

Meggitt Sensing Systems

mission is to support this

piezoelectric,

displacement sensors;

and services; and

at booth 7040goal with high-quality,

consistent crash test

re manufactures

and supplies made-to-spec crash test barriers

to the worldwide

automotive industry.

Their performance is

intended to provide

a measurement tool with

sufficient precision to

ensure repetitive and

correlative results that

reflect the protective

performance of a motor

vehicle with respect

to human company’s frontal

and side impact crash

test barriers are

manufactured to industry

standards, including

ECE, NHTSA, and IIHS

specifications, with

manufacturing carried

out under ISO Plascore at

booth C124New pulse development systemsFast camerasNac IMaGE

TEcHNOlOGY will

The HYGE was the first

expanded in complexity it

Visitors to the show can

computer simulations to

be using the Expo to

system to do crash

was assumed that different

see the new HYGE pin

refine the pin shape and

promote its all-new

simulation by acceleration,

equipment would be

development system, which

calculate the size and

Memrecam HX-1, which

and has provided reliable,

required. However, until

consists of a segmented pin

sequence of sections to

offers 5MP resolution at

reproducible data for

now much of the HYGE

that provides simple and

assemble a pin to produce

2,000fps. The company

decades. As the pulse

capabilities were

easy adjustment to pin

the desired the HX-1 has the

requirements have

ns, and software to do

See HYGE at booth C116highest resolution, the

highest speed, and the

longest recording times

High-definition, high-speed camerasof any high-speed

camera ever CMOS sesnor

offers 2560 x 1920 pixel

The PHOTRON range of

testing, fluid dynamics,

sensor to provide excellent

network, and is fully

resolution and a bit

high-speed digital imaging

and solid mechanics, the

light sensitivity, enabling

compatible with the

depth of 8, 10 or 12 bits,

systems will be further

FASTCAM SA6 provides

high-speed recordings to

Photron J-BOX for multiple

extended with the launch

1920

selectable by the

x 1440 pixel image

be made with the minimum

camera installations.

of the new FASTCAM SA6

resolution at all frame rates

of additional lighting.

Optional remote control

, designed for

up to 1,125fps, 1920

x 1080

The utilization of 12bit

lens mounts and an

Further features of the

applications requiring

full HD image resolution at

dynamic range output

integrated capping

HX-1 include extra-long

high-resolution rates up to 1,500fps,

yields good image quality

shutter facilitate automated

recording times, ultra-Developed to permit

and recording rates up

and color ation, further

high light sensitivity, and

detailed high-speed

to 75,000fps at reduced

The camera may be

extending the ease

a ruggedized design for

analysis of large spatial

lled via an optional

of system in applications such

The system uses a high-remote local keypad or

Photron can be found

NAC Image Technology:

as automotive safety

performance CMOS image

over a gigabit Ethernet

at booth 6052booth C100Crash Test Technology InternationalSEPTEMBER 201149

WEIVERPO

XPE50MEMS capacitive sensing

Transport researchmodulestraNSpOrtatION

10,000 lb at 44g,

rESEarCh CENtEr

simulating a crash speed

SILICON DESIGNS INC

integral amplification and

reference, which eliminates

has extensive proving

of 71mph, and lighter

(SDI), a global industry

high-drive, low-impedance

precision power supply

grounds, which provide

payloads can be

manufacturer of highly

buffering for precision

requirements. The sensor

a full-service impact

accelerated to velocities

rugged industrial-grade

measurements. The

is relatively insensitive to

laboratory and a

of capacitive

accelerometer produces

temperature changes and

comprehensive vehicle

The center’s static

accelerometer chips and

two analog voltage outputs

thermal gradients. Self-safety development

test laboratory features

modules, has introduced

and features a four-wire

calibration is quick and

facility. Vehicle crash

computer-controlled

the model A2260, a high-connection, supporting

easy. Within standard

testing, impact

hydraulic cylinders

precision accelerometer

both single-ended and

range (2g to 400g), most

simulation, highway

positioned to apply

designed to meet a variety

differential modes. Signal

accelerometers continue

appurtenances,

and record loads on

of automotive R&D, crash

outputs are fully differential

to operate after sustained

automotive component

components at specified

test, and vehicle dynamics

about a 2.5V common

exposures of up to 10 K

static testing, and dummy

rates of force and

testing requirements such

mode voltage and

g-shock and with limited

and instrumentation

displacement. In

as NVH, drivetrain and

sensitivity is independent

exposure to temperatures

calibration labs are

addition, calibration

powertrain testing, vehicle

from the supply voltage of

above 200°C (392°F).

services are available

suspension and handling,

8-32V. At zero acceleration,

Carefully regulated

located in this secure

crash event detection,

the output differential

manufacturing processes

area of the proving

for accelerometers, load

and airbag performance

voltage is nominally 0 VDC;

ensure that each sensor

, pressure gauges

full-scale acceleration,

is made to be virtually

The enclosed crash

and transducers,

The latest model,

the output differential

identical, enabling users

barrier is capable of

anthropomorphic test

the A2260, is expressly

voltage is ±4 swap out modules with

testing vehicles up to

dummies, position

tailored for zero-to-The sensors feature

minimal modifications.10,000 lb at velocities

transducers, electrical

medium-frequency

onboard voltage regulation

See Silicon Designs Inc

up to 60mph, and the

measuring instrument

applications and offers

and an internal voltage

at booth 12051outdoor impact area is

calibration, including

capable of impacting

digital multimeters and

two moving vehicles at

temperature meters,

any angle at velocities

and torque to 100mph. The 24in

See Transportation

Hyge pneumatic drive

Research Center at

can carry a payload of

booth 9020WHO TO MEET:Gary Oria, director of product marketing for the

Meggitt Sensing Systems Measurement Group,

will be on hand to answer attendees’ technical

questions regarding the company’s available

sensor and instrumentation product ranges for

automotive testing applications such as modal

and structural analysis; vehicle

and powertrain NVH; vehicle interior noise;

ride quality; component durability testing;

Two new Phantom launchesengine transmission testing; and legislative

and safety testing, including anthropomorphic

test devices (ATDs) and on-vehicle and pedestrian

vISION rESEarCh will

If higher speeds are

high-resolution images

crash unveiling two additions

needed, reduced resolution

at ultra-high speeds, the

to its Phantom v-Series

images are available up

v1210 and v1610 bring

Kati Cole, director of sales and marketing at

line of digital high-speed

to 600,000fps, or up to

new tools to scientists,

Silicon Designs (pictured below), is looking

cameras: the Phantom

1,000,000fps when the

researchers, engineers,

forward to meeting fellow industry people at

v1210 and v1610. These

FAST option is others who need to

the show. “Silicon Designs will be displaying its

are, the company claims,

The Phantom v1610 is

see phenomena invisible

industrial grade plug-and-play capacitive

the world’s fastest 1MP

claimed to be 60% faster

to the human eye.”MEMS accelerometer modules

digital high-speed

than any other camera on

The v1210 can be

with integrated amplification.

cameras. Both feature

the market, with the ability

configured with 12GB,

The sensors feature an

high-definition and

to acquire more than

24GB or 48GB of memory,

extremely rugged design

widescreen 1280

x 800

16,000fps at full resolution,

and the v1610 with 24GB,

and full-scale sensitivity

CMOS sensors, as well as

and up to 1,000,000fps

48GB or 96GB of memory.

from 228µm pixels that allow for

at reduced memory can be

Our chips and modules are

g to more than 20,000g.

superior sensitivity when

“Vision Research’s

segmented into as many

shooting in low light. The

innovations in the high-as 63 partitions and

used to support a variety of

v-Series additions make

speed imaging industry

enables continuous

automotive R&D, crash test,

possible image capture

and its launches of the

shooting of back-to-back

and vehicle dynamics testing

at more than 12,000fps

v1210 and v1610 add

shots without the need

requirements such as NVH,

(12 gigapixels/second) in

advanced capabilities

for constant downloading.

drivetrain and powertrain

full resolution when using

to the market,” says Rick

The cameras offer 12bit

testing, vehicle suspension and

the v1210, and more than

Robinson, division vice

pixel depth as ng, crash event detection,

16,000fps (16 gigapixels/president of marketing.

See Vision Research at

and airbag performance

second) for the v1610.

“With the ability to capture

booth Test Technology InternationalSEPTEMBER 2011

ServoSledCatapult Systems

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