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This paper presented a procedure for airbag folding for the application in occupant safety studies and analysed the influence of different airbag folding patterns on the occupant severity in frontal impact. Airbags were folded in two patterns: zig-zag and top-roll, using two folding techniques: Initial Metric Method and Explicit Folding. The explicit folding was found to be more expensive in terms of preparation time. However, this approach provided more control over the whole folding process. The Initial Metric Method was more robust, however, it's hard to apply for complex folding patterns. Deployments of airbags were validated against experimental data of pendulum tests. Those airbag models were applied to 2006 Ford F250 pickup truck. This vehicle was used for simulations of frontal vehicle impact where the 50th male Hybrid III crash test dummy was an occupant. Results of this simulation were compared with an actual test with a similar vehicle, under the same impact conditions. Results showed the head and chest accelerations were lower for top-roll folded airbag cases, however neck normal forces were higher compared to zig-zag folded airbag. The internal pressure in the early stage of deployment was 33% higher for the top-roll folded airbags. [ABSTRACT FROM AUTHOR]

The aim of this study was to compare the head displacement of the KPSIT C50 dummy, representing a 50th percentile male, with the KPSIT C5 dummy, representing a 5th percentile female, during low-speed collisions. Low-speed collisions, such as those occurring in urban traffic jams, are increasingly common. The research was conducted on a dedicated educational workstation designed to measure forces in seat belts. This study is part of a comprehensive research project on crash tests involving both volunteers and physical KPSIT dummies. The tests were conducted at a speed of 20 km/h to simulate real-world low-speed collision scenarios. The findings demonstrate that using a sports bucket seat with four-point or five-point harnesses significantly reduces head displacement compared with standard car seats. Such seating configurations enhance safety by minimizing the risk of head injuries, which can occur when airbags do not deploy during low-speed collisions. Moreover, the study highlights that standard three-point seat belts allow for greater forward head movement, increasing the risk of head contact with the vehicle's interior during collisions at speeds too low to trigger airbag deployment. [ABSTRACT FROM AUTHOR]

The aim of the study is to compare the head displacement of the KPSIT C50 dummy during a frontal collision at a speed of 20 km/h, along with the change in the angle of the car seat backrest. Passenger car manufacturers recommend setting the backrest angle of the car seat between 100 and 125 degrees. It should be noted that the driver's position is of great importance in the event of a collision injury. In the event of a rear-end collision, the position of the headrest of the car seat is an element that affects the degree of the driver's injuries. In extreme cases, incorrect positioning of the headrest, even at low speed, can lead to serious injuries to the cervical spine and even death. The article is part of a large-scale study on low-speed crash testing. The research problem concerned the influence of the seat backrest angle on the head displacement during a low-speed collision. The article compares the displacement of the head of the KPSIT C50 dummy during a series of crash tests, where the angle of the car seat backrest was changed. On the basis of the research, it was found that the optimal angle of the car seat backrest is 110 degrees. In addition, a preliminary analysis of the displacements of the dummy's head showed a high risk of whiplash injury in people sitting in a fully reclined seat. [ABSTRACT FROM AUTHOR]

The article presents the results of experimental studies on the reliability and monitoring of the condition of the knee and shoulder joints of an anthropometric dummy designed for low-speed crash tests. Next, the characteristics of the resistance moments in the joints of the KPSIT C50 dummy are compared with the characteristics of the drag torque of the HYBRID III C50 dummy. The patented and manufactured knee and shoulder joints of the KPSIT C50 dummy characterized by a simple structure. The article presents a comparison of the resistance moments in the knee and shoulder joints of the KPSIT C50 dummy before crash tests and after a series of 200 crash tests. It has been shown that the patented solutions that have been used for low-speed crash tests do not need to be calibrated after a series of 5 crash tests, as is the case with the Hybrid III dummy. In addition, the results of experimental research presented in the article confirm the durability of the KPSIT C50 dummies joints and the possibility of using the joints for other centiles of anthropometric dummies [ABSTRACT FROM AUTHOR]

The aim of this study was to compare the head displacement of the KPSIT C50 dummy, representing a 50th percentile male, with the KPSIT C5 dummy, representing a 5th percentile female, during low-speed collisions. Low-speed collisions, such as those occurring in urban traffic jams, are increasingly common. The research was conducted on a dedicated educational workstation designed to measure forces in seat belts. This study is part of a comprehensive research project on crash tests involving both volunteers and physical KPSIT dummies. The tests were conducted at a speed of 20 km/h to simulate real-world low-speed collision scenarios. The findings demonstrate that using a sports bucket seat with four-point or five-point harnesses significantly reduces head displacement compared with standard car seats. Such seating configurations enhance safety by minimizing the risk of head injuries, which can occur when airbags do not deploy during low-speed collisions. Moreover, the study highlights that standard three-point seat belts allow for greater forward head movement, increasing the risk of head contact with the vehicle’s interior during collisions at speeds too low to trigger airbag deployment.

The aim of the research is to compare the head displacements of volunteers with the head displacements of the KPSIT C50 dummy, taking into account the change of vehicle seat belts. Unfortunately, sudden braking or collisions between vehicles is becoming more and more common, especially during traffic jams. There is considerable ignorance in the literature on the behavior of the human body during a low-speed collision, which motivates the development of low-speed crash test procedures in order to reduce the risk of cervical spine injuries. The tests were carried out at a teaching station designed to measure the forces in seat belts and the displacements of individual body elements (dummy or volunteer) during a low-speed crash test. The article is part of extensive research on crash tests using volunteers and KPSIT physical dummies. The study involved 150 volunteers who were divided into specific percentile groups. The article compares the head displacements of the constructed KPSIT C50 dummy with the head displacements of volunteers representing the 50th percentile group of the male population. The study conducted with volunteers was under control and was completely safe for people participating in the study. The research shows that the use of a bucket sports seat equipped with four-point or five-point seat belts significantly reduces the movement of the head during a low-speed collision. This type of vehicle seat is safer and provides a reduced risk of injury from hitting the head on the steering column in a low-speed collision when the airbag has not deployed. Moreover, research shows that standard seat belts placed in passenger vehicles allow the head to move freely forward in the event of an accident or low-speed collision. Therefore, if the speed is too low to deploy the airbag, there is a high probability that the driver and passengers will hit their heads against the cockpit of the passenger vehicle during a collision at a speed of 20 km/h. [ABSTRACT FROM AUTHOR]

The aim of the study is to compare the head displacement of the KPSIT C50 dummy during a frontal collision at a speed of 20 km/h, along with the change in the angle of the car seat backrest. Passenger car manufacturers recommend setting the backrest angle of the car seat between 100 and 125 degrees. It should be noted that the driver’s position is of great importance in the event of a collision injury. In the event of a rear-end collision, the position of the headrest of the car seat is an element that affects the degree of the driver’s injuries. In extreme cases, incorrect positioning of the headrest, even at low speed, can lead to serious injuries to the cervical spine and even death. The article is part of a large-scale study on low-speed crash testing. The research problem concerned the influence of the seat backrest angle on the head displacement during a low-speed collision. The article compares the displacement of the head of the KPSIT C50 dummy during a series of crash tests, where the angle of the car seat backrest was changed. On the basis of the research, it was found that the optimal angle of the car seat backrest is 110 degrees. In addition, a preliminary analysis of the displacements of the dummy’s head showed a high risk of whiplash injury in people sitting in a fully reclined seat.

The purpose of this paper is to present a series of dynamic tests for testing the protective and security barrier of the PROBAR system, developed by STRIX Chomutov, a.s., according to the PAS 68:2013 standard. The goal of the tests was to assess how the obstacle resist impacts and whether it can absorb the energy exerted on it. Verification of the mechanical properties of the device was performed in two types of impact configurations. Emphasis was placed on the behaviour of both the obstacle and the vehicle during the impact and in the short time interval after the collision. In terms of criteria for evaluating the impact tests, it can be stated that Test 2 exceeded the Theoretical Head Impact Velocity (THIV) criterion by 20 km h−1, while Test 1 did not exceed the limit value. However, all values for other criteria (ASI, PHD, HIC, 3ms) were within the specified limits, and the safety barrier met the required criteria which allows to be certificated.

The purpose of this paper is to present a series of dynamic tests for testing the protective and security barrier of the PROBAR system, developed by STRIX Chomutov, a.s., according to the PAS 68:2013 standard. The goal of the tests was to assess how the obstacle resist impacts and whether it can absorb the energy exerted on it. Verification of the mechanical properties of the device was performed in two types of impact configurations. Emphasis was placed on the behaviour of both the obstacle and the vehicle during the impact and in the short time interval after the collision. In terms of criteria for evaluating the impact tests, it can be stated that Test 2 exceeded the Theoretical Head Impact Velocity (THIV) criterion by 20km h-1, while Test 1 did not exceed the limit value. However, all values for other criteria (ASI, PHD, HIC, 3ms) were within the specified limits, and the safety barrier met the required criteria which allows to be certificated. [ABSTRACT FROM AUTHOR]

The selection of a child seat is not an easy task for future parents. Information about child seats, assembly methods, usability and prices affect the purchasing preferences of parents or legal guardians of children. The article contains information about the factors to pay attention to when buying a child seat. The main purpose of the article is to analyze and evaluate information on the selection of a vehicle seat for the right passenger vehicle and child. The article presents information on groups of child seats and the method of their installation in a passenger vehicle. The purchasing predispositions of parents and legal guardians in terms of the selection of a child seat were also described. It should be noted that most respondents pay attention to the level of safety of child seats than to their price. [ABSTRACT FROM AUTHOR]

There are more and more motorcycles on the roads. This can be seen, for example, on the basis of statistical data from the Central Statistical Office, where newly registered twowheelers are presented. Based on the data, it can be seen that there are more and more newly registered motorcycles every year and that there are many road accidents involving two-wheelers. According to data provided by the WHO, as many as 28% of fatalities in road accidents are motorcycle riders [11]. The article below reviews the literature on crash tests of motorcycles and test dummies. Unfortunately, it should be noted that this topic is not widely discussed in scientific research. Most of the works related to motorcycle crash tests concern safety tests of cash registers. On the other hand, usually in the literature on the subject you can find publications presenting simulations of mapping a specific accident involving a motorcyclist. The paper presents the most important standard regulating the manner of conducting crash tests of motorcycles. The main purpose of the article is assessment of the problem of motorcycle safety and an analysis of the state of knowledge in the area of motorcycle safety research in crash tests. The paper presents types of two-wheelers crash tests and stands used to test motorcycles. In addition, the authors in the work drew attention to the type of dummies used for crash tests involving motorcycles. Differences between these dummy and other dummies used in crash tests are also described. The article discusses the literature and describes research related to crash tests. [ABSTRACT FROM AUTHOR]

The operational safety assessment of the unmanned vehicles is crucial for their subsequent practical use. The safety limit criteria used for the operation assessment, especially values closely related to the safety of persons and their vulnerability to collision with these vehicles, represent nowadays a significant limitation. This contribution presents the currently discussed and proposed human safety criteria for the UAS, evaluates the available data from the collision dynamic tests and computer modelling and provides the possibility to compare and evaluate these criteria on a validated set of data. A total of five small UAS, three multi-rotor quadcopters and two fixed-wing aircrafts were used to verify the current methods and serve as a basis for the assessment. The results of the measurements obtained through the crash tests demonstrate the excessive restrictiveness of the currently used kinetic energy threshold values and the limited value of some proposed criterions, e.g. the blunt criterion. On the contrary, they point to the appropriateness of the application of car vulnerability criterions. The UAS mass or kinetic energy tests represent an easily definable threshold value, however, the available data sets and the tests performed showed limitations of its applicability for the deformable and fragile UAS structures. The article aims to verify, based on its own impact tests, the adequacy of the evaluation of the safety criteria of the UAS operation in relation to the development of the current legislation that defines the conditions of use of these machines.

Events in recent years showing numerous terrorist attacks raise awareness regarding the necessity of considering the safety of heritage buildings. The analysis of available data allows us to conclude that it is not possible to fully prevent terrorist attacks. On the other hand, it is possible to minimize the impact of such incidents through proper design of passive protection system (PPS) components. One possible architectural solution to be deployed as a passive defense system is laminated glass panel walls. The study presented in this article is innovative, considering there are no current standard documents or recommendations to determine the conditions of destruction as well as the methods of testing the strength of glass components used in laminated glass panel walls under vehicle impact. The present work represents the material used in PVB interlayers using the Mooney–Rivlin constitutive model, which correctly describes the non-linear characteristics of PVB. Based on the obtained results, new parameters of PVB laminated glass exposed to vehicle impact were developed. The newly developed parameters underwent quality verification through a comparison of results from experimental studies and numerical simulations. Finally, the strength of laminated glass panel walls was subject to evaluation, considering the amount and thickness of individual VSG glass layers and the number of PVB interlayers at ground floor level of a heritage building with high susceptibility to terrorist attacks. The newly developed parameters of laminated glass may be implemented as a premade input .mat file for the material available in the KEYWORD database under the name MAT_32-LAMINATED_GLASS in the LS-DYNA software. [ABSTRACT FROM AUTHOR]

Road safety barriers play an important role in improving road safety. Cable barriers are one of the types of road barriers. Cable barriers have favorable collision-related properties, especially in terms of the safety of the vehicle occupants. Despite the continuous development of road barrier systems, the current European standard EN1317, which is used to evaluate the performance of road barriers, does not take into account all possible crash scenarios and all possible types of impacting vehicles. Sport utility vehicles (SUVs) are one of the types of vehicles that the EN1317 standard does not consider. SUVs are widely used on European roads. The work aims to optimize a high-tension 3-cable barrier system in crash tests with a large SUV. The research utilized the methods related to the design of the experiment, numerical simulations of crash tests, metamodeling, and multi-objective optimization (MOO) algorithms – WSF and NSGA-II. In the optimization, two aspects of the barrier were considered, economical and structural. The primary result of the study was the determination of four optimized designs for the cable barrier. These designs represent different trade-offs between the objective functions, offering various solutions depending on the specific engineering needs. The proposed barrier designs are characterized, among others, by a reduction in barrier mass, a reduction in the lateral deflections of the barrier, and a reduction in the number of posts that would need to be replaced after an SUV collision. The methodology used and the results achieved may be useful in the process of designing, testing, and optimizing other road safety barriers. • Roadside barriers in Europe are not tested for SUVs in certification process. • SUV crashes with high-tension cable barrier system are analyzed. • Cable barrier performance in SUV collisions are evaluated. • Metamodel-based design optimization of cable barrier is conducted. • Optimized barrier has lower mass and working width than original barrier design. [ABSTRACT FROM AUTHOR]

Abstract Key to understanding the needs and building road infrastructure management tools to prevent and mitigate run-off-road accidents is to identify hazards and their sources which are a result of wrong design, construction, and installation of road restraint systems. Building such tools requires advanced studies with field tests, simulations and models to demonstrate the effects of selected parameters on road user safety. The research work included building numerical models which were validated with crash tests and mathematical models to assess the effects of selected parameters on the safety and functionality of devices. Twenty five field tests were the basis for conducting 670 numerical tests. Preliminary results of numerical tests are also presented looking at selected problems such as barriers on curves, presence of kerbs and obstacles within barrier working width. The methodology will help with an optimal selection of parameters leading to improved safety as regards errant vehicles.

The reliable speed of a vehicle, assigned to a given road arc, is not usually taken into account in simulation of crash tests on road safety barriers located on horizontal concave arcs with small radii (20−200 m). In this work, the numerical modelling and simulations of TB11, TB32 crash tests for selected road safety barriers on a horizontal concave arc with a small radius of 150 m, at a reliable and increased speed of a vehicle, were conducted. The authors developed the methodology of numerical modelling and simulation and published in the period 2015−2018. In this study, crash tests include two N2 class steel road barriers with the B-type guide rail, i.e. SP-05/1 (with 1.00 m post spacing) and SP-05/2 (with 2.00 m post spacing). Suzuki Swift and Dodge Neon vehicle models were taken from the National Crash Analysis Center (USA) library and modified, respectively. It was proved that road traffic safety on horizontal concave arcs with small radii is assured if the reliable velocity is not exceeded by drivers. Compacting the post spacing or the uses of a composite-foam protective overlay added to guide rails are not recommended.

Events in recent years showing numerous terrorist attacks raise awareness regarding the necessity of considering the safety of heritage buildings. The analysis of available data allows us to conclude that it is not possible to fully prevent terrorist attacks. On the other hand, it is possible to minimize the impact of such incidents through proper design of passive protection system (PPS) components. One possible architectural solution to be deployed as a passive defense system is laminated glass panel walls. The study presented in this article is innovative, considering there are no current standard documents or recommendations to determine the conditions of destruction as well as the methods of testing the strength of glass components used in laminated glass panel walls under vehicle impact. The present work represents the material used in PVB interlayers using the Mooney–Rivlin constitutive model, which correctly describes the non-linear characteristics of PVB. Based on the obtained results, new parameters of PVB laminated glass exposed to vehicle impact were developed. The newly developed parameters underwent quality verification through a comparison of results from experimental studies and numerical simulations. Finally, the strength of laminated glass panel walls was subject to evaluation, considering the amount and thickness of individual VSG glass layers and the number of PVB interlayers at ground floor level of a heritage building with high susceptibility to terrorist attacks. The newly developed parameters of laminated glass may be implemented as a premade input .mat file for the material available in the KEYWORD database under the name MAT_32-LAMINATED_GLASS in the LS-DYNA software.

Key to understanding the needs and building road infrastructure management tools to prevent and mitigate run-off-road accidents is to identify hazards and their sources which are a result of wrong design, construction, and installation of road restraint systems. Building such tools requires advanced studies with field tests, simulations and models to demonstrate the effects of selected parameters on road user safety. The research work included building numerical models which were validated with crash tests and mathematical models to assess the effects of selected parameters on the safety and functionality of devices. Twenty five field tests were the basis for conducting 670 numerical tests. Preliminary results of numerical tests are also presented looking at selected problems such as barriers on curves, presence of kerbs and obstacles within barrier working width. The methodology will help with an optimal selection of parameters leading to improved safety as regards errant vehicles. [ABSTRACT FROM AUTHOR]

Horizontal curves are one of the elements of road infrastructure where statistically a relatively high number of accidents have been reported. In the last 10 years in Poland, approximately 10% of all road accidents happened on horizontal curves of roads and was responsible for approximately 14% of all fatalities on Polish roads. Thus, this issue is important and requires extensive research and proper road safety treatments. One possible measure that may contribute to improvement of safety on road curves may be barriers. The purpose of this work is to assess, with use of numerical simulations, the performance of the 4-cable barrier systems installed on horizontal road convex curves. The most important parameters for road safety barriers are presented including the effect of various impact velocities and the radiuses of the road curves. [ABSTRACT FROM AUTHOR]

Frontal offset crash test, either regulator or NCAP, only focus on evaluating the primary impact during the collision phase. The rebound phase is not counted in the assessment. This study focused on the rebound phase. In this phase, vehicle will rotate to the side, causing occupant's head move toward the window door glass. At an impact velocity from 6 m/s to 9 m/s against tempered glass windows, HIC values can stand over a limit of 1000. However, the severity of the head injury cannot be evaluated in the offset collision test because the window glass winded down for the high speed camera recording purpose. The analysis from the video shows head are moving towards the b pillar and side windows glass during frontal offset crash test. The resultant head rebound velocities varies in the range of 4.63 to 10.18 metre per second. [ABSTRACT FROM AUTHOR]

Objective: Frontal impact chest protection in European cars has been highlighted as an area where possible improvements could be made. The chest is particularly vulnerable in older occupants whose numbers are forecast to increase significantly in the coming decades. This study aimed to provide some direction to areas for possible improvements in frontal crash chest protection.Methods: Real-world crash injury data were interrogated, focusing on cars with current restraint components. The research examined belted front seat occupants in frontal impacts where airbags, pretensioners, and load limiters were present.Results: The chest was the most often injured body region at Abbreviated Injury Scale (AIS) 2+, 3+, and 4+ injury levels. The rate of AIS 2+ and AIS 3+ chest injuries was highest among elderly occupants and lowest among young occupants, and elderly occupants sustained proportionally more severe chest injuries in low/moderate-speed impacts compared to young and middle-aged occupants. However, it should be noted that rates of AIS 2 chest injury were also significantly higher for middle-aged occupants compared to the young. The front passenger seat was shown to be more often associated with significant chest injury than the driver seat. The higher proportion of elderly female occupants was postulated as a reason for this. Skeletal injury was the most frequent type of AIS 2+ chest injury, and the rate of injury for elderly occupants with such injuries was higher than that for young and middle-aged occupants. With the increase in the number of rib fractures, the risk of pulmonary complications and organ injuries tended to increase. The major cause of chest injury was identified as restraining loads transmitted to the chest via the seat belt. The absence of intrusion in the majority of cases suggests an opportunity for the restraint system to better manage the crash pulse, not only for elderly occupants but for those who are middle-aged as well.Conclusions: This study shows the necessity for safety interventions, through new vehicle crashworthiness systems, to improve chest protection, especially for middle-aged and elderly car occupants. Deployment of appropriate injury risk criteria, use of an appropriate dummy thorax, development of a low-energy restraint test, and the development of more adaptive restraints have been discussed as possible solutions to the problem. [ABSTRACT FROM AUTHOR]

Key to understanding the needs and building road infrastructure management tools to prevent and mitigate run-off-road accidents is to identify hazards and their sources which are a result of wrong design, construction, installation and maintenance of road restraint systems [1]. Building such tools requires advanced studies with field tests, simulations and models [30]. Delivered under the Road Innovation programme, two research projects (ROSE and LifeROSE) are designed to help with that. The main aim of the projects is to develop a method to help with an optimal choice of road restraint systems. [ABSTRACT FROM AUTHOR]

Road restraint systems, including safety barriers, are one of the means used to improve road safety. Currently, they can be allowed to general use after passing the specific crash tests. However, it is always important and desirable to evaluate their performance under various realistic conditions, which can happen on the roads. In this study, the behaviour of the cable barrier system in impact conditions different than assumed by EN 1317 standard was analysed. For this purpose, a full-scale crash test was performed and on the basis of this the validation process of numerical simulations was carried out. Correctly and carefully developed numerical simulations give unique insight into the impact mechanism and allows for comprehensive understanding of barrier responses. The accuracy of the numerical models was assessed by comparing the results of the simulation with the crash test. The research showed that the analysed barrier work correctly, it contained and then properly redirected 1500 kg car back onto the road and ensured safety for the vehicle occupants at the same time. • Methodology of numerical modelling of cable barrier. • Experimental and numerical analysis of the cable barrier in modified TB32 crash test • Validation of the numerical model. • Detailed analysis barrier damage. [ABSTRACT FROM AUTHOR]

The reliable speed of a vehicle, assigned to a given road arc, is not usually taken into account in simulation of crash tests on road safety barriers located on horizontal concave arcs with small radii (20-200 m). In this work, the numerical modelling and simulations of TB11, TB32 crash tests for selected road safety barriers on a horizontal concave arc with a small radius of 150 m, at a reliable and increased speed of a vehicle, were conducted. The authors developed the methodology of numerical modelling and simulation and published in the period 2015-2018. In this study, crash tests include two N2 class steel road barriers with the B-type guide rail, i.e. SP-05/1 (with 1.00 m post spacing) and SP-05/2 (with 2.00 m post spacing). Suzuki Swift and Dodge Neon vehicle models were taken from the National Crash Analysis Center (USA) library and modified, respectively. It was proved that road traffic safety on horizontal concave arcs with small radii is assured if the reliable velocity is exceeded by drivers. Compacting the post spacing or the uses of a composite- foam protective overlay added to guide rails are not recommended. [ABSTRACT FROM AUTHOR]

This paper aimed at developing a new method of estimating the impact speed of a passenger car at the moment of a crash into a W-beam road safety barrier. The determination of such a speed based on the accident outcomes is demanding, because often there is no access to full accident data. However, accurate determination of the impact speed is one of the key elements in the reconstruction of road accidents. A machine learning algorithm was used to create the speed estimation model. The model was based on regression trees algorithms, with base regressors forming a final voting ensemble. The model was trained, validated, and tested using a database containing results from full-scale crash tests and numerical simulations. The developed machine learning model had a mean absolute error of 6.76 km/h with a standard deviation of 1.01 km/h on the cross-validation set, and a coefficient of determination, R 2 , of 0.85. This model was used to estimate the impact speed of the vehicle in three real road accidents with the W-beam barrier, and then the determined speeds were used in additional simulations to verify the results. A good quantitative and qualitative agreement between the simulation and accident outcomes was achieved, and this confirmed that the proposed method and the developed ML models combined with numerical simulations and full-scale crash tests can be effective tools for estimating the speed of the vehicle at impact with a roadside barrier. • New method for car speed estimation at an impact with a W-beam barrier. • Development of machine learning models for speed estimation. • Dataset from Finite Element simulations and full-scale crash tests. • Reconstruction of three real-world accidents. [ABSTRACT FROM AUTHOR]

• The research carried out in the present article and the results obtained are innovative. Based on experimental and numerical research, new proprietary parameters were developed to determine the properties of laminated glass consisting of VSG laminated glass reinforced with PVB interlayers exposed to vehicle impact. • This paper presents an analytical model, developed for laminated glass subjected to a low-velocity impact. It has the ability to capture glass cracks as well as large non-linear deformations. • We also assessed the strength of the laminated glass wall (taking into account the new material parameters) with an appropriate thickness at ground floor level in a building with a high degree of terrorist threat in terms of vehicle impact. • New strength parameters of laminated glass with PVB vinyl interlayers were clearly indicated and identified, and the method of obtaining them was determined. These parameters were proved to very accurately reflect the mechanics of glass cracking in the non-elastic range under the impact of a motor vehicle depending on the prevailing weather conditions and air temperature. • The new parameters of laminated glass can be implemented as a ready-made input.mat file of the material available in the material library under the name MAT_112-FINITE_ELASTIC_STRAIN_PLASTICITY in the LS-DYNA suite. • The developed analytical model allows for a quick and reliable assessment during the initial design of safety glass, where a full-scale FE analysis is often too time-consuming. This paper presents an analytical model, developed for laminated glass subjected to a low-velocity impact. It has the ability to capture glass cracks as well as large non-linear deformations. It is based mathematically on the first-order deformation concept, which considers the effect of membrane and transverse shear as well as bending. This theory uses damage mechanics to capture the glass cracking. For this purpose, several experiments have been carried out based on PVB laminated glass. The history of acceleration, transverse central displacement and velocity estimated over time is in a favourable relationship with the experimental information. In terms of laminated glass, non-dimensional coefficients have been suggested that regulate both the first peak contact force and the maximum transverse displacement. Laminated glass consists of several layers of soda-lime glass sheets bound together by intermediate layers of polyvinyl butyral (or PVB). Cracking of the glass layer is the main cause of laminated glass damage under both low and high-speed impacts. The main objective of the present article is to conduct experimental studies and numerical analyses of the glass ply cracking mechanism as part of the development of new strength parameters for PVB laminated glass. The non-linear characteristics of PVB are described using the Mooney-Rivlin constitutive model. The present article proves that it is possible to precisely model a wall made of VSG (Verbund Sicherheits Glas) laminated glass reinforced with a vinyl interlayer of appropriate thickness, and further, that such walls can constitute an element absorbing the impact energy of vehicles with specific parameters such as a passenger car, buses, and HGVs (Heavy Goods Vehicle). Based on the results of our study, new parameters were elaborated to determine the properties of PVB laminated glass exposed to vehicle impact. These new parameters were verified qualitatively by comparing the simulation results with experimental observations. We also assessed the strength of a wall of adequate thickness made of laminated glass at the ground floor level of a building exposed to a high-risk terrorist attack. The developed analytical model allows for a quick and reliable assessment during the initial design of safety glass, where a full-scale FE analysis is often too time-consuming. [ABSTRACT FROM AUTHOR]