Dynamic Rollover Fixture Design and Testing of Dummy-Occupied Vehicles (Drop, JRS 2003, JRS II 2011, Nash Carousel)

CfIR Developed the Jordan Rollover System (JRS) 2003: The JRS is a versatile, repeatable rollover testing system capable of assessing vehicle structural design and performance, restraint system performance in rollovers, and rollover occupant kinematics and ejection. A full suite of instrumentation in the test vehicle and on the fixture allow for quantitative analysis of rollover forces and structural performance.The patented dynamic rollover test fixture simulates the rollover impact of a vehicle with a movind road bed. The vehicle is supported by towers at each end and dropped to the road bed for near and far side roof crush forces.

Dynamic of the JRS Rig JRS I Fixture for Dynamic Testing

CfIR Developed the Jordan Rollover System (JRS II) 2011: Two improved versions of the JRS have been built for research at the University of New South Wales in Sidney, AU and at UVA in Charlottesville, VA.

CfIR Developed the Nash Carousel 2018: This invention is a device and procedure for testing wheeled vehicles to observe and document a vehicle's dynamic performance and occupant motion prior to and during single or multiple rollovers, assessing the vehicle's occupant restraint system performance - including deployable restraint - triggering - under rollover conditions, and determining the vehicle's occupant compartment integrity and occupant protection performance leading up to and during a rollover. The device of this invention can also be used as a rotating test sled that imparts high levels of longitudinal acceleration and lateral forces on a test object yawing about an orthogonal axis. The device of this investion is superior to current dynamic rollover test devices in that it requires neither that significant parts be removed from the test vehicle nor that any type of frame or carriage be attached to the vehicle. It also can realistically simulate the pre-roll and first roll conditions as applied to a vehicle and its occupants that are typical of actual rollovers.




CfIR Proposes a New Occupant Protection Rating System: We have conducted extensive testing that provides a basis for such a rating. In particular the JRS dynamic rollover test results, in conjunction with NHTSA and IIHS statistical analyses, and the biomechanical injury correlation studies¹ provide that basis. A consumer rollover rating system is long overdue. The best way to rate the crashworthiness injury potential of vehicles in rollovers is by utilizing a JRS dynamic test. Rating vehicles simply by FMVSS 216 gives grossly misleading (both over and understated) injury rate results.² CfIR's proposed system includes a factored and weighted analysis by fatality rate and vehicle performance frequency in all major accident modes.

JRS Ratings: JRS dynamic tests were performed on 10 vehicles. Three of the vehicles tested earned “good” ratings, two were “acceptable”, two were “marginal” and three were rated “poor”.


JRS Testing - Click on vehicle below for description and test.

Historical Testing Results

Volvo XC90

Honda CRV

Honda Ridgeline

Jeep Grand Cherokee

Chevrolet Tahoe


JRS Rollover Vehicle Compare

SUV'S Volvo XC90 (2005) Honda CRV (2007) Honda Ridgeline (2006) Jeep Grand Cherokee (2007) Chevrolet Tahoe (2007)
Roll 1 2 1 2 1 2 1 2 1 2
Roof FMVSS 216 SWR 4.6 4.6 2.6 2.6 2.4 2.4 2.2 2.2 2.1 2.1
Road Speed (mph) 15 15 15 15 15 15 15 15 15 15
Pitch Angle at Impact 5° 10° 5° 10° 5° 10° 5° 10° 5° 10°
                     

A-Pillar

                   
Peak Dynamic Crush (in) 1.7 3.1 3.4 6.5 7.8 14.4 8.4 11.8 7.9 14.0
Cumulative Residual Crush (in) 0.5 1.9 1.8 3.6 5.0 10.9 6.5 9.1 5.8 10.9
Peak Crush Speed (mph) 1.9 2.6 4.0 5.3 8.2 15.0 7.3 8.6 6.1 11.6
                     

B-Pillar

                   
Peak Dynamic Crush (in) 1.2 2.1 2.0 3.4 6.0 11.1 7.3 10.1 5.2 9.8
Cumulative Residual Crush (in) 0.2 0.7 0.8 1.4 3.4 7.4 5.6 7.8 3.5 6.9
Peak Crush Speed (mph) 1.7 2.2 2.6 3.4 5.6 6.9 7.9 6.5 4.2 7.0
                     

Neck

                   
Compression Neck Load, Fz (N) 2889 3628 5583 3687 10006 4685 9757 6781 6101 3318
Peak Upper Neck, Flexion Moment (N-m) 128 259 255 328 492 324 470 396 304 247
Upper Neck, Nij* 0.52 1.05 1.02 1.30 1.64 1.19 1.75 2.07 1.09 0.81
Lower Neck, Nij* 0.62 0.87 1.20 1.10 2.10 1.06 2.00 1.59 1.02 0.87
                     



PASSENGER CARS VW Jetta (2007) Toyota Camry (2007) Hyndai Sonata (2006) Chrysler 300 (2006) Pontiac G6 (2006)
Roll 1 2 1 2 1 2 1 2 1 2
Roof FMVSS 216 SWR 5.1 5.1 4.3 4.3 3.2 3.2 2.5 2.5 2.3 2.3
Road Speed (mph) 15 15 15 15 15 15 15 15 15 15
Pitch Angle at Impact 5° 10° 5° 10° 5° 10° 5° 10° 5° 10°
                     

A-Pillar

                   
Peak Dynamic Crush (in) 2.7 6.3 3.4 7.2 4.7 6.9 8.4 10.4 7.1

10.0

Cumulative Residual Crush (in) 1.0 3.4 1.6 4.3 2.6 -- 5.6 7.4 4.9 7.0
Peak Crush Speed (mph) 5.7 7.1 5.0 8.2 5.0 -- 7.5 10.6 7.5 13.1
                     

B-Pillar

                   
Peak Dynamic Crush (in) 1.5 2.4 1.8 4.2 -- 2.6 4.4 5.3 3.6 5.9
Cumulative Residual Crush (in) 0.6 1.3 0.7 2.1 -- 0.8 2.7 3.4 2.5 3.4
Peak Crush Speed (mph) 3.8 3.5 3.2 5.0 -- 4.1 5.4 7.6 6.3 8.9
                     

Neck

                   
Compression Neck Load, Fz (N) 5158 5394 4211 2669 4835 3457 5598 1979 2399 1916
Peak Upper Neck, Flexion Moment (N-m) 279 318 -- -- -- -- 414 155 198 155
Upper Neck, Nij* 0.96 1.08 0.78 0.76 1.63 1.15 1.80 0.40 0.66 0.54
Lower Neck, Nij* 1.17 1.28 -- -- -- -- 1.44 0.57 0.68 0.54