Testing the dynamic rollover resistance of two 15-passenger vans with multiple load configurations
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Testing the dynamic rollover resistance of two 15-passenger vans with multiple load configurations

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English
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  • Alternative Title:
    Testing the dynamic rollover resistance of two fifteen-passenger vans with multiple load configurations
  • Creators:
  • Corporate Creators:
    Vehicle Research and Test Center (U.S.)
  • Subject/TRT Terms:
  • Publication/ Report Number:
  • Resource Type:
    Tech Report
  • Corporate Publisher:
    United States. National Highway Traffic Safety Administration
  • NTL Classification:
    NTL-SAFETY AND SECURITY-Vehicle Design;NTL-SAFETY AND SECURITY-SAFETY AND SECURITY;NTL-SAFETY AND SECURITY-Highway Safety;
  • Abstract:
    As a consequence of NTSB Safety Recommendations H-02-26 and H-02-28, NHTSA performed a study to investigate the effects different load conditions may have on the dynamic rollover resistance of 15-passenger vans. The two vans used in this study, a 2003 Ford E-350 and a 2004 GMC Savana 3500, are representative samples from the only two automobile manufacturers producing 15-passenger vans for the 2004 model year. The GMC Savana 3500 was factory-equipped with electronic stability control (ESC). Each van was evaluated with up to four load configurations depending on the test performed. he GMC Savana 3500 was tested with ESC enabled and disabled. Two maneuvers were used in this study: the Slowly Increasing Steer (SIS) and the NHTSA Road Edge Recovery (RER, also known as the NHTSA Fishhook). The SIS maneuver was used to measure maximum lateral acceleration and terminal yaw stability. The RER maneuver was used to quantify dynamic rollover resistance. Slowly Increasing Steer tests revealed that the terminal yaw stability of each vehicle was highly asymmetric, strongly depending on what combination of direction of steer and load was used. Generally speaking, Nominal Load tests produced higher lateral accelerations than those performed with 15-Occupant loading. In the case of the GMC Savana 3500, the yaw stability observed during Nominal Load SIS tests depended on whether ESC was enabled or disabled; stability was much improved when ESC was enabled. When evaluated with the 15-Occupant load, differences between ESC enabled and disabled SIS tests were much less apparent. Generally speaking, the static stability factors and dynamic rollover resistance of the vans degraded as the number of occupants increased. The only exception was that the maneuver entrance speed capable of producing two-wheel lift with 10-Occupant loading was lower than that required by the 15-Occupant configuration for the Ford E-350. None of the load configurations used in this study induced two-wheel lift during RER tests performed with the GMC Savana 3500 when its ESC was enabled. However, when ESC was disabled the Savana 3500’s dynamic rollover resistance progressively worsened as the number of occupants increased. Results from this study indicate that installation of ESC on 15-passenger vans may have important safety benefits in some, but not necessarily all, on-road driving situations. Although ESC prevented wheel lift of the GMC Savana 3500 during Road Edge Recovery testing, it could not prevent the vehicle from spinning out during a Slowly Increasing Steer test performed with a 15-Occupant load.
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