Passive Pedestrian Protection

Approximately 275,000 pedestrians are killed by vehicles each year globally. This accounts for nearly 25% of all road traffic fatalities, making pedestrian safety a significant and growing concern in global road safety efforts. 

Pedestrian protection refers to the design and implementation of safety features in vehicles and  infrastructure to reduce the severity of injuries or fatalities in the event of a collision with pedestrians, or to avoid the collision entirely. In modern vehicle development, many automotive manufacturers and regulatory bodies have prioritized passive pedestrian protection as part of their safety initiatives. These efforts typically focus on mitigating head, leg, and upper body injuries.

MGA Advantage:

MGA focuses our passive pedestrian protection efforts in California and provides the following advantages to our customer base:

• Dedicated pedestrian protection testing staff armed with some of the most advanced equipment in the industry. 
• MGA is actively involved in the global conversation surrounding pedestrian protection efforts.
• Multiple impact frames and impact forms, providing unmatched test capacity .
• MGA designed Three-Axis Impact Frames with position memory, and internally designed and validated launchers. 
• MGA’s Pedestrian Protection equipment (link to 3 axis frame/impactor) is used at dozens of test facilities worldwide.
• Capability for pedestrian impact tests at extreme temperatures!
• aPLI catching mechanism built into our equipment – reduced potential for equipment damage and increased safety for our team and customers.

Pedestrian Testing Regulatory Framework

In the global market, pedestrian protection testing is driven primarily by regulatory standards and by commercial research. 

Euro NCAP (European New Car Assessment Programme) and Global NCAP

One of the leading organizations assessing vehicle pedestrian protection. Vehicles are tested for how well they protect pedestrians in the event of a collision, with scores affecting their overall safety rating. Similar to Euro NCAP, but with a broader global focus, Global NCAP also tests vehicles for pedestrian safety and encourages improvements in vehicle design worldwide.

United Nations Regulations

ECE 127 sets out the European requirements for pedestrian safety features in vehicles including impact testing standards for various components.

Global Technical Regulation No. 9 (GTR 9)

‍Developed under the framework of the UNECE, a key part of GTR 9 is the testing of vehicles using a flexible pedestrian legform impactor (FlexPLI).

Upcoming NHSTA FMVSS and USNCAP Updates

In response to a significant increase in pedestrian injuries and fatalities over the last decade, in September 2024, the NHTSA has release a Notice of Proposed Rulemaking (NPRM) to include a new Federal Motor Vehicle Safety Standard (FMVSS) No. 228(link to MGA web article) that would “ensure passenger vehicles with a gross vehicle weight rating (GVWR) of 4,536 kilograms (kg) (10,000 pounds (lb)) or less are designed to mitigate the risk of serious to fatal injury in child and adult pedestrian crashes.  The proposed standard would establish test procedures simulating a head-to-hood impact and performance requirements to minimize the risk of head injury.  This NPRM is based on a Global Technical Regulation (GTR) on pedestrian protection, with focused enhancements to address safety problems and a regulatory framework unique to the United States.” Additionally, similar changes have been proposed for the USNCAP program.

Pedestrian Impact Test Modes

Head Impacts

Head injury is the leading cause of pedestrian injury and fatalities worldwide. Most regulatory and development testing aims to reduce the risk of head/neck injury of pedestrians by assessing head injury criteria (HIC) when struck in the hood/bonnet and windshield area of a vehicle. A headform impactor is used to simulate the size, mass, and response of human heads, both adult and children. The headforms are launched at specified velocities to simulate real world conditions, and the response is recorded.

Just like traditional crash testing, energy management is the name of the game. OEMs continue to improve vehicle designs by incorporating redesigned hood structures for energy absorption, “active” deformable hood systems that allow more displacement during the impact, and even pedestrian airbags. 

Upper Leg Impacts

Though not as severe as head or lower extremity injury, the statistics surrounding upper leg and pelvis injury are significant. Special upper leg impact forms are used to simulate a human thigh and pelvis. Instrument feedback comes in the form of bending moments and femur/pelvic load.

Lower Leg Impacts (FlexPLI and aPLI)

Second, only to pedestrian head and neck injury is injury to the lower extremities. Some incredibly advanced equipment has been developed to properly replicate and evaluate the lower extremities of human beings. The two leg forms currently in use are FlexPLI and the updated aPLI. 

FlexPLI, or Flexible Pedestrian Legform Impactor, is outlined in GTR 9, proposed US NCAP , and other standards. It mimics the physical characteristics and biofidelity of a human leg, including the knee, tibia, and soft tissues. It is equipped with sensors that measure forces, moments, and accelerations at key points in the leg and knee. Its advanced array of sensors helps assess the potential injury risks when a pedestrian’s leg is struck by the front bumper of a vehicle. 

aPLI, or Advanced Pedestrian Legform Impactor, is outlined in Euro NCAP and is an updated evolution of the FlexPLI based on further real-world data collection, allowing increased data accuracy and improved biofidelity. aPLI, seen as a more advanced and accurate tool, is increasingly being adopted by the industry for its precision.