Models, procedures, validation tests of vehicle and crash tests generally aim exclusively to assess ADAS (Advanced Driver Assistance Systems) devices performances in terms of their correct behavior or reaction of the driver, but do not refer to the new scenario (residual impact). An analytical procedure aimed to analyze experimental and numerical tests for the evaluation of vehicle – driver – ADAS system performances, in terms of road safety, is proposed. If there is a collision, the procedure considers typical impact severity and configuration related to the new scenario consequent to the activation of an ADAS system and/or driver operation.

The procedure proposed does not require the use of a software for accidents reconstruction, but it is based on two parameters:​ the Crash Momentum Index (CMI), which expresses impact configuration and impact severity, and the relative speed combined into a single diagram CMI–Vr. The CMI–Vr diagram allows to compare different vehicles and accidents occurred at different impact configurations, considering only kinematic parameters, without considering variables related to the vehicle’s occupants (gender, age, position occupied in the passenger compartment, etc.).

In a given accident, a vehicle is characterized by a CMI and a relative speed values, therefore the vehicle is indicated by a point of coordinates (CMI;​ Vr). The corresponding point position, on the CMI–Vr plane, identifies both the potential severity and the potential injury. To find the two points coordinates, it is necessary to identify the relative impact speed and CMI in the two impacts, potential and residual. On that plane, the iGLAD data analysis carried out (in a previous analysis) shows two different areas to which two different accident classes correspond:​ the former is the area regarding kinematic impact conditions of intrinsically safe accidents, for which the maximum injury level results to be MAIS 1 and the latter area is the one in which all injury levels can be found, from the lighter one up to the fatal one.

The procedure is illustrated by taking as an example an AEB system in different accident situations between two vehicles. On the CMI–Vr plane both the ADAS activation and the corrective maneuver of the driver can be verified. In particular, it is interesting to verify how and how much the point related to residual impact (post activation ADAS system) moves towards the intrinsically safe area, or towards lower injury risk. The proposed procedure can be used as a post processing of experimental tests or numerical simulations, for example aiming at:​ analysing the effectiveness of an ADAS system, comparing different systems, optimizing the ADAS logic or, moreover, comparing different experimental test conditions.