Side impact test protocol - IIHS - Insurance Institute for Highway Safety
Contents
1. Two camera mount platforms are installed on the nonstruck side of the vehicle at locations adjacent to the front and rear passenger window sills the front and rear platforms weigh 22 and 12 kg respectively Three digital onboard high speed cameras 500 frames per second along with a camera router are mounted on the platforms to observe dummy kinematics throughout the crash Additionally three LED lights are mounted inside the vehicle The total weight of the three digital cameras mounting hardware camera router cables and lights is 19 6 kg A plastic block containing an array of high intensity LEDs is attached to the roof of the vehicle with sheet metal screws Additional LEDs are placed inside the vehicle in view of the onboard high speed cameras A pressure sensitive tape switch is applied to the driver side of the vehicle such that it makes first contact with the barrier during the crash Pressure applied to this tape completes an electrical circuit that signals the start of the crash time zero for the data acquisition systems and illuminates all the LEDs If floormats are standard or offered as an option through the manufacturer or dealership they are installed in the driver footwell and left rear passenger floorpan The location of the vehicle precrash longitudinal center of gravity is marked with a photographic target applied to the appropriate top surface of the vehicle Figure 4 The front passenger head restraint and passenger s2. All rights reserved Side Impact Crash Test Protocol May 2014 A 2 APPENDIX B Rear Passenger Dummy Clearance Measurement Definitions Location Ankle to ankle Arm to door Armrest to dummy minimum Chest to seat horizontal Head to B pillar H point to door Head to head restraint Head to roof Head to side window Knee to knee ADM CS HB HD HHR HR HS KK NAS Definition of Measurement Taken between the center points of both ankles after the feet are placed per IIHS protocol Horizontal measurement taken from the center point of the elbow to the first contact point of the door panel Minimum horizontal measurement taken from the vehicle armrest to the dummy Horizontal measurement taken from the top rib guide in the chest to a point on the back of the driver seat Horizontal measurement taken from the center of the head outboard center of gravity target to the B pillar not shown in figure Horizontal measurement taken from the H point hole to the first contact point of the door panel Horizontal measurement taken from center point between the eyes to the back side of the driver head restraint directly in front of the dummy Taken from the center of the outboard target to the roof edge not the upper edge of the vehicle door perpendicular to the longitudinal axis of the vehicle If a tape measure is held from the target and extends below the roof the point to measu
3. Some of the vehicles evaluated in the side impact test program have been used in the IIHS bumper test program Such vehicles have been subjected to an impact on the front and or rear of the vehicle at either 5 km h 3 1 mi h to the corner or 10 km h 6 2 mi h across the full width HS 2010 Any structural damage pertinent to side impact protection is repaired or replaced before the side impact crash test Cosmetic damage is repaired at IIHS discretion Parts are repaired or replaced as appropriate based on the judgment of professional insurance appraisers Fluids Gasoline is removed from the fuel tank and fuel lines The fuel tank then is filled with Stoddard solvent to 90 95 percent of useable capacity The fuel pump is run for a short period to ensure the Stoddard solvent has filled the fuel lines Additional fluids may be drained from the vehicle should the vehicle exceed the maximum allowable test weight 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 2014 3 High Voltage Batteries High voltage batteries in vehicles with hybrid electric and full electric drivetrains are tested in a charged state as per FMVSS 305 which specifies a maximum state of charge recommended by the manufacturer If no recommendation is made the battery is tested at a state of charge of not less than 95 percent of maximum capacity Maintenance fuses are not removed but
4. additional precrash and postcrash precautions specified by the vehicle manufacturer are followed Equipment will be added to the high voltage system in accordance with manufacturer recommended procedures for monitoring electrical isolation as per FMVSS 305 Thermocouple s also will be attached to the high voltage battery to detect temperature increases that may indicate a thermal runaway condition Test Vehicle Instrumentation An aluminum instrumentation rack which supports the test equipment is installed in the cargo area of the vehicle The carpeting in this area is removed to allow access to the floor If necessary the spare tire accessory jack tool compartments and third row seats may be removed The following test equipment is installed on the instrumentation rack located in the cargo area 12 volt battery and monitoring system This system supplies electrical power for the Diversified Technical Systems DTS data acquisition system DAS and a wireless bridge for DAS communication The system weighs 35 2 kg The wireless device for DAS to network communication is mounted to the outside of the vehicle and weighs 1 5 kg A two conductor cable connects the 12 volt battery in the instrumentation rack to the vehicle battery terminals High speed camera and onboard lighting power supply This system supplies electrical power to the onboard high speed video cameras and LED lighting The weight of the camera lighting power supply is 26 0 kg
5. of the target in the horizontal and vertical axes The impact speed tolerance is 50 1 km h The MDB braking system which applies the test cart service brakes on all four wheels is activated 1 0 second after it is released from the propulsion system The brakes on the test vehicle are not activated during the crash test HHS MDB Properties The MDB consists of an HHS deformable aluminum barrier version 4 and the cart to which it is attached The crash cart is similar to the one used in Federal Motor Vehicle Safety Standard FMVSS 214 side impact testing but has several modifications Figure 2 The wheels on the cart are aligned with the longitudinal axis of the cart 0 degrees to allow for perpendicular impact The front aluminum mounting plate has been raised 100 mm higher off the ground and has been extended 200 mm taller than a standard FMVSS 214 cart to accommodate the IIHS deformable barrier element making the mounting plate top surface 300 mm higher from the ground than the FMVSS 214 barrier Steel plates are added as necessary to increase the mass of the cart The MDB test weight is 1 500 5 kg with the deformable element test instrumentation camera and camera mount The MDB center of gravity in the fully equipped test condition is 990 25 mm rearward of the front axle 0 25 mm from the lateral centerline and 566 25 mm from the ground The MDB roll Ix pitch Iy and yaw Iz moments of inertia are 542 kg m 2 471 kg m an
6. rear dummy head with some portion of the barrier If the alignment calculation allows the flat portion of the MDB face to overlap either the front or rear tires the impact Figure 1 Moving Deformable Barrier Alignment with Test Vehicle IIHS deformable barrier Longitundinal Center Line Impact veloctiy 50 km h Impact angle 90 Total mass 1500 kg I I Impact reference distance IRD 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 2014 1 alignment may be modified to prevent direct loading to these structures early in the crash To date only one such vehicle has been tested by IIHS the Smart Fortwo 188 cm wheelbase Currently there is no set alignment rule for vehicles that fall into this category therefore impact alignment will be determined on a case by case basis Manufacturers may contact IHS for impact point determination and or confirmation of impact point during the vehicle development process IRD calculation If wheelbase lt 250 cm then IRD 144 8 cm If 250 cm lt wheelbase lt 290 cm then IRD wheelbase 2 19 8 cm If wheelbase gt 290 cm then IRD 164 8 cm The MDB is accelerated by the propulsion system until it reaches the test speed 50 km h and then is released from the propulsion system 25 cm before the point of impact with the test vehicle The impact point tolerance is 2 5 cm
7. 4 C 1 Revisions to Version III of the protocol comapred with Version II e The MDB vertical center of gravity was updated to reflect official measurements taken at an inertial measurement facility e Roll pitch and yaw moments of inertia also were added to the MDB specifications Revisions to Version II of the protocol compared with Version I e In addition to postcrash photographs of the vehicle taken with the struck side doors on photos are taken with the door skins removed then again with the doors removed e Additional structural measures are recorded on the struck and nonstruck side B pillar interior In addition the postcrash coordinate system is now reestablished using reference points that are recorded precrash e The pubic force load measurement was eliminated 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 2014 C 2
8. HS Insurance Institute for Highway Safety Side Impact Crashworthiness Evaluation Crash Test Protocol Version VII May 2014 988 Dairy Road iihs org Ruckersville VA 22968 1 434 985 4600 SIDE IMPACT CRASHWORTHINESS EVALUATION CRASH TEST PROTOCOL VERSION VI Supporting documents for the Insurance Institute for Highway Safety IIHS side impact crash test program are available from the technical protocols section of the IIHS website http www 1ihs org ratings protocols DOCUMENT REVISION HISTORY A document revision history is provided in Appendix C TEST CONDITIONS Impact Configuration Side impact crash tests consist of a stationary test vehicle struck on the driver side by a crash cart fitted with an IIHS deformable barrier element The 1 500 kg moving deformable barrier MDB has an impact velocity of 50 km h 31 1 mi h and strikes the vehicle on the driver side at a 90 degree angle The longitudinal impact point of the barrier on the side of the test vehicle is dependent on the vehicle wheelbase The impact reference distance IRD is defined as the distance rearward from the test vehicle front axle to the centerline of the deformable barrier when it first contacts the vehicle Figure 1 The MDB alignment calculation was configured to maximize loading to the occupant compartment and allow alignment of the driver dummy head with the flat portion of the barrier face For most vehicles the MDB alignment also aligns the
9. d 2 757 kg m respectively Figure 2 IIHS Test Cart with Deformable Barrier Element Attached 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 2014 2 The deformable element has a width of 1 676 mm a height of 759 mm and a ground clearance of 379 mm when mounted on the test cart Figure 3 Detailed information on the ITHS barrier development and evaluation testing has been documented previously Arbelaez et al 2002 The IIHS deformable barrier design and performance criteria are documented in the Side Impact Moving Deformable Barrier Specification IIHS 2007 Figure 3 IIHS Deformable Barrier Element all measurements in millimeters SECTION A A 167 E eyl FRONT VIE Sra GROUND luminum Honeycomb Bumper 1690 kpa 103 kpa crush strength Pr Aluminum Honeycomb Block 510 kpa 17 kpa crush strength TOP VIE Test Vehicle Preparation Test Vehicle Selection and Acquisition Each vehicle is inspected upon arrival at the research center Vehicles are examined to verify that they are in satisfactory operating condition and to note defects such as prior collision damage missing parts maladjustments or fluid leaks If directly relevant to testing such deficiencies are corrected or a replacement vehicle is procured
10. de Impact Crash Test Protocol 2014 Insurance Institute for Highway Safety May 2014 9 988 Dairy Rd Ruckersville VA 22968 All rights reserved Table 2 Onboard High Speed IDT Digital Cameras Focal Points and Settings G H l J Front Front Rear Centered Passenger Passenger Passenger Camera Position On MDB Window Sill Window Sill Window Sill Impact from Oblique view Lateral view Lateral view Focal point perspective of driver and of driver of passenger of MDB passenger Focal length mm 10 10 16 10 Figure 6B Onboard High Speed IDT Camera Positions H J E H 2014 Insurance Institute for Highway Safety 988 Dairy Rd Ruckersville VA 22968 All rights reserved Side Impact Crash Test Protocol May 2014 10 MEASUREMENTS AND OBSERVATIONS Test Weight The test weight of the vehicle is measured at each of the four wheels The vehicle is weighed with all test equipment installed ballast weight is added to account for the driver and passenger dummies In tests of SUVs pickups and passenger vans the test weight is measured without the antiroll device attached The front and rear axle weights are used to determine the longitudinal position of the center of gravity for the test vehicle Impact Speed The barrier impact speed is determined by averaging two speed trap measurements Both speed traps measure the average velocity of the barrier between 1 0 1 5 m before impact with the vehicle The propulsion s
11. e calculations was moved to the Side Impact Guidelines for Rating Injury Measures The removal of the shoulder rib stops from the SID II s outlined The weight of the onboard test equipment was updated The maximum allowable test weight above measured curb weight was increased from 200 kg to 225 kg The photography section now indicates high speed digital imagers are now used instead of high speed film cameras Crash hall positions of the cameras have also been updated Additional instruction of where to place the rear passenger head restraint in cases where it can be stowed for non use Revisions to Version VI of the protocol compared with Version V IRD is now measured from front axle to barrier centerline High voltage systems found in vehicles with electric drivetrains are discussed in the Test Conditions and Measurements Observations sections Denton IDDAS DAS no longer used SID IIsD dummy is now being used to match the regulated version of the dummy being used by the National Highway Traffic Safety Administration Data processing is now conducted with the DIAdem software program Revisions to Version V of the protocol compared with Version IV The method of determining the impact point for vehicles with very short wheelbases may deviate from the impact point defined by the impact reference distance calculation Impact point and impact speed tolerances of 2 5 cm and km h have been added The reference to and specifications
12. either dummy is documented The locations of grease paint transferred from the heads of the dummies to the vehicle interior and or barrier face are noted and photographed Any entrapment of the lower extremities also is documented when the dummies are extricated from the vehicle Review of the high speed video helps determine dummy kinematics and estimate the time after the start of the crash that various events occur For each event the camera that provides the clearest view of the event is used The start of the crash is considered to be the first frame in the video from each camera in which the LEDs mounted on the roof and inside the vehicle are illuminated The time recorded for each event is based on the number of frames elapsed from the start of the crash and the nominal operating speed of the camera For the cameras operating at 500 frames per second the estimate of the crash start time can be up to 2 ms late and the event time as determined from the film can be early or late by 2 ms The times of the driver and passenger side airbag deployments full inflation and first dummy contacts are recorded as well as any other notable events Dummy Responses Each SID IIs dummy is equipped with instrumentation for measuring the following Head Tri axial accelerations three Endevco 7264B 2000 or 7264A 2000 accelerometers Triaxial angular rate sensors three DTS ARS Pro 18k Neck A P shear force L M shear force Axial force L M moments Twi
13. facturer After the driver seat has been adjusted the latching mechanism is examined to note whether all of its components are interlocked If partial interlocking is observed and normal readjustment of the seat does not correct the problematic misalignment the condition is noted and the test is conducted without repairing the mechanism The right front passenger seat is set to match the position of the driver seat The driver head restraint if manually adjustable is set in the full down position unless otherwise specified by the test vehicle manufacturer The head restraint height adjustment locking mechanism if equipped is examined to ensure the mechanism has engaged All manually adjustable head restraint tilting mechanisms are adjusted to their full rearward position The driver seat manually adjustable inboard armrest if equipped is moved to its lowered position For vehicles equipped with multiple locking armrest positions the position that results in the top surface of the armrest being closest to parallel with the ground is chosen When seats have inboard and outboard armrests both are placed in the lowered position Rear Passenger Seat Placement If applicable the rear passenger seat is positioned according to the Dummy Seating Procedure for Rear Outboard Positions WHS 2005 If manually adjustable the rear passenger head restraint is set in the full down position unless otherwise specified by the test vehicle manufacturer I
14. for the IIHS low speed bumper test program have been replaced with the IIHS bumper test program Additional detail has been provided for the weight of the on board cameras data acquisition units and the platforms used to support them Clarification has been provided for the treatment of vehicles equipped with running boards Ifa vehicle is equipped with automatic locking doors that cannot be set to remain unlocked when the vehicle is in motion the struck side door locks are kept in their automatic state Either Humanetics IDDAS or DTS TDAS G5 data acquisition systems may be used to record all dummy and vehicle data Both units are being used during an interim period after which only the TDAS G5 units will be used as part of an in dummy data acquisition system Revisions to Version IV of the protocol compared with Version III The reference list reflects recent updates to the Guidelines for Using the UMTRI ATD Positioning Procedure for ATD and Seat Positioning Version V Precrash and postcrash vehicle crush profiles measured at the window sill and rocker panel and the door vertical profiles measured at the driver and rear passenger H point locations have been eliminated Precrash and postcrash crush profile measures of the moving deformable barrier MDB deformable element have been eliminated 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 201
15. gdom Professional Engineering Publishing Ltd National Instruments Corporation 2010 DIAdem Ver 2010 Austin TX DSP Development Corporation 2002 DADiSP Ver 6 0 NI NK B03 Cambridge MA Humanetics Innovative Solutions 2011 User manual SID Is small side impact dummy SBL D Plymouth MI Insurance Institute for Highway Safety 2004 Guidelines for using the UMTRI ATD positioning procedure for ATD and seat positioning version V Arlington VA Insurance Institute for Highway Safety 2014 Side Impact Crashworthiness Evaluation Guidelines for Rating Injury Measures version III Arlington VA Insurance Institute for Highway Safety 2005 Dummy seating procedure for rear outboard positions Arlington VA Insurance Institute for Highway Safety 2007 Side impact moving deformable barrier specification Arlington VA Insurance Institute for Highway Safety 2010 Bumper test protocol version VI Arlington VA Society of Automotive Engineers 2000 2000 SAE Handbook Vol 3 On Highway Vehicles and Off Highway Machinery Warrendale PA 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 2014 14 APPENDIX A Driver Dummy Clearance Measurement Definitions Location Code Definition of Measurement Ankle to ankle AA Taken between the center points of both ankles after the feet are placed per IIHS protocol Arm to doo
16. hicle accelerations are to the right along the lateral axis The data are presented filtered according to the channel frequency class CFC 60 as defined in SAE J211 Instrumentation for Impact Tests Society of Automotive Engineers SAE 2000 Fuel System Integrity Observations about fuel system integrity are recorded for each test Any Stoddard fluid leaked from the fuel system within 1 minute after the impact is collected as the first sample This typically is done by soaking up the fluid with an absorbent pad of known mass The second sample of leaked Stoddard fluid is collected during the 5 minutes immediately following the collection of the first sample This sample typically is collected in pans placed under the sources of identified leaks The third sample is collected during the 25 minutes immediately following the collection of the second The pans used to collect the second sample are replaced with clean empty pans The volume of each sample is determined by dividing the weight of the sample by the density of Stoddard fluid 790 g l The elapsed time is determined using a stopwatch The entire process is recorded with a video camera equipped with an internal timer which displays the time in each frame 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 2014 11 High Voltage System Integrity Vehicles with a hybrid or full electric drivetrai
17. ide windows are removed to prevent possible obstruction of camera views during the test If the vehicle is equipped with running boards they are removed unless they are standard equipment across the entire model line for the specific drive configuration being tested two wheel or four wheel drive 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 2014 4 Figure 4 Exterior Surface Marking Vehicle center of gravity Vehicle centerline Mid door horizontal contour measure MDB sticker target example location Impact reference distance Attachment of Antiroll Device to Vehicles with High Centers of Gravity To prevent a possible rollover subsequent to the side impact vehicles with high centers of gravity those classified by IIHS as SUVs pickups or passenger vans will be tested with an antiroll device attached to the nonstruck side of the vehicle Figure 5 The antiroll device is made primarily of 4130 Chromoly structural tubing and weighs 42 5 kg It attaches to the vehicle where the roofrail intersects the B pillar and at two points on the pinch welds under the door sill The device is designed to allow the vehicle to rotate up to 5 degrees before further rotation is countered by a spring 14 8 kN m in the upper support member which will allow an additional 5 degrees of rotation before bottoming out Detailed drawings of the antirol
18. l device are available free of charge from the IIHS website Test Vehicle Mass and Weight Distribution The test weight of the vehicle which includes the vehicle instrumentation three cameras and two SID Is dummies is 150 225 kg greater than the measured curb weight of the vehicle as delivered from the dealer with full fluid levels If the vehicle test weight needs to be increased to fall within the range ballast weight is distributed in a manner that comes closest to replicating the original front rear and left right weight distributions of the vehicle If the vehicle test weight needs to be decreased nonessential nonstructural items are removed from the rear of the vehicle 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 2014 5 Figure 5 Antiroll Device for Tests of SUVs Pickups and Passenger Vans 7 a 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 2014 6 Driver Seat and Driving Control Placement The driver seat and adjustable steering controls are adjusted according to the Guidelines for Using the UMTRI ATD Positioning Procedure for ATD and Seat Positioning Version V HHS 2004 The outboard upper seat belt anchorage point if adjustable is set in the full down position unless otherwise specified by the test vehicle manu
19. level with the center of the knee 2014 Insurance Institute for Highway Safety 988 Dairy Rd Ruckersville VA 22968 All rights reserved continued Side Impact Crash Test Protocol May 2014 A 1 Location Code Definition of Measurement Knee to knee Neck angle seated Nose to rim Pelvis angle Rim to abdomen Seat back angle Steering wheel to chest horizontal Steering wheel to chest reference Striker to head CG horizontal Striker to head CG lateral Striker to head CG vertical Striker to H point horizontal Striker to H point lateral Striker to H point vertical Striker to knee Striker to knee angle Torso recline angle KK NAS NR PA SA SCH SCR CGH CGL CGV SHH SHL SHV SK SKA TRA With the legs in a vertical plane after the feet are placed per IIHS protocol the measurement is taken from the outside flange to the outside flange of the knees The minimum distance is 270 mm 10 6 inches Taken from the neck when the dummy is seated across two of the vertebral disks of the neck Taken from the tip of the nose to the steering wheel rim at the 12 o clock position Taken from the instrumented pelvis sensor if available or by placing an inclinometer on the H point bar which is used to align the H point with previous measurements Taken from the point where the bottom of the chest jacket and the pelvis structure mee
20. my is positioned in the driver seat according to the Guidelines for Using the UMTRI ATD Positioning Procedure for ATD and Seat Positioning Version V IIHS 2004 A second SID IIs dummy is positioned in the left rear seat according to the Dummy Seating Procedure for Rear Outboard Positions IIHS 2005 Standard Build Level D SID Hs Humanetics Innovative Solutions 2011 dummies are used for the HHS side impact program The dummy has been modified by removing the upper and lower shoulder rib stops on the spine box Humanetics Innovative Solutions Inc part numbers 180 3369 and 180 3370 Removal of the shoulder rib stops restores the shoulder deflection to the range that was allowable in the Standard Build Level C SID IIs The Build Level D shoulder potentiometer Humanetics Innovative Solutions Inc part number 180 3381 has been replaced with a potentiometer Humanetics Innovative Solutions Inc part number 180 3382 that has a longer travel range Photographic targets are placed on both sides of the head to mark the location of its center of gravity The dummies used in these tests are calibrated according to 49 CFR 572 V after being subjected to no more than five crash tests Additionally the shoulder thorax and abdomen regions are individually recalibrated if deflections recorded during a test exceed 50 mm or if postcrash inspection reveals damage All visible damage is repaired before the dummy is used again The dummies and vehicle a
21. n are monitored to ensure the high voltage electrical system has not been compromised Postcrash observations include a measure of electrolyte spillage if any battery retention and electrical isolation of the high voltage system as per FMVSS 305 Additionally the battery temperature will be monitored to detect a rapid increase in temperature that may indicate a thermal runaway condition Following the crash power will be drained from high voltage systems in a manner specified by the manufacturer Vehicle Crush Profile and Compartment Intrusion The spatial coordinates of the test vehicle B pillars and profile of the driver side structure are measured before and after the crash A horizontal contour line is marked on the driver side of the vehicle at the level of the mid door Figure 4 and then recorded using a coordinate measuring machine Romer CimCore Inc This contour line is measured after the crash using the same reference coordinate system Precrash measures are recorded on the struck side B pillar exterior and the nonstruck side B pillar exterior and interior with interior trim removed postcrash measures are recorded on the struck side B pillar exterior and interior with interior trim removed Precrash measures on the struck side B pillar interior are not recorded due to the possibility that removal and reattachment of the interior trim could affect the deployment of roofrail mounted head curtain airbags A mirror image of the nonstruck
22. n cases where the head restraint can be lowered for stowage or positioned for non use it shall be set to the first usable locking position All manually adjustable head restraint tilting mechanisms are adjusted to their full rearward position The rear seat manually adjustable inboard armrest if equipped is moved to its lowered position For vehicles equipped with multiple locking armrest positions the position that results in the top surface of the armrest being closest to parallel with the ground is chosen When seats have inboard and outboard armrests both are placed in the lowered position Side Windows and Door Locks The nonstruck side doors are fully latched and locked whereas the struck side doors are fully latched but not locked However if the vehicle is equipped with automatic locking doors that cannot be set to remain unlocked when the vehicle is in forward motion the struck side door locks are kept in their automatic state The front and rear driver side windows are fully raised Transmission and Ignition The ignition is turned to its on position and the transmission is shifted into its neutral position prior to the test The front left tire is chocked to prevent the vehicle from moving prior to the test 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 2014 7 Crash Dummy Preparation and Setup A 5th percentile female SID IIs dum
23. or Vehicle Crash Testing DEC94 SAE 2000 DTS TDAS G5 data acquisition systems are used for all dummy and vehicle data acquisition All measurements are recorded in the system random access memory with 16 bit resolution at a sample rate of 10 kHz Signals in all channels convert simultaneously so the time reference for different channels is not skewed To ensure digital fidelity all signals are filtered by an analog low pass prefilter with a 3 kHz cutoff frequency After the data have been downloaded from the data acquisition systems any initial offset from zero is removed from each channel by computing the mean value for 100 data points preceding the crash event from 50 to 40 ms before impact for each channel and subtracting each mean from the respective data channel With the exception of rib deflection and pelvis acceleration data which are filtered to SAE CFC 180 all other data are digitally filtered using the frequency response classes recommended in SAE Recommended Practice J211 1 Instrumentation for Impact Test Part 1 Electronic Instrumentation MAR95 SAE 2000 All filtering and subsequent calculations are executed using DIAdem National Instruments Corporation 2010 REFERENCES Arbelaez R A Dakin G J Nolan J M Dalmotas D J and Tylko S 2002 ITHS side impact barrier development and crash test experience IMechE Conference Transactions International Conference on Vehicle Safety 2002 73 88 London United Kin
24. r AD Horizontal measurement taken from the center point of the elbow to the first contact point of the door panel Armrest to dummy ADM Minimum horizontal measurement taken from the vehicle armrest minimum to the dummy Head to A pillar HA Horizontal measurement taken from the center of the head outboard center of gravity target to the A pillar not shown in figure Hub to chest HCM Minimum horizontal distance measured from the hub to the minimum dummy chest not shown in figure H point to door HD Horizontal measurement taken from the H point hole to the first contact point of the door panel Head to header HH Taken from the center point between the eyes to the header directly in front of dummy Head to roof HR Taken from the center of the outboard target to the roof edge not the upper edge of the vehicle door perpendicular to the longitudinal axis of the vehicle If a tape measure is held from the target and extends below the roof the point to measure is at the low edge of the roof line which will make contact with the tape measure Head to side window HS Taken from the center of the outboard target to the side window measured horizontally and perpendicular to the longitudinal axis of the vehicle In cases where the window is not fully up a flat bar should be placed across the window opening to simulate the position of the window Knee to dash left KDL Taken from the knee pivot point to the point on the dash that is directly
25. re is at the low edge of the roof line which will make contact with the tape measure Taken from the center of the outboard target to the side window measured horizontally and perpendicular to the longitudinal axis of the vehicle In cases where the window is not fully up a flat bar should be placed across the window opening to simulate the position of the window With the legs in a vertical plane after the feet are placed per IIHS protocol the measurement is taken from the outside flange to the outside flange of the knees The minimum distance is 270 mm 10 6 inches 2014 Insurance Institute for Highway Safety 988 Dairy Rd Ruckersville VA 22968 All rights reserved continued Side Impact Crash Test Protocol May 2014 B 1 Location Code Definition of Measurement Neck angle seated Pelvis angle Seat back angle Striker to head CG horizontal Striker to head CG lateral Striker to head CG vertical Striker to H point horizontal Striker to H point lateral Striker to H point vertical Striker to knee Striker to knee angle Torso recline angle NAS PA SA CGH CGL CGV SHH SHL SHV SK SKA TRA Taken from the neck when the dummy is seated across two of the vertebral disks of the neck Taken from the instrumented pelvis sensor if available or by placing an inclinometer on the H point bar which is used to align the H point with previo
26. re kept in a climate controlled area in the crash hall where the temperature is maintained at 20 0 22 2 degrees Celsius and the relative humidity at 10 70 percent for at least 16 hours prior to the test The driver and rear passenger seat belts are fastened around the dummies For vehicles with continuous loop lap shoulder seat belts the slack from the lap portion of the driver seat belt is removed and the webbing is pulled fully out of the retractor and allowed to retract under tension a total of four times The lap belt slack then is removed again with a small pulling force For vehicles with separate lap and shoulder seat belt retractors the webbing from each is pulled fully out of the retractor and allowed to retract under tension a total of four times Prior to the crash the heads of both dummies are colored with grease paint to facilitate postcrash identification of impacts with the vehicle interior and or the striking barrier face Photography Still Photography The precrash and postcrash conditions of each test vehicle are photographed Two precrash and two postcrash views show the side and left front quarter of the test vehicle Additional photographs document the precrash position of the driver and rear passenger dummies Three standard views each of the vehicle and MDB together in their postcrash positions of the struck side of the vehicle and of the MDB face are recorded Additional photographs document the postcrash positions of the d
27. river and rear passenger dummies as well as any paint transfer areas due to dummy contact with the vehicle or MDB Once the dummies are removed from the vehicle both seating compartment areas are photographed as a means of illustrating vehicle intrusion Additional photographs are taken with the struck side doors removed High Speed Motion Picture Photography Motion picture photography is made of the test with nine high speed digital imagers along with real time cameras The coordinates and lens focal length of each offboard camera are listed in Table 1 The 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 2014 8 camera view and focal length of the onboard high speed cameras are listed in Table 2 All high speed imagers record at 500 frames per second The positions of the offboard and onboard cameras are illustrated in Figures 6A and 6B respectively Table 1 Crash Hall High Speed Phantom Cameras Coordinates Focal Points and Settings A B c D E F Front Front Left Side Front Oblique Oblique Camera Position Overhead Oblique High Front driver _ drv pass Coordinate X cm 16 536 33 18 415 415 Coordinate Y cm 33 1350 768 668 740 740 Coordinate Z cm 910 149 194 250 146 146 Focal length mm 35 50 95 100 135 200 Varies by vehicle size and type Figure 6A Offboard and MDB High Speed Camera Positions in Crash Hall Si
28. side B pillar interior vertical profile will be used to determine the relative movement of the B pillar interior Figure 7 shows an example of precrash and postcrash B pillar vertical profile measures Coordinate System Definition A right handed three axis orthogonal coordinate system is used for these measures longitudinal front to rear is positive lateral left to right is positive and vertical bottom to top is positive The precrash coordinate system is defined with the vehicle unloaded no occupants on a level floor The plane of the ground is used to define the X Y plane and the two end points on the centerline of the roof are used to define the X axis Figure 4 Coordinates of three marked reference points on the nonstruck side vehicle structure are recorded before the crash to establish the postcrash coordinate system Figure 7 Example B Pillar Vertical Profiles 160 140 120 Mirror image of nonstruck i 100 side B pillar interior m 80 E 60 Mid door height D 40 I 20 Precrash Postcrash 0 100 80 60 40 20 0 20 40 60 80 100 Lateral distance from vehicle centerline cm 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 2014 12 Dummy Kinematics and Contact Locations Both dummies are inspected in their undisturbed postcrash positions Any damage to or unusual final resting position observed for
29. st moments Humanetics IF 205 or Humanetics 1716A load cell Shoulder Triaxial forces Humanetics IF 344 or Humanetics 3167 load cell Lateral shoulder compression Humanetics 180 3882 0 5 inch linear potentiometer Spine T1 base of the neck lateral acceleration Endevco 7264B 2000 accelerometer T4 first thoracic rib level lateral acceleration Endevco 7264B 2000 accelerometer T12 first abdominal rib level lateral acceleration Endevco 7264B 2000 accelerometer Chest and Abdominal Ribs three thorax and two abdominal ribs Struck side lateral rib accelerations Endevco 7264B 2000 or 7264A 2000 accelerometers Lateral rib compressions Humanetics 180 3881 0 5 inch linear potentiometers Pelvis Lateral acceleration Endevco 7264B 2000 or 7264A 2000 accelerometers Lateral acetabulum force Humanetics IF 520 or Humanetics 3249 load cell Lateral ilium crest force Humanetics IF 507 or Humanetics 3228 load cell Lower Extremities Left lower femur L M force and L M and A P moments Humanetics IF 625 or Humanetics 1914A load cell 2014 Insurance Institute for Highway Safety Side Impact Crash Test Protocol 988 Dairy Rd Ruckersville VA 22968 All rights reserved May 2014 13 All instruments are regularly calibrated to a known standard Accelerometers and load cells are calibrated every 12 months All measurements recorded from these instruments comply with the recommendations of SAE Information Report J1733 Sign Convention f
30. t the steering wheel rim at the 6 o clock position Taken from the lower left corner of the driver seat back unless otherwise directed by the manufacturer at which time it will be properly noted along with the measurement Horizontal measurement taken from the center of the steering wheel to the dummy chest Taken from the center of the steering wheel to the top rib guide SID Ils dummies Horizontal measurement taken from the head center of gravity to the driver door striker Value is negative if the head center of gravity is forward of the striker Lateral measurement taken from the head center of gravity to the driver door striker Vertical measurement taken from the head center of gravity to the driver door striker Value is negative if the head center of gravity is below the striker Horizontal measurement taken from the H point to the driver door striker Value is negative if the H point is forward of the striker Lateral measurement taken from the H point to the driver door striker Vertical measurement taken from the H point to the driver door striker Value is negative if the H point is below the striker Taken from the center point of the knee to the front door striker Calculated using the coordinates of the knee pivot point and the location of the driver door striker Taken from the H point to the head center of gravity 2014 Insurance Institute for Highway Safety 988 Dairy Rd Ruckersville VA 22968
31. us measurements Taken from the lower left corner of the rear passenger seat back unless otherwise directed by the manufacturer at which time it will be properly noted along with the measurement Horizontal measurement taken from the head center of gravity to the rear door striker Value is negative if the head center of gravity is forward of the striker Lateral measurement taken from the head center of gravity to the rear door striker Vertical measurement taken from the head center of gravity to the rear door striker Value is negative if the head center of gravity is below the striker Horizontal measurement taken from the H point to the rear door striker Value is negative if the H point is forward of the striker Lateral measurement taken from the H point to the rear door striker Vertical measurement taken from the H point to the rear door striker Value is negative if the H point is below the striker Taken from the center point of the knee to the rear door striker Calculated using the coordinates of the knee pivot point and the location of the rear door striker Taken from the H point to the head center of gravity 2014 Insurance Institute for Highway Safety 988 Dairy Rd Ruckersville VA 22968 All rights reserved Side Impact Crash Test Protocol May 2014 B 2 APPENDIX C Document Revision History Revisions to Version VII of the protocol comparted to Version VI Explanation of dummy injury measur
32. ystem also has an optical speed measuring device that serves as a backup to the two speed traps This device measures the speed of the hardware attaching the barrier to the propulsion system immediately prior to barrier s release from the propulsion system before impact The speed is clocked over a 1 m length of vehicle travel ending 0 5 m before the barriers s release from the propulsion system Impact Point A threaded 0 125 inch 3 mm rod with a sharpened tip is attached to a tapped hole in the leading edge of the MDB bumper aluminum cladding The horizontal location of this impact striker is selected such that it contacts the vehicle structure rearward of the driver door at the point of impact The impact striker extends 20 30 mm from the front edge of the barrier face thus it makes first contact between the barrier and the vehicle A 3 inch 76 mm diameter photo target is placed on the vehicle Figure 4 so that the tip of the impact striker is located in the center of the target during precrash vehicle positioning At the point of impact the striker punctures the target thus providing an indication of the initial MDB alignment with respect to the vehicle Vehicle Accelerations The lateral acceleration of the vehicle occupant compartment is measured Endevco 7264B 2000 or 7264A 2000 accelerometers at two locations on the floor just rearward of the A and B pillars nonstruck side and recorded by the data acquisition system Positive ve
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