Crash Analysis Criteria 1.6.2

May 10, 2018 | Author: Gustavo Morales | Category: Thorax, Bending, Anatomical Terms Of Motion, Sampling (Signal Processing), Acceleration
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Crash AnalysisCriteria Description Version 1.6.2 Crash Analysis Criteria Data Processing Vehicle Safety Workgroup Version 1.6.2 Arbeitskreis Messdatenverarbeitung Fahrzeugsicherheit April 2005 edition Subject to changes rt Measured data processing vehicle safety workgroup, Algorithm workgroup: D. Cichos, bast; D. de Vogel, Ford; M. Otto, TÜV Rheinland; O. Schaar, Delphi; S. Zölsch, National Instruments, in cooperation with the Task Force ISO TS 13499 (ISO-MME) This documentation is available from the following address: Bundesanstalt für Straßenwesen, Brüderstraße 53,D-51427 Bergisch Gladbach, Tel.: +49 (0)2204 / 43624, Fax: +49 (0)2204 / 43687 This documentation has been compiled with the greatest care. We are grateful for information about errors, new methods, and new laws. We do not accept liability for incorrect information. © 1995-2005 Workgroup Data Processing Vehicle Safety. All Rights Reserved. Contents For a clear presentation of the criteria used to evaluate crash tests, the criteria are briefly summarized below. First, there is a description of the criterion. Then the mathematical calculation is specified. This is followed by a description of how the individual input values are determined (filtered). Then information about the laws and stipulations relating to the algorithm. All the descriptions are based on SAE J1733-conform signal polarity (sign convention). Note The following criteria are described: Chapter 1 Description of the Head Criteria HIC.................................................................................................................................1-2 HAC ...............................................................................................................................1-4 HIC(d) ............................................................................................................................1-5 HPC................................................................................................................................1-6 HCD ...............................................................................................................................1-8 Chapter 2 Description of the Neck Criteria MOC ..............................................................................................................................2-2 MTO...............................................................................................................................2-5 Time At Level ...............................................................................................................2-8 NIC (front impact ECE).................................................................................................2-10 NIC (front impact EuroNCAP)......................................................................................2-12 NIC (front impact FMVSS) ...........................................................................................2-15 Nij ..................................................................................................................................2-16 NIC (rear impact)...........................................................................................................2-19 Nkm ...............................................................................................................................2-21 LNL................................................................................................................................2-23 Chapter 3 Description of the Chest Criteria VC ..................................................................................................................................3-2 THPC .............................................................................................................................3-5 TTI(d).............................................................................................................................3-6 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 iii ..... 5-13 NCAP ................ 6-3 iv © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1........................................................................................................ 5-15 EuroNCAP......... 5-2 Xg ............................................................................................................................................. 5-21 FIR100 filter ................................................................. 4-3 FFC (ECE)............................. 5-17 SI............................................................................................................................................................................................................................................................ 4-8 TCFC ........2 . 5-9 Gillis Index ...................................................................................................................................................................................... 3-8 CTI........................................6......................................................................................................................................... 5-19 Differentiation ................... 5-7 Pulse Test........................................................ 3-11 RDC.................................... 5-20 CFC filters ......... 5-18 Integration................................. 4-2 PSPF ........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... 4-12 Chapter 5 Description of Additional Criteria Xms...........................................................................................................................Contents ThAC .................................................................................... 5-6 Acomp .............................................. 5-24 Chapter 6 Legislation and Directives The legislation and directives are written as follows: .................................................................................................................................................................................................. 6-1 Limits............................................... 3-9 ThCC (or TCC).............................................................................................................................................................................................................................................................................................................................................. 3-12 Chapter 4 Description of the Criteria for the Lower Extremities APF......................................................................................................................................................................................................................................................................................... 4-6 TI .................................... 4-4 FFC (EuroNCAP).......... 2 1-1 .Description of the Head Criteria 1 The following head criteria are described in this chapter: • HIC: Head Injury Criterion • HAC: Head Acceptability Criterion • HIC(d): Performance Criterion • HPC: Head Performance Criterion • HCD: Head Contact Duration © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6. The length of the corresponding time interval is: • unlimited HIC • maximum of 36 ms HIC36 • maximum of 15 ms HIC15 Mathematical Calculation The calculation of the HIC value is based on the equation: HIC = sup t 2 a = 1.2 . ay.Chapter 1 Description of the Head Criteria HIC HIC is the abbreviation for Head Injury Criterion. CFC filters). To define the input values in accordance with ECE-R80. CFC filters).6. az) are filtered in accordance with CFC600 (cf.∫ a dt  ------------ t2 – t1 t1  2 ax + ay + az 2. Measured times are to be specified in seconds. Determining Input Values The measured values for head acceleration (ax. Description The HIC value is the standardized maximum integral value of the head acceleration. az) are filtered in accordance with CFC1000 (cf. for which the HIC is at a maximum. 1-2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. the measured values for head acceleration (ax. t1 and t2 are the points in time during the crash. ay. 5   ( t2 – t1 )    2 a is the resultant acceleration of the center of gravity of the head in units of acceleration of gravity (g = 9. t2 t2   1 .81 m/s²). 10. Front Impact.2.2. 10. Pole Side Impact.1 EuroNCAP. 2.5 EuroNCAP. Pedestrian Testing Protocol.1 SAE J1727.Chapter 1 Description of the Head Criteria Relevant Laws and Regulations ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ FMVSS 208.3. 1 ECE-R22.2 1-3 . 10. 10.1 ECE-R80.1 EuroNCAP. 5.3.6 ISO/TC22/SC12/WG3 N 282 Issued 1990-03-16 ADR69/00. 10.3. Annex 4. S6. 5 EuroNCAP.3.2 SAE J2052. 10. 7. Side Impact.2. Assessment Protocol.6.1 EuroNCAP.4 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. 10. Chapter 1 Description of the Head Criteria HAC HAC is the abbreviation for Head Acceptability Criterion Caution This calculation regulation is obsolete.1 ❑ ECE-R80.2.81 m/s²). 1. az) are filtered in accordance with CFC600 (cf. for which the HAC is at a maximum. t1 and t2 are the points in time during the crash. CFC filters).∫ a dt  ------------t – t 2 1  t1  2 ax + ay + az 2. Relevant Laws and Regulations ❑ ECE-R80. Annex 7. In the current ECE-R80 the HIC is used instead.2.2 . Mathematical Calculation The calculation of the HAC value is based on the equation: HAC = sup t 1.1. t2 2 a = t2   1 .6. ay.1 1-4 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. 5. 5   ( t2 – t1 )    2 a is the resultant acceleration of the center of gravity of the head in units of acceleration of gravity (g = 9. Measured times are to be specified in seconds. Determining Input Values The measured values for head acceleration (ax. Description The HAC value is the standardized maximum integral value of the head acceleration. 589[Docket No. CFC filters). Notice8]. 92-28. 2127-AB85].6. 92-28. S7 ❑ NHTSA 49 CFR 571. Relevant Laws and Regulations ❑ FMVSS 201. ay. 2127-AG07]. S7 ❑ NHTSA 49 CFR 571[Docket No. Mathematical Calculation The calculation of the HPC(d) value is based on the equation: HIC ( d ) = 0. 75446 ⋅ HIC36 + 166. az) are filtered in accordance with CFC1000 (cf.Chapter 1 Description of the Head Criteria HIC(d) HIC(d) is the Performance Criterion Description The HIC(d) value is the weighted standardized maximum integral value of the head acceleration and is calculated from the HIC36 value. [RIN No. Notice7]. [RIN No. S7 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. 4 with HIC36: HIC36 value (cf.572. HIC) Determining Input Values The measured values for head acceleration (ax.2 1-5 . If the beginning of the head contact cannot be determined satisfactorily. specified in seconds. this criterion is fulfilled. Description The HPC value is the standardized maximum integral value of the head acceleration. t2 t2   1 . 5   ( t2 – t1 )    2 a is the resultant acceleration a of the center of gravity of the head in units of acceleration of gravity (1 g =9.Chapter 1 Description of the Head Criteria HPC HPC is the abbreviation for Head Performance Criterion (criterion for the head strain). 1-6 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. t1 and t2 are the two time points. The HPC value is identical to the HIC value. If there was no head contact. which define a period between the beginning of the head contact and the end of the recording. expressed in seconds. Mathematical Calculation The calculation of the HPC value is based on the equation: HPC = sup t a = 2 1. at which the HPC36 is at its maximum. at which the HPC36 is at its maximum.2 . If the beginning of the head contact can be determined satisfactorily. which define a period between the beginning of the head contact and the end of the recording. t 1 and t 2 are the two time points.81 m/s²).∫ a dt  ------------t – t 2 1  t1  2 ax + ay + az 2. The corresponding time interval is a maximum of 36 ms (HPC36).6. 1 ECE R95. Annex 4. Annex II. CFC filters).Chapter 1 Description of the Head Criteria Determining Input Values The measured values for head acceleration (ax. 1. 1. 5. ay.1 Directive 96/79/EG.2 ECE R94.2 1-7 . az) are filtered in accordance with CFC1000 (cf. © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. 3.2 ECE R95. Relevant Laws and Regulations ❑ ❑ ❑ ❑ ❑ Directive 96/79/EG. Annex 4.1. Appendix 1. 1. Annex II. Appendix 2.6.2.1.2. 6.Chapter 1 Description of the Head Criteria HCD HCD is the abbreviation for Head Contact Duration Description The HCD value is the standardized maximum integral value of the head acceleration during head contact intervals. the resultant contact force F has to be calculated first. F = 2 2 ( m ⋅ ax – Fx ) + ( m ⋅ ay – Fy ) + ( m ⋅ a z – Fz ) 2 with: m ai Fi Mass of the head head acceleration in i-direction upper neck force in i-direction Contact intervals are all the intervals in which a lower threshold value (threshold level = 200 N) is constantly exceeded and a lower search level (search level = 500 N) is exceeded at least once (see Figure 1-1 below). The contact intervals are determined using the resultant contact force (calculated from neck force of the upper neck transducer. head acceleration and head mass). Mathematical Calculation To determine the contact interval. Figure 1-1.2 . Search und Threshold Level 1-8 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. Annex 4. Fz) are filtered in accordance with CFC1000 (cf. Relevant Laws and Regulations ❑ ❑ ❑ ❑ SAE J2052.6.48/Rev.Chapter 1 Description of the Head Criteria The HIC value HICj is calculated for each contact interval Kj. az) and neck forces (Fx.2.1. Fy. page 19. t 2 ) .t j beg end ≤t 1 < t 2 ≤t j with: tjbeg Start time of the contact interval Kj tjend End time of the contact interval Kj The HCD value is then the maximum HIC value of all the contact intervals. Appendix 1 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. HCD = max j {HIC j } Determining Input Values The measured values for head acceleration (ax.t j HIC j = HIC ( t 1.2 1-9 . CFC filters). Kj = tj beg end .2 SAE J2052. 2. 4 ISO/TC22/SC12/WG3 N 282 (Issued 1990-03-16) TRANS/SC1/WP29/GRSP/R. ay. Chapter 1 1-10 Description of the Head Criteria © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.2 .6. Description of the Neck Criteria 2 This chapter describes the following neck criteria for a front impact and a rear impact: Front Impact: • MOC: Total Moment about Occipital Condyle • MTO: Total Moment (Lower Neck) • Time At Level • NIC (front impact ECE): Neck Injury Criterion • NIC (front impact EuroNCAP): Neck Injury Criterion • NIC (front impact FMVSS): Neck Injury Criterion • Nij: Normalized Neck Injury Criterion Rear Impact: • NIC (rear impact): Neck Injury Criterion • Nkm: Neck Criterion rear impact • LNL: Lower Neck Load Index © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.2 2-1 .6. In Table 2-8 the lever arms of the Upper Load Cell are specified for the calculation in accordance with SAE J1727.Chapter 2 Description of the Neck Criteria MOC MOC is the abbreviation for Total Moment about Occipital Condyle. specified in SAE J211 (see FMVSS 208 S6.2 .6. for each dummy type. the Total Moment Moc is calculated in accordance with SAE J1727 and SAE J1733 as follows: M OCy = M y – ( D ⋅ F x ) M OCx = M x + ( D ⋅ F y ) with MOCi Fi Mi D Total moment in i-direction [Nm] Upper neck force in i-direction [N] Neck moment in i-direction [Nm] Distance between the force sensor axis and the condyle axis Determining Input Values The measured values for the forces and moments are filtered in accordance with CFC600 (cf. Mathematical Calculation For the Upper Load Cell. for example). Description The criterion for the Total Moment calculates the total moment in relation to the moment measurement point. This filtering applies independently of the filter classes for forces.6(1). CFC filters). 2-2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. IF-205.0195 Dummy type ES-2 WORLDSID © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.0058 Crabi 6 months 2554. 5563G/6LN 6 0 SID-IIs 1716. IF-212. 3-year 3303. 555B/6UN 6 0. IF-2564. IF-240. IF-235. 560G/6ULN 6 0.01778 2062 3 0. 555B/6UN 6 0. IF-207.Chapter 2 Description of the Neck Criteria Table 2-1.5 2554.008763 Hybrid III. IF-242. IF-242.01778 Hybrid III. 555B/6UN 6 0. IF-207. TNO P1. IF-2564. IF-242.01778 Hybrid III.02 TNO Q series 3715. 555B/6UN 6 0. IF-207. IF-217. IF-2564. IF-205. P3 2331. 555B/6UN 6 0.2 2-3 .01778 BioRID 4949 6 0. IF-242.6. IF-954.01778 2062 3 0. IF-205. 18 months. IF-205. IF-2564. IF-207. male 95% 1716.01778 Hybrid III.008763 4985 3 0. female 1716. IF-207.FTSS. IF-207. IF-234. IF-235. IF-2564.01778 W50-1700 6 0. 560G/6ULN 6 0. 560G/6ULN 6 0 Crabi 12.0102 TNO P 3/4.MSC Axial directions D[m] Hybrid III. IF-205. 5583G/3ULN 3 0 2587. IF-242. IF-205. IF-954. 558G/6UN 6 0 1485 3 0 4085. 5552G/6UN 6 0. IF-242.01778 Hybrid III. 555B/6UN 6 0. IF-2564. IF-212. male 50% 1716. 6-year 1716. 10-year 1716. Lever Arms of the Upper-Load-Cell Load cell Type Denton. 3.A.2 .E.6.3 ( 08/96 ) ❑ SAE J1733 ( 12/94 ) ❑ Denton Sign Convention for Load Cells (S. J-211) ( 27AUG02 ) 2-4 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.Chapter 2 Description of the Neck Criteria Relevant Laws and Regulations ❑ SAE J1727. In the Table 2-2 the lever arms D x and D z in the Lower Load Cell are specified for the calculation in accordance with SAE J1733 for each dummy type. © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. for example). This filtering applies independently of the filter classes for forces.6(1).2 2-5 .6. specified in SAE J211 (see FMVSS 208 S6.Chapter 2 Description of the Neck Criteria MTO MTO is the abbreviation for Total Moment and applies for the lower neck. Description The criterion for the Total Moment calculates the total moment in relation to the moment measurement point. the Total Moment MTO is calculated in accordance with SAE J1733 as follows: M TOx = M x – ( D z ⋅ F y ) M TOy = M y + ( D z ⋅ F x ) + ( D x ⋅ F z ) M TOz = M z – ( D x ⋅ F y ) with MTOi Fi Mi D Moment in i-direction [Nm] Upper neck force in i-direction [N] Neck moment in i-direction [Nm] Distance between the force sensor axis and the condyle axis Determining Input Values The measured values for the forces and moments are filtered in accordance with CFC600 (cf. Mathematical Calculation For the Lower Load Cell. CFC filters). and 3717.04445 0. IF-211.0254 RID2 1794 0. IF-222 0. 3471. IF-219 Dx[m] Dz[m] 0.0191 0 0.0508 0. IF-228. LNL). 6-year 1794..04445 0.2 .0237236 Hybrid III. IF-221 0. female 5% 1794.12. Lever Arms Dx and Dz of the Lower-Load-Cell Dummy type Hybrid III.03175 0.028575 4894 Hybrid III.0508 0.0254 W50-1700 0 0. Q6 SID-IIs 3166 SID HIII 5294 0 0. FTSS 1794. (See Denton Sign Convention for Load Cells (SAE J211) ( 27AUG02 )) Note Note 2-6 Lower Neck Load Cell of BioRID.0508 0.18.028575 BioRID 1794 0. © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. IF-238 4541 Hybrid III.0188 Hybrid III.0168 2554LN.0254 THOR 5% 2357 0 0. IF-221 3300 ES-2 WORLDSID You use special formulas for the adjustable load cells 2992. male 50% 1794. IF-210.6. IF-255 0.0145 4366 EuroSID-1 4365. IF-954 0 0.0254 CRABI 6.TNO. IF-210.04445 0.Chapter 2 Description of the Neck Criteria Table 2-2. Q3. 3-year 3303 0 0.0127 3715 0 0 1794.0127 THOR 50% 2357 0 0.22 . 1794. IF-219 4894 Hybrid III. male 95% Load cell type Denton. validated in dynamic testing (cf.028575 0. 10-year 5124 0 0. P1 1/2 TNO Q1. Chapter 2 Description of the Neck Criteria Relevant Laws and Regulations ❑ SAE J1727.6.3 ( 08/96 ) ❑ SAE J1733 ( 12/94 ) ❑ Denton Sign Convention for Load Cells (SAE J211) ( 27AUG02 ) © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.3.2 2-7 . Load Criterion Curve 2-8 1. © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. 3. as illustrated in Figure 2-1: Figure 2-1. the times-at-level are plotted on the abscissa. The maximum measured value and the time-at-level zero are assigned to the highest threshold value.Chapter 2 Description of the Neck Criteria Time At Level Time-Dependent Loading Criteria Description The time-at-level describes the maximum continuous time interval for which the measured value of a signal has exceeded a certain lower threshold. The value is determined either from the continuous time interval (continuous calculation) or from the sum of all time intervals (cumulative calculation). the time-related ”load criterion curve” is determined. Mathematical Calculation Continuous Calculation To determine the relationship between the measured value of the signal (e. all the threshold values are stored in the first column. All the threshold values in this column are equal to the preceding ones minus the quotient.2 . which is the maximum value divided by 100. Zero is assigned to the threshold value in the last line.6. The threshold values are plotted on the ordinate. 2.g. In a matrix with two columns and 101 rows. the force) and its corresponding time-at-level. starting with the maximum value. 6. Front Impact. round it to the nearest millisecond. Every line in this matrix describes a value pair (point) that consists of the threshold value and the time at level – the ”load criterion curve” – which are plotted in a coordinate system (criterion graph) and thus compared to the injury assessment boundary. the accumulated values can be calculated with the following algorithm: 1. The highest value determined is the “injury assessment reference” value and is entered in the coordinate system. Value (sorted) after x ms is the y-value.2. The largest continuous time interval in which the threshold value is exceeded by the measurement signal is determined for every threshold value in the first column. Cumulative Calculation If the sampling rates are constant. 5.2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. Values in descending order 2. Use linear interpolation to determine the time interval. Determining Input Values — Relevant Laws and Regulations ❑ SAE J1727. 6. 3.2 2-9 . and enter it in the second column.9 ❑ EuroNCAP.Chapter 2 Description of the Neck Criteria 4. Times at level are only taken into account if they are less than 60 ms. To compare the ”load criterion curve” to the injury assessment boundary. the ratio between the load criterion value and the injury assessment boundary value is determined for each value pair and multiplied by 100. 10. Description The neck injury criteria are determined using the axial compression force Fz(-).1 applies only for the Hybrid III 50% dummy. are filtered according to CFC1000 (cf. Figure 2-2. CFC filters). Determining Input Values The measured values of the axial force Fz and the side shear force Fx. 2-10 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. Mathematical Calculation For all the above-mentioned signals. Time At Level) is calculated and compared to the corresponding limits. and the shear forces at the head/neck point Fx(+).Chapter 2 Description of the Neck Criteria NIC (front impact ECE) NIC is the abbreviation for Neck Injury Criterion. as well as the duration of these forces. the axial tensile force Fz (+). 2. in kN. as illustrated in Figure 2-2.1.2 . Axial Neck Tensile Force and Neck Shear Force at the Side Note Annex 3.6. the time-at-level (cf. Chapter 2 Description of the Neck Criteria Relevant Laws and Regulations ❑ ❑ ❑ ❑ ❑ Directive 96/79/EG. Appendix 2. Annex II.1.2.2 ECE R94. 2 SAE J1733 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. 2 ECE-R94.2 2-11 . Annex II. Annex 4.2. 5. 3.2 Directive 96/79/EG.6.1. the shear forces at the head/neck point. Shear Forces positive at the Head/Neck Point in X-Direction 2-12 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6. Fx(+) and Fx (-). Description The neck injury criteria are determined using the axial tensile force Fz(+). Figure 2-3. and the duration of these forces in milliseconds.Chapter 2 Description of the Neck Criteria NIC (front impact EuroNCAP) NIC is the abbreviation for Neck Injury Criterion.2 . as illustrated in Figures 2-3 to 2-5. in kN. Note Figure 2-5. using linear scaling.Chapter 2 Description of the Neck Criteria Figure 2-4. Tensile Forces at the Head/Neck Point in Z-Direction © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.2 2-13 .6. Shear Forces negative at the Head/Neck Point in Z-Direction The dotted lines are determined from the Lower and Upper Limits. Frontal Impact. Determining Input Values The measured values of the axial force Fz and the side shear force Fx. Relevant Laws and Regulations ❑ EuroNCAP. Time At Level) is calculated and compared to the limits.Chapter 2 Description of the Neck Criteria Mathematical Calculation For all the above-mentioned signals. CFC filters).2 ❑ SAE J1733 2-14 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. the cumulative time-at-level (cf.2 .6. are filtered according to CFC1000 (cf. 10. 6 (b)(c) (HYIII-50%) FMVSS 208 (May 2000). 3-year 1130 -1380 CRABI. female 5% 2620 -2520 Hybrid III.3.5.4.Chapter 2 Description of the Neck Criteria NIC (front impact FMVSS) NIC is the abbreviation for Neck Injury Criterion. Description NIC is the criterion for neck injury.4 (b)(c) (HYIII-12M) FMVSS 208 (May 2000). Table 2-3.5 (b)(c) (HyIII-3-year) FMVSS 208 (May 2000). cf.6 (b)(c) (HYIII-5%) FMVSS 208 (May 2000). Table 2-3 shows the limits to be adhered to for each dummy type. Limits for Various Dummy Types Fz [N] Peak Tension Fz [N] Peak Compression Hybrid III. female 5% 2070 -2520 Position In Position Out of Position Dummy type Determining Input Values The measured values for limit monitoring are filtered in accordance with CFC1000 (cf. S19. The NIC includes: (a) the criterion of the Normalized Neck Injury Criterion (Nij) and (b) the criterion of the limit value monitoring (peak tension and peak compression). S21. S15.4 (b)(c) (HyIII-5% Out of position) © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. CFC filters).5 (b)(c) (HyIII-6-year) FMVSS 208 (May 2000).2 2-15 . Relevant Laws and Regulations ❑ ❑ ❑ ❑ ❑ ❑ FMVSS 208 (May 2000). S25.6.5. S23. male 50% 4170 -4000 Hybrid III. Mathematical Calculation a. 12 months 780 -960 Hybrid III. Nij b. S6. 6-year 1490 -1820 Hybrid III. and recorded. The Total Moment is calculated in accordance with MOC.Chapter 2 Description of the Neck Criteria Nij Nij is the abbreviation for Normalized Neck Injury Criterion and includes the 4 neck criteria (Neck Injury Predictor) NTE (tension-extension).2 . This is displayed in Table 2-4: 2-16 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. particular forces and moments are to be set at 0. expressed in kN. (cf. When the criteria are calculated. Mathematical Calculation The Nij value is calculated according to the equation: F M OCy Nij = -------z + ------------F zc M yc with Fz Fzc MOCy Myc force at the transition from head to neck critical force Total Moment (see MOC) critical moment Determining Input Values The measured values of the tensile force and compression force are filtered in accordance with CFC 600. The neck bending moment criterion is determined by the bending moment.e. around a lateral axis at the transition from the head to the neck.6. expressed in Nm. the axial tensile force. i. Description The criteria for neck injuries are determined using the axial compression force. NTF (tension-flexion). and the shearing forces at the transition from head to neck. the condition is also zero. and the duration of these forces in ms. if one of the summands is zero. NCE (compression-extension). and NCF (compression-flexion). This is an AND condition. CFC filters). The negative signs of Fzc and Myc make positive Nij values (signal polarity in accordance with SAE J211 and SAE J1733). 12 months 1460 -1460 43 -17 Dummy type a. Forces and Moments Forces Criterion Nij NCF NCE NTF Moments Compression(force of pressure) F<0 Flexion (forwards bending) M>0 Tension (tensile force) F>0 Flexion (forwards bending) M>0 Extension (backwards extension) M<0 NTE Extension (backwards extension) M<0 Table 2-5 shows the critical forces F zc and moments M yc for the ‘in position test‘ according to the dummy types.Chapter 2 Description of the Neck Criteria Table 2-4. Table 2-6 shows the critical forces F zc and moments M yc for the ‘out of position test‘ according to the dummy types. Table 2-5. Table 2-6. male 50% 6806 -6160 310 -135 Hybrid III. In position test Fzc [N] Tension Fzc [N] a Compression Myc [Nm] Flexion Myc [Nm] a Extension Hybrid III. © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.3880 155 . Out of Position Test Fzc [N] Tension Fzc [N] a Compression Myc [Nm] Flexion Myc [Nm] a Extension Hybrid III. 6-year 2800 -2800 93 -37 Hybrid III. female 5% 3880 -3880 155 -61 Hybrid III.6.2 2-17 . The negative signs of Fzc and Myc make positive Nij values (signal polarity in accordance with SAE J211 and SAE J1733).67 Dummy type a. 3-year 2120 -2120 68 -27 Hybrid III. female 5% 4287 . 3.4 FMVSS 208 (May 2000).5.5.4.5 FMVSS 208 (May 2000). S15.Chapter 2 Description of the Neck Criteria Relevant Laws and Regulations ❑ ❑ ❑ ❑ ❑ FMVSS 208 (May 2000). S21.6 FMVSS 208 (May 2000). Emily Sun. Shashi Kuppa (NTBRC) and Roger Saul (VRTC).2 . S19. S23.6 FMVSS 208 (May 2000). Rolf Eppinger.6. March 2000 NHTSA 2-18 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. S6.5 Publications: ❑ Supplement: Development of Improved Injury Criteria for the Assessment of Advanced Automotive Restraint Systems-II. Chapter 2 Description of the Neck Criteria NIC (rear impact) NIC is the abbreviation for Neck Injury Criterion. Description The criterion for the neck injury with a rear impact is expressed by the relative acceleration between the upper and lower neck acceleration, in m/s², and the relative velocity, in m/s. Mathematical Calculation The calculation of the NIC value is based on the equation: NIC = a relative ⋅ 0, 2 + v 2 relative with: a relative = a x v relative = ∫ T1 – ax Head a relative and axT1 Acceleration of the first chest vertebra in x-direction [m/s²] axHead Acceleration in x-direction at the height of the center of gravity (c.o.g.) of the head [m/s²] Determining Input Values The measured values of the accelerations are filtered in accordance with CFC 180 (cf. CFC filters). The maximum value of NIC within an interval of 150 ms after the beginning of the sled acceleration schall be determined and documented as the NICmax value. If the head, after contacting the head restraint, reverses its direction of relative movement at a point in time before 150 ms, the upper end of the interval of NIC for the determination of NICmax shall be limited by this point in time. © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 2-19 Chapter 2 Description of the Neck Criteria Relevant Laws and Regulations This injury criterion is in the research phase. Publications: ❑ A SLED TESTS PROCEDURE PROPOSAL TO EVALUATE THE RISK OF NECK INJURY IN LOW SPEED REAR IMPACTS USING A NEW NECK INJURY CRITERION (NIC); Paper no. 98-S7-O-07; Ola Boström, Yngve Håland, Rikard Frediksson, Autoliv Research Sweden, Mats Y Svensoson Hugo Mellander, Chalmers University of Technology Sweden; 16 th ESV Conference; June 1-4, 1998 Windsor Canada ❑ EVALUATION OF THE APPLACABILITY OF THE NECK INJURY CRITERION (NIC) IN REAR END IMPACTS ON THE BASIS OF HUMAN SUBJECT TESTS; A.Eichberger, H. Steffan, B.Geigl, M.Svensson, O. Boström, P.E. Leinzinger, M.Darok; IRCOBI Conference – Göteborg, September 1998 ❑ Proposal for the ISO/TC22N2071, ISO/TC22/SC10 (Collision Test Procedures): TEST PROCEDURE FOR THE EVALUATION OF THE INJURY RISK TO THE CERVICAL SPINE IN A LOW SPEED REAR END IMPACT; M. Muser, H. Zellmer, F. Walz, W. Hell, K. Langwieder, K. Steiner, H. Steffan; Rear end impact test procedure, working draft 5, 05/2001 2-20 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 Chapter 2 Description of the Neck Criteria Nkm Nkm in accordance with the 4 neck criteria Nfa (flexion-anterior), Nea (extension-anterior), Nfp (flexion-posterior), Nep (extension-posterior). Description The criteria for neck injuries for rear impact are determined using the axial compression force or the axial tensile force x, and the shearing forces at the transition from head to neck, expressed in kN, and the duration of these forces in ms. The neck bending moment criterion is determined by the bending moment, expressed in Nm, around a lateral axis at the transition from the head to the neck, and recorded. Mathematical Calculation The Nkm value is calculated with the equation: F x ( t ) M OCy ( t ) Nkm ( t ) = ----------- + -------------------F int M int with Fx Fint MOCy Mint force at the transition from head to neck critical force total moment (see MOC) critical moment Determining Input Values The measured values of the tension are filtered in accordance with CFC 600. The measured values of the bending moment and the side shearing force are also filtered in accordance with CFC 600 (cf. CFC filters). When the criteria are calculated, particular forces and moments are to be set at 0. This is an AND condition, i.e. if one of the summands is zero, the condition is also zero. This is displayed in Table 2-7: © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 2-21 Chapter 2 Description of the Neck Criteria Table 2-7. Forces and Moments Criterion Nkm Nfa Nea Nfp Nep Forces Moments Anterior (head backwards, torso forwards) Fx>0 Flexion (forwards bending) My>0 Posterior (head forwards, torso backwards) Fx<0 Flexion (forwards bending) My>0 Extension (backwards extension) My<0 Extension (backwards extension) My<0 Table 2-8 shows the critical forces Fint and moments Mint for each dummy type. Table 2-8. Critical Forces and Moments a. Dummy type Fint [N] positive shear Fint [N] a negative shear Mint [Nm] Flexion Mint [Nm] a Extension Hybrid III, male 50% 845 -845 88,1 -47,5 The negative signs of Fint and Mint make positive Nkm values (signal polarity in accordance with SAE J211 and SAE J1733). Relevant Laws and Regulations ❑ Working Group on Accident Mechanics www.agu.ch Publications: ❑ A NEW NECK INJURY CRITERION CANDIDATE FOR REAR-END COLLISIONS TAKING INTO ACCOUNT SHEAR FORCES AND BENDING MOMENTS (Schmitt, Muser, Niederer) ESV Conference 2001, Amsterdam NL 2-22 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 Chapter 2 Description of the Neck Criteria LNL LNL is the abbreviation for the Lower Neck Load Index. Description The risk of damaging the lower neck vertebrae in a rear-impact crash is highest when the forces and moments impact simultaneously. Mathematical Calculation The LNL value is calculated with the equation: 2 My lower ( t ) + Mx lower ( t ) 2 Fx lower ( t ) 2 + Fy lower ( t ) 2 Fz lower ( t ) LNL – index ( t ) = --------------------------------------------------------------------- + ------------------------------------------------------------------ + -----------------------C moment C shear C tension with Note Mylower Mxlower Moment in y-direction Cmoment Critical moment Fxlower Fylower Cshear Fz Ctension Force in x-direction Moment in x-direction Force in y-direction Critical force Force in z-direction Critical force The formula applies for the Lower Neck Load Cell of the RID2 and Hybrid III. • The result My can be corrected for the Hybrid III with the Denton 1794, FMVSS IF-210, and IF-219, MSC 4894 power cells, using the formula below: My lowercorrected = My + ( 0, 0282 ⋅ Fx ) + ( 0, 0508 ⋅ Fz ) • The My moment may not be corrected for RID2. © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 2-23 Chapter 2 Description of the Neck Criteria Determining Input Values The measured values for the forces and moments are filtered in accordance with CFC 600 (cf. Table 2-9 lists the critical forces and moments for the dummy type RID2.6. Nij-FMVSS208). Frank Heitplatz et all. Table 2-9. This filtering applies separately from the filter classes specified in SAEJ211 (cf. ESV Conference 2003 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. Critical Forces and Moments for RID2 Cmoment Cshear Ctension 15 [Nm] 250 [N] 900 [N] Relevant Laws and Regulations ❑ ❑ ❑ ❑ 2-24 SAE J1727 SAE J1733 Denton Sign Convention for Load Cells AN EVALUATION OF EXISTING AND PROPOSED INJURY CRITERIA WITH VARIOUS DUMMIES TO DETERMINE THEIR ABILITY TO PREDICT THE LEVELS OF SOFT TISSUE NECK INJURY SEEN IN REAL WORLD ACCIDENTS. CFC filters).2 . 2 3-1 .Description of the Chest Criteria 3 The following chest criteria are described in this chapter: • VC: Viscous Criterion (velocity of compression) • THPC: Thorax Performance Criterion • TTI(d): Thoracic Trauma Index (Thorax Trauma Index) • ThAC: Thorax Acceptability Criterion • CTI: Combined Thoracic Index • ThCC (or TCC): Thoracic Compression Criterion • RDC: Rib Deflection Criterion © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6. 2 .⋅ ---------------------Defconst dt In accordance with SAE J1727: (Frontal impact) Y CFC600 dY CFC600 VC = Scalingfactor ⋅ ----------------------.6. ECE-R95 and EuroNCAP (front and side impact) dY CFC180 Y CFC180 VC = Scalingfactor ⋅ ----------------------.e. Both quantities are determined by measuring the rib deflection (side impact) or the chest deflection (frontal impact). Description VC is an injury criterion for the chest area.Chapter 3 Description of the Chest Criteria VC VC is the abbreviation for Viscous Criterion (velocity of compression). The VC value [m/s] is the maximum crush of the momentary product of the thorax deformation speed and the thorax deformation. Mathematical Calculation The calculation of the VC value is based on the equation: In accordance with ECE-R94. depth or width of half the rib cage [mm] (see also determination of the input quantities (VC)) © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. i.⋅ ---------------------Defconst dt with: 3-2 Y Thoracic deformation [m] (dYCFCxxx/dt) Deformation velocity Scalingfactor Scaling factor (see Table 3-1) Defconst Dummy constant. and is also called the Soft Tissue Criterion. Note Only the crush is included in the calculation. Annex II. This method is not included in any of the listed laws or guidelines.2.0 140 SID-IIs 1.3 187 BioSID 1. Annex 4.2.0 138 Dummy type Relevant Laws and Regulations ❑ ❑ ❑ ❑ ❑ ❑ ECE R94.2 ECE R94. 6.1-6.= V [ t ] = ----------------------------------------------------------------------------------------------------------------------------------dt 12∆t with: ∆t Time interval between the single measurements in seconds If required.2 3-3 . 5.3 229 Hybrid III. Annex II. male 50% 1. using integration.1.2 ECE-R94. female 5% 1.3 254 Hybrid III. Annex 4.6.5 ECE R94. 6 ECE R95. Directive 96/79/EG.4 ECE R94. 8/96. male 95% 1.1. 5. 3.Chapter 3 Description of the Chest Criteria The deformation speed is calculated in accordance with ECE R94: dY [ t ] CFC180 8 ( Y [ t + ∆t ] – Y [ t – ∆t ] ) – ( Y [ t + 2∆t ] – Y [ t – 2∆t ] ) ---------------------------. the chest or rib crush/velocity can be calculated with the difference between opposite acceleration signals. Table 3-1.2.0 140 ES-2 1. Scaling Factor and Dummy Constants Scaling factor Deformation constant [mm] Hybrid III. Mathematical Calculation Table 3-1 contains the scaling factor and the deformation constant (dummy constants) for each dummy type. in accordance with SAE J1727. Note Determining Input Values Filtering of the input values cf.1.0 175 EuroSID-1 1.2 b) © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. Appendix 2. 3. Directive 96/79/EG. 2 . Annex 4. Side Impact. Front Impact. 3.3 EuroNCAP. Appendix 1. 10. 3.2 b) Directive 96/27 EG Annex 1.2 ECE R95.3 SAE J1727.2.2 Directive 96/27 EG Annex 1.3 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.Chapter 3 Description of the Chest Criteria ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ 3-4 ECE R95. Appendix 2 Directive 96/27 EG Annex 2. Appendix 2 SAE J211.4. 2. 2.8. Appendix 1.1 EuroNCAP. Annex 4. 9.6. 10.1. 2 3-5 .2 Directive 96/27 EG Annex 1. Appendix 1. Appendix 2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. 3. The two elements of the THPC are the rib deflection criterion (RDC) and the viscous criterion (VC). 2 Directive 96/27 EG Annex 1.2 ECE R95.1. Annex 4.2. RDC and VC Relevant Laws and Regulations ❑ ❑ ❑ ❑ ❑ ECE-R95.1.6. Description THPC is the criterion for chest strain with side impact. 5. 2 Directive 96/27 EG Annex 2. Appendix 1. RDC and VC Determining Input Values cf. Mathematical Calculation cf.Chapter 3 Description of the Chest Criteria THPC THPC is the abbreviation for Thorax Performance Criterion.2. Filtering with FIR100 5.rib). Mathematical Calculation The calculation of the TTI value is based on the equation: ( max.Chapter 3 Description of the Chest Criteria TTI(d) TTI(d) is the abbreviation for Thoracic Trauma Index (Thorax Trauma Index).spine )TTI ( d ) = A ----------------------------------------------------------------------2 A ( max.A ( lwr .rib) and A(lwr. Filtering with CFC180 (cf. Description The thorax trauma index is an injury criterion for the thorax in the case of a side impact. FIR100 filters): 3-6 1. rip ) + A ( lwr .rip ) .spine) Maximum acceleration of the lower spine.rip } with: A(upr. CFC filters) 2. Reduction of the sampling rate to 1600 Hz 3.rib) Maximum acceleration of the lower rib.rib) Maximum of A(upr.6. [g] A(max. Transferring the reduced sampling rate to the original sampling rate (oversampling. [g] A(lwr.2 . rip ) = max {A ( upr . [g] Determining Input Values Preprocessing of the acceleration data from the sensors (cf. Removal of bias 4.rib) Maximum acceleration of the upper rib. only SAE) © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. The TTI(d) is the mean of the maximum acceleration of the abdominal spine (12th spinal segment) and the higher of the two values for the maximum acceleration of the upper (8th) and lower (4th) ribs. [g] A(lwr. 1 ❑ FMVSS 214.5 ❑ SAE J1727. S5. 3. the acceleration values have to be positive absolute maximum values. If the test data is to be evaluated with negative abs.Chapter 3 Description of the Chest Criteria Due to the sign regulations in SAE J1733.13. Relevant Laws and Regulations ❑ FMVSS 214. not selected data sections. S6.6.5 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.2 3-7 . otherwise the digital filters may have differing transient responses. the measurement data must first be inverted. maximum values. The calculation must use the original measurement data. Mathematical Calculation cf. Relevant Laws and Regulations ❑ ECE-R80. Annex 4.Chapter 3 Description of the Chest Criteria ThAC ThAC is the abbreviation for Thorax Acceptability Criterion.1.6. CFC filters).2 ❑ ECE-R80.2 . 1. Xms Determining Input Values The measured values of acceleration of gravity are filtered in accordance with CFC 180 (cf. 2 3-8 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.2. Description This criterion is determined using the absolute value of the acceleration expressed in units of earth acceleration and the acceleration duration expressed in ms.1. Annex 1. Mathematical Calculation The calculation of the CIT value is based on the equation: D max A max CTI =  ----------- +  ------------  A int   D int  with: Amax 3 ms value (single peak) of the resultant acceleration of the spinal cord [g] Aint Critical 3 ms values [g] Dmax Deflection of the chest [mm] Dint Critical deflection [mm] Determining Input Values The measured values of the acceleration are filtered according to CFC180 and those of the displacement according to CFC600 (cf. 12 months 55 49 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.2 3-9 . The CTI is the evaluated 3 ms value from the resultant acceleration of the spinal cord and the deflection of the chest. female 5% 85 83 Hybrid III. Critical 3 ms Value and Critical Deflection Dummy type Aint [g] Dint [mm] Hybrid III. In Table 3-2.Chapter 3 Description of the Chest Criteria CTI CTI is the abbreviation for Combined Thoracic Index. the critical 3 ms Aint and the critical deflection Dint is given for each dummy type.6. CFC filters). 3-year 70 57 CRABI. 6-year 85 63 Hybrid III. Description The Combined Thoracic Index represents an injury criterion for the chest area in case of a frontal impact. Table 3-2. male 50% 85 102 Hybrid III. S21. S15. S19.6 FMVSS 208 proposal (September 1998).3 FMVSS 208 proposal (September 1998).Chapter 3 Description of the Chest Criteria Relevant Laws and Regulations Note This criterion is not included in the actual standard! ❑ ❑ ❑ ❑ ❑ 3-10 FMVSS 208 proposal (September 1998).4 FMVSS 208 proposal (September 1998).5 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. S23.6. S6.5 FMVSS 208 proposal (September 1998).2 . 3. Annex 4.1. but it was called ThCC in the English directives.6.2.1. Appendix 2. Description ThCC is the criterion of the compression of the thorax between the sternum and the spine and is determined using the absolute value of the thorax compression. Mathematical Calculation — Determining Input Values The measured values for the chest deflection are filtered in accordance with CFC180 (cf. 3 Directive 96/79/EG. Annex II.1 In the German directives this criterion was called TCC. expressed in mm. Note © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.2. CFC filters).Chapter 3 Description of the Chest Criteria ThCC (or TCC) ThCC (or TCC) is the abbreviation for Thoracic Compression Criterion. 5.4 Directive 96/79/EG.2 3-11 . Annex II. 3.4 ECE R94. Relevant Laws and Regulations ❑ ❑ ❑ ❑ ECE-R94. in a side impact collision.2.2 a) ECE R95. 5.2. Appendix 1.6. a) Directive 96/27 EG Annex 1. Mathematical Calculation — Determining Input Values The measured values for rib deflection are filtered in accordance with CFC180 (cf.1. expressed in mm. 2. 2.2 . Appendix 1. CFC filters).1 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. Relevant Laws and Regulations ❑ ❑ ❑ ❑ 3-12 ECE R95.2.1 Directive 96/27 EG Annex 2. 3.Chapter 3 Description of the Chest Criteria RDC RDC is the abbreviation for Rib Deflection Criterion. Description RDC is the criterion for the deflection of the ribs.1. Annex 4. 6.Description of the Criteria for the Lower Extremities 4 The following criteria for the lower extremities are described in this chapter: • APF: Abdominal Peak Force • PSPF: Pubic Symphysis Peak Force • FFC (ECE): Femur Force Criterion • FFC (EuroNCAP): Femur Force Criterion • TI: Tibia Index • TCFC: Tibia Compression Force Criterion © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.2 4-1 . Description APF is the maximum side abdominal strain criterion. Appendix 1.4 ECE R95. This is a criterion for the European side impact regulations.6. Appendix 1.Chapter 4 Description of the Criteria for the Lower Extremities APF APF is the abbreviation for Abdominal Peak Force. Mathematical Calculation APF = max F yFront + F yMiddle + F yRear Determining Input Values The measured values for the abdominal strain are filtered in accordance with CFC 600 (cf. Relevant Laws and Regulations ❑ ❑ ❑ ❑ 4-2 ECE-R95.2.4 Directive 96/27 EG Annex 1.2 .1.1. 3 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. 3 Directive 96/27 EG Annex 2. 3. CFC filters).2. 5. It is the highest value of the sum of the three forces [kN] that are measured on the impact side. Annex 4. 6.2.1. CFC filters). Annex 4.3 ECE R95.3 Directive 96/27 EG Annex 1. Mathematical Calculation — Determining Input Values The measured values for the pelvic strain are filtered in accordance with CFC 600 (cf. 5. 3.1. 4 Directive 96/27 EG Annex 2. 4 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. Appendix 1. Relevant Laws and Regulations ❑ ❑ ❑ ❑ ECE R95.2. Description PSPF is the criterion for pelvic strain during side impact and is determined by the maximum strain on the pubic symphysis. expressed in kN.2 4-3 . Appendix 1.Chapter 4 Description of the Criteria for the Lower Extremities PSPF PSPF is the abbreviation for Pubic Symphysis Peak Force. Determining Input Values The measured values for the axial force of pressure are filtered in accordance with CFC600 (cf. Mathematical Calculation cf.2 . CFC filters). FFC (EuroNCAP)). Figure 4-1. Time At Level Note The time-at-level is calculated cumulatively (cf.Chapter 4 Description of the Criteria for the Lower Extremities FFC (ECE) FFC is the abbreviation for Femur Force Criterion. Pressure on the Thigh Note The pressure is entered as a positive value in the diagram. 4-4 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. Description FFC is the criterion of the force acting on the femur Fz(-) and is determined by the compression stress in kN that is transmitted axially on each femur of the dummy as well as the duration of action of the compression force in ms.6. Appendix 2. 5.6 ECE R94.6 Directive 96/79/EG.1 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.2 4-5 . Annex II.2. 3.6.1.Chapter 4 Description of the Criteria for the Lower Extremities Relevant Laws and Regulations ❑ ❑ ❑ ❑ ECE-R94. 4 Directive 96/79/EG. Annex II. Annex 4.1.2. 4. CFC filters). 4-6 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. Time At Level Note The time-at-level is calculated cumulatively. Note Mathematical Calculation cf.Chapter 4 Description of the Criteria for the Lower Extremities FFC (EuroNCAP) FFC is the abbreviation for Femur Force Criterion Description FFC is the criterion of the force acting on the femur Fz(-) and is determined by the compression stress in kN that is transmitted axially on each femur of the dummy as well as the duration of action of the compression force in ms. using linear scaling. Determining Input Values The measured values for the axial force of pressure are filtered in accordance with CFC600 (cf.2 . Figure 4-2.6. Cumulative Exceedence Limits The dotted lines are determined from the Lower and Upper Limits. January 2003 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6. Frontal Impact Testing Protocol.2 4-7 .0.Chapter 4 Description of the Criteria for the Lower Extremities Relevant Laws and Regulations ❑ EuroNCAP. Version 4. When a ”single-moment transducer” is used.6. the absolute measured value is valid for the calculation. cf. the table 4-1 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. the table 4-1 Fz Axial compression [kN] in z-direction (Fc)z Critical compression force in z-direction. Description The Tibia Index (TI) is an injury criterion for the lower leg area.Chapter 4 Description of the Criteria for the Lower Extremities TI TI is the abbreviation for the Tibia Index. Mathematical Calculation The tibia index (TI) is calculated in accordance with: MR FZ TI = ---------------+ -------------( MC )R ( FC )Z with: MR = 4-8 2 ( Mx ) + ( My ) 2 Mx Bending moment [Nm] around the x-axis My Bending moment [Nm] around the y-axis (Mc)R Critical bending moment.2 . If there are two directions. It involves the bending moments around the x and y-axes as well as the axial force of pressure in the z direction at the top or bottom end of the tibia. cf. the resultant moment is to be calculated and used. 11.0 22.6. female 5% 115.9 Dummy type Figure 4-3 shows the possible forces and moments of a lower leg (using the example of a Hybrid III dummy. male 95% 307. lower left leg) for calculating the Tibia Index. TIBILEUPH3M0Y y TIBILEUPH3M0X TIBIA TIBILEUPH3F0Z x z TIBILELOH3M0Y TIBILELOH3M0X TIBILELOH3M0Z LOWER LEG LEFT Figure 4-3. Forces and Moments Affecting the Lower Leg © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.2 4-9 .2 Hybrid III. Table 4-1 contains the critical bending moment and the critical compression force for each dummy type. 3. male 50% 225. in accordance with SAE J1727. Table 4-1. CFC filters).0 44. Critical Bending Moment and Compression Force Critical bending moment [Nm] Crit. compression force [kN] Hybrid III.0 35.Chapter 4 Description of the Criteria for the Lower Extremities Determining Input Values The measured values of the bending moment and the axial force of pressure are filtered in accordance with CFC600 (cf.9 Hybrid III. Chapter 4 Description of the Criteria for the Lower Extremities with TIBILEUPH3M0X Bending moment about the x-axis. upper tibia TIBILEUPH3M0Y Bending moment about the y-axis. lower tibia TIBILELOH3F0Z axial compression force in z-direction. Calculation of Tibia Indices for 5 and 6-Channel Lower Leg 5-channel lower leg Values TIBILEUPH3M0X TIBILEUPH3M0X TIBILELOH3F0X or TIBILELOH3F0Y TIBILELOH3F0Z TIBILELOH3M0X or TIBILELOH3M0Y 6-channel lower leg TIBILEUPH3F0Z TIBILEUPH3M0X TIBILEUPH3M0X TIBILELOH3F0Z TIBILELOH3M0X TIBILELOH3M0Y Upper tibia Resultant moment MR = Axial compression force (TIBILEUPH3M0X )2 + (TIBILEUPH3M0Y )2 Fz=TIBILELOH3FOZ MR = (TIBILEUPH3M0X )2 + (TIBILEUPH3M0Y )2 Fz=TIBILEUPH3FOZ Lower tibia Resultant moment Axial compression force 4-10 MR=|TIBILELOH3MOX| MR=|TIBILELOH3MOY| Fz=TIBILELOH3FOZ or MR = (TIBILELOH3M0X )2 + (TIBILELOH3M0Y )2 Fz=TIBILELOH3FOZ © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. lower tibia TIBILELOH3F0Y axial compression in y-direction. lower tibia TIBILELOH3F0X axial compression force in x-direction. upper tibia TIBILEUPH3F0X axial compression force in x-direction. lower tibia Table 4-2 shows the differences in calculation of the upper or lower Tibia Index with a 5-channel and a 6-channel lower leg. lower tibia TIBILELOH3M0Y Bending moment about the y-axis. upper tibia TIBILELOH3M0X Bending moment about the x-axis. upper tibia TIBILEUPH3F0Z axial compression force in z-direction. Table 4-2. upper tibia TIBILEUPH3F0Y axial compression force in y-direction.6.2 . according to Annex 4. Table 1 EuroNCAP.8 ECE R94.8 Directive 96/79/EG. Relevant Laws and Regulations ❑ ❑ ❑ ❑ ❑ ❑ ❑ ECE-R94. 3. 5. Appendix 2. Table 4-3.1. Annex II. 10. Annex 4.Chapter 4 Description of the Criteria for the Lower Extremities Table 4-3 shows the differences in the calculation of the upper or lower tibia-index with two different 8-channel lower legs.2 SAE J1727. Calculation of Tibia Indices for 8-Channel and Lower Leg 8-channel lower leg Values 8-channel lower leg TIBILEUPH3F0X TIBILEUPH3F0Z TIBILEUPH3M0X TIBILEUPH3M0X TIBILELOH3F0X TIBILELOH3F0Z TIBILELOH3M0X TIBILELOH3M0Y TIBILEUPH3F0X TIBILEUPH3F0Z TIBILEUPH3M0X TIBILEUPH3M0X TIBILELOH3F0X TIBILELOH3F0Y TIBILELOH3M0X TIBILELOH3M0Y Upper tibia Resultant moment (TIBILEUPH3M0X )2 + (TIBILEUPH3M0Y )2 MR = Axial compression force MR = Fz=TIBILELOH3FOZ (TIBILEUPH3M0X )2 + (TIBILEUPH3M0Y )2 Fz=TIBILELOH3FOZ Lower tibia Resultant moment MR = Axial compression force (TIBILELOH3M0X )2 + (TIBILELOH3M0Y )2 Fz=TIBILELOH3FOZ MR = (TIBILELOH3M0X )2 + (TIBILELOH3M0Y )2 Fz=TIBILELOH3FOZ The axial compression force Fz in the z-direction can be measured in the upper or lower tibia. Annex II.1. 5.11 SAE J211. 5.2.6 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. 3.2.6.2 4-11 .2 Directive 96/79/EG. Front Impact. 5.2. expressed in kN. Annex 4.1 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.7 ECE R94. Annex II. Relevant Laws and Regulations ❑ ❑ ❑ ❑ 4-12 ECE-R94.7 Directive 96/79/EG. 5. 3.Chapter 4 Description of the Criteria for the Lower Extremities TCFC TCFC is the abbreviation for Tibia Compression Force Criterion.1. TI).2.1 Directive 96/79/EG. Appendix 2. 5.1. CFC filters).6. that is transferred axially to each tibia on the test dummy (cf. 5. Annex II.2 .2. Mathematical Calculation — Determining Input Values The measured values for the axial force of pressure are filtered in accordance with CFC600 (cf. Description TCFC is the criterion for the tibia strain and is the force of pressure Fz. • NCAP: New Car Assessment Program • EuroNCAP: European New Car Assessment Program • SI: Severity Index • Integration: Integration method used • Differentiation: Differentiation method used • CFC filters: Channel Frequency Class • FIR100 filter: Finite Impulse Response © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.2 5-1 .6.Description of Additional Criteria 5 The following chest criteria are described in this chapter: • Xms: Generalization of the 3ms value • Xg: Time range for an acceleration greater than xg • Acomp: Average Acceleration During Compression Phase • Pulse Test: Deceleration corridor for trolley • Gillis Index: ID number for assessing vehicle safety in front impact. separate periods of the measurement signal are added.Chapter 5 Description of Additional Criteria Xms Xms is a generalization of the 3ms value. until x milliseconds are reached. The Xms value specifies either as a single peak (SAE). Xms Calculation in One Peak 5-2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6. as shown in Figures 5-1 and 5-2. In the cumulative calculation. FMVSS). Description The xms value is the highest amplitude in a measured signal that lasts x milliseconds. or multiple peaks (ECE-R94. Mathematical Calculation The xms value can be calculated using one peak. or using several peaks. Figure 5-1.2 . as shown in Figure 5-3. 6. the total time (4.2 5-3 .5 ms) has to be specified. as shown in Figure 5-2.Chapter 5 Description of Additional Criteria Case 5-2 is an exception and may have a total time of >xms. Figure 5-3. Figure 5-2. Xms Calculation in a Stepped Peak Since the SAE prescribes a time span of at least x ms. Xms Calculation with Several Peaks © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. 572. 2. the rebound movement of the head is not to be taken into account. 5. 7. 5. Notice8].3.1.3 FMVSS 208 (May 2000). S21.589[Docket No.5.4. S15. 1. Acceleration values in descending order 2.1 ECE R44.3 SAE J1727. Acceleration value (sorted) after x ms is the required xms value. the calculation of the accumulated xms value shown in Figure 5-3 can be based on the following algorithm: 1.1 ECE R94.1 (b) ❑ EURO NCAP. 3.1 ECE R94. 5. Annex 4.[RIN No. Determining Input Values The measured values are to be filtered in accordance with the legally prescribed filter classes. S5.2 ECE-R12. Annex 4.2 NHTSA 49 CFR 571[Docket No.4 ADR69/00.6. Notice7].5.3. Side Impact.3 ECE-R17. Front Impact. Annex 2. 92-28.3.2.[RIN No. 10.1.2 . 3.1 5-4 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.1. 92-28. 7.2.4. 2127-AG07].3 FMVSS 208 (May 2000).3 ECE-R80. S19.1.4.2. During calculations in accordance with ECE R94. Relevant Laws and Regulations ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ Directive 96/79/EG.2. 10.1 ❑ EURO NCAP. Annex 3.1 ECE R44.1 ECE R25. S23.3 FMVSS 208 (May 2000).1 (b) ❑ NHTSA 49 CFR 571. 2 FMVSS 208 (May 2000). Annex 6. 10. 5. 10. 2127-AB85].Chapter 5 Description of Additional Criteria If the sampling rates are constant. S5. 2 5-5 . Pole Side Impact.6. Assessment Protocol .Chapter 5 Description of Additional Criteria ❑ EURO NCAP. 5 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. 10. 10.1 ❑ EURO NCAP. 6. 5.Chapter 5 Description of Additional Criteria Xg Description The Xg value is the time range for an acceleration that is greater than X[g] was. In the cumulative calculation.3 ECE-R17. are added up. Determining Input Values — Relevant Laws and Regulations ❑ ❑ ❑ ❑ ❑ 5-6 ECE-R12. disconnected time ranges for which the resultant head acceleration was greater than X[g].3.3. 5.2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.1. 5.1. Mathematical Calculation The Xg-value is determined either individually (single peak) or cumulatively (multiple peaks) and is the time range in which the resultant head acceleration was greater than X[g].2 .1 ECE-R24 ECE-R96. 3.1 ADR69/00.2. Alternative 1 in Figure 5-4: Determining a point of intersection t2 of the determined velocity with the abscissa (time axis).Chapter 5 Description of Additional Criteria Acomp Acomp is the abbreviation for Average Acceleration During Compression Phase. Figure 5-4. (The point of inflection is the first maximum of the acceleration).2 5-7 . Alternative 1: Point of Intersection t2 of the Velocity with the Time Axis Alternative 5. Mathematical Calculation The calculation is done in the following steps: 1. Integration of the acceleration with the starting speed 2. The point of intersection t2 of the tangent with the abscissa (time axis) is determined. Defining the first point in time t1 3.6. the mean acceleration during the deformation phase is calculated for the vehicle acceleration in the x-direction. Description In a front impact crash. © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.08 cm Figure 5-5: The point of inflection of the velocity is determined. CFC filters). The acceleration signal is filtered with CFC60 (cf. The mean acceleration of the signal filtered with CFC60 is found between the specified point in time t1 and the determined time t2. 5.6. Determining Input Values The measured values of the acceleration are filtered in accordance with CFC180 (cf.2 . Alternative 2: Point of Intersection t2 of the Tangent to the Time Axis 4.Chapter 5 Description of Additional Criteria Figure 5-5. CFC filters). Relevant Laws and Regulations ❑ Company standards 5-8 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. 2 5-9 . Annex 7.Chapter 5 Description of Additional Criteria Pulse Test Deceleration corridor for Trolley Description In sled tests. you check whether the measured acceleration is within a specific corridor. Figure 5-6. Appendix 2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6. Annex 7. Appendix 1 Figure 5-7. Corridor for ECE R44. as shown in Figures 5-6 to 5-11. Corridor for ECE-R44. Chapter 5 Description of Additional Criteria Figure 5-8. S13. Annex 4. Figure 6 5-10 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6. Corridor for ECE R16 Acceleration inGs Figure 5-9. Corridor for ECE R80.2 . Corridor for FMVSS 208. Figure 1 0 E H D A -5 -10 F -15 G B -20 0 25 C 50 75 100 125 Time in ms Figure 5-10.1. not only whether the points themselves are within the given range. CFC filters). Figure 5-12. Figure 7 Mathematical Calculation The test must determine whether straight lines between two points exceed the specified range. Acceleration Impulse of Test Sled in Accordance with EN 1789 and DIN 75302. as shown in Figure 5-12. © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. Determining Input Values The measured values of the acceleration are filtered in accordance with CFC60 (cf.2 5-11 . Points and Connecting Lines Must be Within the Corridor.Chapter 5 Description of Additional Criteria Figure 5-11.6. Annex 4. Annex 8 ECE R44. S13.1 EN 1789 DIN75302 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.2 .6. Annex 7 ECE R80. Figure 1 FMVSS 208.Chapter 5 Description of Additional Criteria Relevant Laws and Regulations ❑ ❑ ❑ ❑ ❑ ❑ 5-12 ECE R16. Determine the 3ms values of the resultant thorax acceleration for driver and passenger.+ ----------------------------. r D 3 F +F G = HIC + ---------------------. 44 ⋅ 9.⋅ 0. 80665 4 4. l B. 448232 4 F 1--D 3 F +F 1 B HIC + ---------------------. 2. 44 ⋅ 9.⋅ 0. 448232 4 2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. r B B. 7 ⋅ --.⋅ 16.+ ----------------------------. l B.⋅ 16. Determine the absolute maxima of the forces on the femur of the driver and the passenger. l F. 448232 4 The Gillis-Index for 36 milliseconds is calculated according to: F F. 448232 4 F 1 D 3 F +F 1 --. the acceleration measurement points of the head and thorax are required as well as the forces on the femur of the driver and the passenger.6. 80665 4 4. 7 ⋅ --.HIC36 B + ---------------------.⋅ 16.+ ----------------------------. 80665 4 4. 3. 7 ⋅ --. To calculate the Gillis index. 7 ⋅ --. r B B.⋅ 0.2 5-13 . The Gillis index is calculated in accordance with: F F.Chapter 5 Description of Additional Criteria Gillis Index Description The Gillis index is a characteristic value for the assessment of the vehicle security during frontal impact. Mathematical Calculation 1.+ ----------------------------. 44 ⋅ --9.⋅ 0. l F. 44 ⋅ --2 9.⋅ 16. 80665 4 4. r 3 F D +F G36 = HIC36 + ---------------------. Calculate the HIC value and the HIC36 value for the driver and the passenger. 6.Chapter 5 Description of Additional Criteria with: Indices F: Driver. l: left. HIC and Xms Relevant Laws and Regulations 5-14 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. r: Right HIC HIC value HIC36 HIC36 value D 3ms value of the resultant thorax acceleration F Absolute maxima of the forces on the femur Determining Input Values cf.2 . B: Passenger. 35 0. 0693 ⋅ a chest. a combined probability is calculated in accordance with: P combined = P head + P chest – ( P head ⋅ P chest ) The following classification is determined with the determined probability of Pcombined: 0.10 0.Chapter 5 Description of Additional Criteria NCAP NCAP is the abbreviation for New Car Assessment Program. 02 – ( 0.35 < Pcombined ≤0.20 0.10 < Pcombined ≤0. 3ms 3ms ) ) ] –1 3 ms value for chest acceleration If head and thorax injuries occur simultaneously.00>Pcombined ≥ 0. Description In order to evaluate the test results. the probabilities of head and thorax injuries according to Mertz (GM) and Prasad (Ford) are used.45 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.2 ∗∗∗∗∗ ∗∗∗∗ ∗∗∗ ∗∗ ∗ 5-15 . 55 – ( 0. 00351 ⋅ HIC36 ) ) ] with: HIC36 –1 HIC36 value The probability of thorax injuries is calculated in accordance with: P chest = [ 1 + exp ( 5. 45 0 .20 < Pcombined ≤0. Mathematical Calculation The likelihood of head injuries is calculated according to: P head = [ 1 + exp ( 5. with: achest.00>Pcombined ≤0.6. nhtsa.Chapter 5 Description of Additional Criteria Determining Input Values — Relevant Laws and Regulations ❑ Refer to the Internet address www.dot.2 .gov/cars/testing/ncap for more information.6. 5-16 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. euroncap. Description Vehicles are assessed and given stars that indicate the level of safety.6. © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.32 points 17 . 33 .24 points 9 .16 points 1 .2 5-17 .Chapter 5 Description of Additional Criteria EuroNCAP EuroNCAP is the abbreviation for European New Car Assessment Program.40 points 25 .com for more information. The following tests are performed: • Front Impact • Side Impact • Pole Side Impact • Pedestrian Test Mathematical Calculation A EuroNCAP spreadsheet shows the test results as points.8 points ∗∗∗∗∗ ∗∗∗∗ ∗∗∗ ∗∗ ∗ 0 points Determining Input Values — Relevant Laws and Regulations ❑ European New Car Assessment Programme ❑ Refer to the Internet address www. 2. similar to HIC {head injury}).N 1000 inc SI j ∑0. Description The SI value assesses the danger of a chest injury (obsolete..6.2 .. 2.Chapter 5 Description of Additional Criteria SI SI is the abbreviation for the Severity Index. Mathematical Calculation The incremental SI value is calculated in accordance with: Nj 1 = -----------... . T Determining Input Values — Relevant Laws and Regulations ❑ SAE J885 5-18 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. . T T Length of the data set N Values per ms Ai i-th value of acceleration signal The cumulative SI value is calculated in accordance with: SI 1 cum = SI 1 inc SI j cum = SI j – 1 + SI j cum inc with j = 2.3. This procedure is based on the Wayne-State Curve of Human Tolerance of the human head. 5 5 ⋅ ( Ai 2. 5 + Ai + 1 ) i = N( j – 1 )–1 with: j j=1. 1 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 5-19 . which return the starting values after an integration followed by differentiation or a differentiation with a subsequent integration. 3.Chapter 5 Description of Additional Criteria Integration Description All those numeric integration processes (differentiation processes) are suitable. Mathematical Calculation — Determining Input Values Note Note that numerical integration routine results are incorrect if there is an offset in the data set. Relevant Laws and Regulations ❑ SAE J1727. 2 ❑ Directive 96/79/EG. Appendix 2. 6. VC): d 8 ⋅ ( Y [ t + ∆t ] – Y [ t – ∆t ] ) – ( Y [ t + 2∆t ] – Y [ t – 2∆t ] ) y [ t ] = V [ t ] = -------------------------------------------------------------------------------------------------------------------------------------dt 12∆t with: ∆t time interval between the single measurements in seconds Determining Input Values — Relevant Laws and Regulations ❑ ECE R94. Annex 4.2 . which return the starting values after an integration followed by differentiation or a differentiation with a subsequent integration.6. 3. 6.2 ❑ SAE J1727.Chapter 5 Description of Additional Criteria Differentiation Description All those numeric differentiation processes (integration processes) are suitable. Mathematical Calculation The differentiation method in accordance with ECE R94 is (cf. Annex II.1 5-20 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. The filter types usually used are listed in Table 5-1.000Hz Stop damping -40 dB Sampling frequency at least 6 khz 3 dB limit frequency 1. Filter Types Filter type CFC60 CFC180 CFC600 CFC1000 Filter parameters 3 dB limit frequency 100Hz Stop damping -30 dB Sampling frequency at least 600 Hz 3 dB limit frequency 300Hz Stop damping -30 dB Sampling frequency at least 1800 Hz 3 dB limit frequency 1.2 5-21 .6. a 4-channel Butterworth low pass with linear phase and special starting conditions is used as a digital filter. The filters can be phased or un-phased.650Hz Stop damping -40 dB Sampling frequency at least 10 khz Mathematical Calculation In accordance with SAE J211. The filter sequence is described by the following difference equation: Y [ t ] = a0 X [ t ] + a1 X [ t – 1 ] + a2 X [ t – 2 ] + b1 Y [ t – 1 ] + b2 Y [ t – 2 ] © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. Table 5-1.Chapter 5 Description of Additional Criteria CFC filters CFC is the abbreviation for Channel Frequency Class Description The CFC filters are analog or digital filters. a1. 5-22 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. a2.2 .6.Chapter 5 Description of Additional Criteria The filter constants are calculated in accordance with: w d = 2π ⋅ CFC ⋅ 2. to prevent phase displacements. 0775 T sin w d --2w a = -----------------T cos w d --2 2 wa a 0 = ----------------------------------2 1 + 2w a + w a a 1 = 2a 0 a2 = a0 2 –2 ( wa – 1 ) b 1 = ----------------------------------2 1 + 2w a + w a 2 – 1 + 2w a – w b 2 = ---------------------------------------a2 1 + 2w a + w a with: X[t] Input data sequence Y[t] Filtered output data sequence a0. b2 Filter constants varying with CFC T Sampling rate in seconds The difference equation describes a two-channel filter: To realize a four-channel filter. b1. the data of the two-channel filter has to run twice: once forwards and once backwards. 5 ISO 6487. 0833 Determining Input Values — Relevant Laws and Regulations ❑ ❑ ❑ ❑ SAE J211. Appendix C ISO 6487.6.2 5-23 .1 SAE J211. 3.Chapter 5 Note Description of Additional Criteria The filter constant wd is calculated differently to SAE J211 in the ISO 6487 sample code: 5 w d = 2π ⋅ CFC ⋅ 1.95. 9. 5.4. 4. 25 ⋅ --3 is w d = 2π ⋅ CFC ⋅ 2.8 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. 2 . Mathematical Calculation Filter characteristics in accordance with FMVSS 214. S6.6.4 • Passband frequency 100 Hz • Stopband frequency 189 Hz • Stopband gain) -50 dB • Passband ripple 0.0225 dB NHTSA algorithm for FIR100: • CFC180 unphased • Subsampling to 1600 Hz • Removal of bias • FIR filters in accordance with filter characteristic FMVSS 214 • Oversampling to original sampling rate Determining Input Values — Relevant Laws and Regulations ❑ FMVSS 214.4 ❑ SAE J1727.13. S6.5. 3.5 5-24 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.13.5.Chapter 5 Description of Additional Criteria FIR100 filter FIR is the abbreviation for Finite Impulse Response Description FIR filters are digital filters. 90) SAE J211 (3.6.access.87) ISO TS 13499:2002 DIN 75302 EN 1789 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.96) SAE J1733 (12.Legislation and Directives 6 The legislation and directives are written as follows: European Legislation ❑ ❑ ❑ ❑ ❑ ECE-R80 (May 2001) ECE-R94 (June 2000) Directive 96/79/EG (16th December 1996) ECE-R95 (May 2001) Directive 96/27/EG (20th May 1996) American Legislation Federal Motor Vehicle Safety Standard (49 CFR Part 571) ❑ FMVSS 201 (10/2001) ❑ FMVSS 208 (5/2000) ❑ FMVSS 214 Current American stipulations are also available in the Internet: www.gov/nara/cfr Standards and Directives ❑ ❑ ❑ ❑ ❑ ❑ ❑ ❑ SAE J1727 (8.gpo.95) ISO 6487 (07.94) SAE J2052 (3.2 6-1 . 27AUG02 6-2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1. Sign Conventions for Load Cells (S. Denton.com/testprocedures ❑ Robert A.Chapter 6 Legislation and Directives ❑ EuroNCAP (Version 4.E. European New Car Assessment Programme.euroencap.A.6. www.0. January 2003). J-211) Rev.2 . 3-year. 3-year. 1.2 6-3 Head res 3ms Head vert. bar.50 % HIII . Fz — — 18-26°C — — — Euro-SID X 950 kg 90° 50 km/h Mob. Thorax T1 Thorax T12 HIC. Spec. 40% 0° Addit. 100% 0° NCAP Active Side Impact Front Impact ECE-R94 96/79/EG Passive FMVSS214 FMVSS208 America ≤20g MOC.behind driver Front seat pass. 6-year HIII 12m. HPC Temperature (measurement time) SAFETY CRITERIAa Pos. weight X From 2003 Front Impact EuroNCAP Europe Table 6-1. 6 . From 1998 Side ODB ECE-R95 96/27/EG ≤1000 19-22ºC — — HIII . 95% NPRM 18.Bar — 27° NPRM 12. Driver Restraint syst.89 -25. — 90° From 2003 Side Impact EuroNCAP AMuS ≤1000 ≤80g — — — — ≤80g — — — — — — — 50%/Eurosid 50%/Eurosid X ≤1000 — — — HIII-50%/Eu rosid HIII-50%/Eu rosid X 950 kg 50% 90° 40% 0° Plus luggage 55 km/h Front/ Side Impact 60 km/h Front/ Side Impact ADAC Other methods .22°C — — — — — 18. 4 .Def. PASSENGERS Test weight Velocity Barrier Overlapping Impact angle Validity Type Limits — / 1368 kg ≤1000 (HIC36) ≤700 (HIC15) — — 190/57 Nm — — HIII 5.6.© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.Bar.50 % HIII . bar.5. Fz — — ≤80ga ≤1000 (HIC36)b 19º-22º (>5h) P11/2 P3 HIII . bar.55 -22.56°C — — — — — — — — ≤1000 — — — — HIII -50% US-SID US-SID. 50.00 56/48 km/h Fixed bar. Criteria for Different Test Types — — — — — ≤1000 (HIC36) 18-26ºC (>5h) P3 P11/2 ≤80g — — — — ≤1000 (HIC36) 18-26ºC (>5h) — — — Euro-SID ES-2 from 11/02 Euro-SID ES-2 from 11/02 — X — 950 kg X 29 km/h carrier Pole — 90° From 2003 Side Pole EuroNCAP 50 km/h Mob.98 54 km/h Mob.behind passenger Pos. 100%/ — 0° 1972 ≤1000 — — — — — ≤80g — MOC. 6-year 20. 40% 0° Addit.50 % 56 km/h Def.50 % 64 km/h Def. 50.9.Def. weight X From 1998 Front ODB Front/ Side-Impact HIII 5.Def.368 kg — 56/61 km/h Rigid/def.Bar. 95% HIII 12m. 3ms Neck – flex/extens. 3 AMuS Other methods .0 m/s — — 2.2 mm ≤1.2 mm ≤1.3 Front Impact EuroNCAP Europe — — — ≤42. 3ms Chest compression VC TTI Abdomen Pelvis Pubic Symphysis Femur Knee Lower leg Tibia Index Type — ≤60g — ≤50 mm ≤1.3 ADAC Front/ Side Impact — ≤60g — ≤50 /≤42mm ≤1.6.0 m/s / — 85/90g NCAP a.0 mm ≤1.0 m/s — 2.0 m/s — — — — 10 kN — — — FMVSS214 FMVSS208 America 130g — ≤10 kN — — — Front/ Side-Impact — ≤60g/ — — ≤76.5 kN — ≤6 kN Force/Time 15 mm ≤8 kN ≤1.Children have different injury criteria b.5 kN — ≤6 kN — — — — Side ODB ECE-R95 96/27/EG — ≤60g ≤30g ≤50 mm ≤1.6-4 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.0 m/s — — — — Force/Time 15 mm ≤8 kN ≤1. Ribs ChestRes 3ms Head vert.5 kN — ≤6 kN Force/Time 15 mm ≤8 kN ≤1.2 — — — — — 85/90g — 130g — — — — — Side Impact Front Impact — ≤60g — ≤76.0 m/s — — — — Force/Time 15 mm ≤8 kN ≤1.5 kN — ≤6 kN — — — — Side Impact EuroNCAP — — — — — — — — — — — — — Side Pole EuroNCAP Front/ Side Impact — ≤60g — ≤50 /≤42mm ≤1.The limit values differ according to vehicle equipment and head contact.3 Front ODB ECE-R94 96/79/EG — — — ≤42.0 m/s — 2.0 m/s/ — — 2.0 mm ≤1.
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