SAE J 2418-2015 Occupant Restraint Dynamic System Evaluation - Frontal Impact Heavy Trucks.pdf

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1、 _ SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising ther

2、efrom, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions. Copyright 2015 SAE International All rights reserved. No part of this

3、publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: +1 724-776-49

4、70 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/J2418_201508 SURFACE VEHICLE RECOMMENDED PRACTICE J2418 AUG2015 Issued 1998-01 R

5、evised 2015-08 Superseding J2418 MAR2003 Occupant Restraint Dynamic System Evaluation - Frontal Impact Heavy Trucks RATIONALE This revision replaces the analytical expression for frontal deceleration pulse, with two curves that are based on measurements taken during multiple flat frontal barrier cra

6、shes of heavy trucks. Moreover, this revision updates ATD references to 49 CFR 572, includes data processing according to SAE J1727, updates photographic instrumentation to more modern laboratory practices and updates formatting. Seat positioning section 4.4 was added. In addition, the content of SA

7、E J2418 and SAE J2419 have been combined into one recommended practice. 1. SCOPE This SAE Recommended Practice describes the test procedures for conducting frontal impact restraint tests for heavy truck applications. Its purpose is to establish recommended test procedures that will standardize restr

8、aint system testing for heavy trucks. Descriptions of the test set-up, test instrumentation, photographic/video coverage, and the test fixtures are included. 2. REFERENCES 2.1 Applicable Documents The following publications form a part of the specification to the extent specified herein. Unless othe

9、rwise indicated, the latest issue of SAE publications shall apply. 2.1.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or +1 724-776-4970 (outside USA), www.sae.org. SAE J211-1 Instrumentation for Impac

10、t Test - Part 1: Electronic Instrumentation SAE J211-2 Instrumentation for Impact Test - Part 2: Photographic Instrumentation SAE J1727 Injury Calculation Guidelines SAE Engineering Aid 23 ”Users Manual for the 50th-Percentile Hybrid-III Test Dummy,” June 1985. SAE CRP-9 ”Heavy Truck Crashworthiness

11、 (Statistics, Accident Reconstruction, Occupant Dynamics Simulation),” March 1995. SAE CRP-13 ”Heavy Truck Crashworthiness Phase III” (Testing and Analysis for Recommended Practice Development) April 1997. SAE INTERNATIONAL J2418 AUG2015 Page 2 of 4 2014-01-2423 “Sled Test Development and Occupant P

12、rotection Evaluation Based on the Frontal Crash Response of Heavy Trucks,” SAE Technical Paper 2007-01-4289 “Heavy Truck Frontal Crash Protection System Development,” SAE Technical Paper 2003-01-3101 “2003 Chevrolet Kodiak and GMC TopKick Airbag Sensing System Development,” SAE Technical Paper 2.2 R

13、elated Publications The following publications are provided for information purposes only and are not a required part of this SAE Technical Report. Code of Federal Regulations, title 49, Part 571.208 Occupant Crash Protection Code of Federal Regulations, Title 49, Part 572 Anthropomorphic Test Devic

14、es. 3. ANTHROPOMORPHIC TEST DEVICES For the dynamic tests described in the following sections, restraint systems should be evaluated with the aid of an anthropomorphic test device (ATD). The ATD should be of a type that will closely represent the size, weight, and articulation characteristics of a 5

15、0th percentile male in a seated position. An example of such a test device is the Hybrid-III 50th percentile male ATD, described in 49 CFR 572 subpart E. Applicable measurement capabilities of the Hybrid-III 50th percentile male ATD are described in 49 CFR 571.208. ATDs of other sizes (i.e., 95th-pe

16、rcentile male, 5th-percentile female, etc.) may also be used to evaluate restraint performance for various occupant sizes. 4. DYNAMIC SLED TESTS For component-level restraint system tests, only the subject seat and associated restraint system hardware are installed on the test sled fixture. No other

17、 interior cab component need be installed. Proper restraint anchorage geometry, relative to the seat, should be maintained. Tethers should be set according to the manufacturers specifications. The primary purpose of component-level tests is to evaluate restraint component performance and occupant ex

18、cursion when subjected to vehicle deceleration from representative frontal crashes. For system-level restraint system tests, all interior cab components that are potential occupant contact surfaces (i.e., steering wheel, dashboard, engine tunnel etc.) shall be installed on the test sled fixture. Pro

19、per geometry, relative to the seat and restraint system should be maintained. Wherever practicable, actual cabs with actual interior components should be mounted to the test sled. If not, components with performance characteristics near those expected for production should be installed on the test s

20、led fixture. Seat tethers should be set according to the manufacturers specifications. The primary purpose of system-level tests is to evaluate restraint system performance, occupant excursion and occupant interaction with interior components when subjected to vehicle deceleration from representativ

21、e frontal crashes. 4.1 Test Fixture For the frontal impact tests, a sled fixture mounted on a uni-directional tracking system is required. Typical sled fixture systems are of the deceleration and acceleration types. For the deceleration system, the sled fixture is gradually accelerated to a desired

22、speed and then decelerated through the desired pulse via energy-absorbing methods (i.e., honeycomb, extruded steel rods, etc.). For the acceleration system, the programmed pulse is applied as acceleration to the sled fixture, which is initially at rest. SAE INTERNATIONAL J2418 AUG2015 Page 3 of 4 4.

23、2 Frontal Impact Sled Pulse Specification For frontal impact restraint tests, a sled deceleration pulse is applied to the seat/restraint system longitudinal axis. Wherever possible, vehicle-specific deceleration pulses should be used. Vehicle-specific deceleration pulses may be used from full scale

24、vehicle crash tests, provided pulse measurements were made inside the cab, near the seat attachment to the cab floor. If a vehicle-specific pulse is not known, then a generic sled pulse corresponding to the following curves should be used.1For tests of components and systems intended for use in cab-

25、over-engine (COE) heavy trucks, a velocity change of 35.2 1.6 kph is recommended using the generic COE pulse shown in Figure 1. For tests of components and systems intended for use in conventional heavy trucks, a velocity change of 53.3 1.6 kph is recommended using the generic conventional pulse sho

26、wn in Figure 2. Figure 1 - Generic cosine pulse representing COE heavy trucks Figure 2 - Generic cosine pulse representing conventional heavy trucks 1Reference 2014-01-2423 Figures 11 and 13 and Table 1, Test Matrix Input Parameters SAE INTERNATIONAL J2418 AUG2015 Page 4 of 4 4.3 Anthropomorphic Tes

27、t Device Positioning ATD positioning procedures for this testing should be consistent with the positioning procedures outlined in 49 CFR 571.208, where practicable. If the test purpose requires ATDs to be positioned in another manner, pre-test positions should be carefully measured and recorded to a

28、ssure repeatability. 4.4 Seat Positioning Prior to the test, seats should be adjusted to the manufacturers recommended seating position for the ATD size used. If the manufacturers recommended seating position is not known, seats should be adjusted to the position nearest the center of their adjustab

29、le travel in both the fore-aft and vertical directions, for tests using the 50thpercentile test device. If the test purpose requires seats to be positioned in another manner, pre-test positions should be carefully measured and recorded to assure repeatability. 5. INSTRUMENTATION To record the decele

30、ration pulse, accelerometers may be mounted to the sled fixture. ATD instrumentation may include any of the measurements mentioned in 49 CFR 571.208. Also, dynamic seat belt loads may be recorded by installing webbing load transducers on the seat belts. All measurements should be recorded, filtered

31、and processed according to the most recent version of SAE J211-1 and SAE J1727. 6. PHOTOGRAPHIC INSTRUMENTATION For the dynamic test described previously, high-speed cameras are recommended. The field of view of these cameras should be large enough to document the entire range of motion of the ATD d

32、uring the deceleration event. Off-board cameras are recommended, allowing the use of longer focal-length lenses resulting in less lens distortion error when performing analysis of the high-speed footage. If complete coverage of occupant kinematics is not possible with off-board cameras only, the use

33、 of on-board cameras may be required. Each camera should operate at a frame rate sufficient to facilitate motion analysis of the film. A minimum video capture rate of 1,000 frames per second is recommended. Sufficient reference targets, both stationary and on the test sled/fixture and ATD, should be

34、 provided. Provisions should be made for synchronizing electronic and photographic instrumentation. Wherever possible, the cameras should be mounted such that they are perpendicular to the axis of motion. All video should be captured and processed according to the most recent version of SAE J211-2.

35、7. NOTES 7.1 Marginal Indicia A change bar (l) located in the left margin is for the convenience of the user in locating areas where technical revisions, not editorial changes, have been made to the previous issue of this document. An (R) symbol to the left of the document title indicates a complete revision of the document, including technical revisions. Change bars and (R) are not used in original publications, or in documents that contain editorial changes only. PREPARED BY SAE TRUCK CRASHWORTHINESS COMMITTEE