SAE J 2937-2016 Linear Impact Procedure for Occupant Ejection Protection.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 2016 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/J2937_201604 SURFACE VEHICLE STANDARD J2937 APR2016 Issued 2016-04 Linear Impact

5、 Procedure for Occupant Ejection Protection RATIONALE NHTSA issued a new ruling on Ejection Mitigation testing, with the use of a simplified linear impactor procedure. The ejection mitigation countermeasures are expected to prevent the occupants from ejection in a real life crash event, which repres

6、ents a rollover scenario. This SAE document details the guidelines for linear impactor testing, and represents the industry standards set forth for consistency in the results generated, through the use of setup procedures and lessons learned. TABLE OF CONTENTS 1. SCOPE 2 2. REFERENCES 3 2.1 Applicab

7、le Documents 3 2.1.1 SAE Publications . 3 2.1.2 NHTSA Publications 3 2.1.3 Other Publications . 3 3. DEFINITIONS . 3 3.1 DATA POLARITY AND SIGN CONVENTION 3 3.2 PROCESSING UNITS 4 3.3 Terms 5 3.3.1 BODY-IN-WHITE (BIW) 5 3.3.2 TEST BUCK 5 3.3.3 QUARTER BUCK 5 3.3.4 VEHICLE . 5 3.3.5 INFLATABLE CURTAI

8、N (IC) 5 3.3.6 TRIM 5 3.3.7 DAYLIGHT OPENING . 5 3.3.8 IMPACT LOCATION . 5 3.3.9 WINDOW PLANE 5 4. TESTING DEVICE CHARACTERISTICS . 6 4.1 Linear Impactor . 6 4.2 Instrumentation . 6 4.3 Headform Assembly 6 4.4 Anvil. 6 4.5 Test Fixture . 7 5. TEST PROCEDURE . 7 5.1 Determine the Head Target Location

9、s 7 5.1.1 Rearmost Offset Line 7 5.1.2 Front Window (see Figure 2) 8 5.1.3 Rear Window(s) (see Figure 4) . 8 5.1.4 Target Reconstruction and Reorientation . 9 5.1.5 No Coverage . 10 SAE INTERNATIONAL J2937 APR2016 Page 2 of 16 5.1.6 For 5.6m/s (20kmph) speed 10 5.1.7 For the 4.4m/s (16kmph) speed: .

10、 11 5.2 Test Setup Conditions . 11 5.3 Time equals zero is the time the IC current is initiated. 11 5.4 Headform Friction 12 5.5 IC Mounting Integrity and Trim Fit . 13 5.6 Data Acquisition System . 13 6. TEST REPORT AND GRAPHS 13 6.1 Data Processing 13 6.2 Data Reporting 14 7. MODIFICATION INDEX 14

11、 8. NOTES 14 8.1 Revision Indicator 14 APPENDIX A 15 APPENDIX B LIST OF ISO NAMES FOR EJECTION MITIGATION 16 FIGURE 1 4 FIGURE 2 REARMOST OFFSET LINE REARWARDS OF FIRST AND SECOND ROWS 7 FIGURE 3 REARMOST OFFSET LINE REARWARDS OF THE THIRD ROW . 7 FIGURE 4 DETERMINING THE PRIMARY AND SECONDARY HEAD

12、TARGET LOCATIONS 9 FIGURE 5 DISTANCES BETWEEN THE HEAD TARGET LOCATIONS 9 FIGURE 6 CAMERA SETUP 12 FIGURE 7 FRICTION MEASURING DEVICE CONCEPT . 12 FIGURE 8 FRONT AND SIDE VIEW OF HEADFORM OUTER SURFACE (RIGHT) WITH DIMENSIONS GIVEN IN MILLIMETERS . 15 TABLE 1 UNIT TABLE . 4 TABLE 1 NAMING CONVENTION

13、 FOR EACH OF THE DAYLIGHT OPENING 8 TABLE 2 9 1. SCOPE The objective of this document is to enhance the test procedure that is used for ejection mitigation testing per the NHTSA guidelines as mentioned in the FMVSS226 Final Rule document (NHTSA Docket No. NHTSA-2011-0004). The countermeasure for occ

14、upant ejection testing is to be tested with an 18kg mass on a guided linear impactor using the featureless headform specifically designed for ejection mitigation testing. SAE does not endorse any particular countermeasure for ejection mitigation testing. However, the document reflects guidelines tha

15、t should be followed to maintain consistency in the test results. Examples of currently used countermeasures include the Inflatable Curtain airbags and Laminated Glass. The testing procedure is as follows: 1. Determine the daylight opening 2. Identify target locations per the FMVSS226 Final Rule 5.2

16、 a. Target locations for all windows and daylight openings b. Perform the target elimination process c. Reconstitute the targets 3. Determine the zero-plane SAE INTERNATIONAL J2937 APR2016 Page 3 of 16 4. In case of advanced glazing, determine if the glazing has to be part of the test and pre-brake

17、it at a 75mm offset a. If yes, than follow the procedure for pre-breaking the laminated glazing 5. Run the test a. At 5.6m/s with a 1.5s delay b. At 4.4m/s with a 6.0s delay 2. REFERENCES 2.1 Applicable Documents The following publications form a part of this specification to the extent specified he

18、rein. Unless otherwise 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 or ISO 6

19、487 Instrumentation for Impact Test - Part 1 - Electronic Instrumentation SAE J211/2 Instrumentation for Impact Test - Part 2 - Photographic Instrumentation SAE J670 Vehicle Dynamics Terminology SAE J1538 Glossary of Automotive Inflatable Restraint Systems SAE J1733 Sign Convention for Vehicle Crash

20、 Testing Mihora, D., Friedman, K., and Hutchinson, J., “Effect of Friction Between Head and Airbag Fabric on Ejection Mitigation Performance of Side Curtain Airbag Systems,“ SAE Technical Paper 2011-01-0004, 2011, doi:10.4271/2011-01-0004. 2.1.2 NHTSA Publications Available from http:/www.nhtsa.gov/

21、Laws-Regs at http:/www.nhtsa.gov 49 CFR Part 571 Federal Motor Vehicle Standards; ejection Mitigation; Final Rule, NHTSA Docket no. NHTSA-20130097, RIN 2127-AL40 Laboratory Test Procedure for FMVSS No.226 Ejection Mitigation, TP-226-00, March 01, 2011 2.1.3 Other Publications Stein, Douglas J. 2009.

22、 “Linear Impactor Performance Characteristics for Ejection Mitigation Testing”. Presented at Automotive Safety Council (ASCs, formerly known as AORC) quarterly meeting, Washington D.C., March 27, 2009 3. DEFINITIONS 3.1 DATA POLARITY AND SIGN CONVENTION Data polarity and sign convention is consisten

23、t with SAE specification and is as follows: The origin for the vehicle coordinate system is defined in the lateral (y-axis) direction as the longitudinal centreline for the vehicle. SAE INTERNATIONAL J2937 APR2016 Page 4 of 16 Figure 1 Polarities: x The x-axis is positive in the forward longitudinal

24、 direction. x The y-axis is positive in the right lateral direction. x The z-axis is positive in the downward vertical direction. x All ATD (Anthropomorphic Test Device) data is recorded with reference to the ATD in standing position or per ISO 4130. 3.2 PROCESSING UNITS Table 1 - Unit table QUANTIT

25、Y SI UNIT NAME SI UNIT SYMBOL *length meter m mass kilogram kg *time second s current ampere A *temperature Kelvin K energy joule J force/weight Newton N frequency hertz Hz power watt W *pressure Pascal Pa *velocity meters/second m/s *acceleration meters/second2m/s2moment/torque Newton-meter Nm SAE

26、INTERNATIONAL J2937 APR2016 Page 5 of 16 3.3 Terms 3.3.1 BODY-IN-WHITE (BIW) An untrimmed sheet metal vehicle body from the assembly line - often painted white. It is used as the basis of a test buck. The sheet metal is then reinforced in critical areas to provide rigid mounting for those components

27、 that will be used each test to evaluate the restraint systems performance. 3.3.2 TEST BUCK The test buck is defined as a fabricated, reusable structure typically made from a body-in-white, providing basic relevant vehicle geometry and rigid mounting for consumable test components. Structure must al

28、so include provisions for mounting all trim or interior components which may interact with and provide a reaction surface for the inflatable curtain. Test buck must also have provisions for mounting or retaining in a fixed position during testing. 3.3.3 QUARTER BUCK The structure that is representat

29、ive of the upper quarter of a test buck is referred to as a Quarter Buck. At a minimum the quarter buck will include the lower horizontal pinch flange used to determine the window opening. Quarter buck must also provide mounting locations for interior components which may affect or react with the cu

30、rtain deployment. Reinforcements to the body structure are permissible to ensure the window plane remains in a fixed position. Frames or supports on the exterior of the vehicle must not interfere with headform or inflatable curtain during testing. In addition, the headliner must be affixed in a way

31、that simulates vehicle installation. 3.3.4 VEHICLE A fully assembled structure with all components and trims in place is referred to as a Vehicle. Vehicle should be supported by frame/sub frame (i.e., with jack stands) as to eliminate absorption of energy by vehicle suspension. Vehicle should also b

32、e retained to prevent lateral movement support equipment. Doors and/or glass may be removed from opposite side of vehicle to allow for access of impactor. 3.3.5 INFLATABLE CURTAIN (IC) An Inflatable curtain (IC) is the restraint system which deploys along the side windows to protect occupants during

33、 certain crashes. 3.3.6 TRIM A Trim is any interior component that provides a reaction surface with the cushion of the Inflatable Curtain and/or affects/interferes with the deployment of the Inflatable Curtain. 3.3.7 DAYLIGHT OPENING A Daylight Opening is the inside perimeter of the window opening a

34、round the glass aperture, when observed in purely lateral direction, with a 25mm offset of the opening. This excludes any flexible gasket material or weather stripping. Any part of the vehicle, which is off the window plane by less than 100mm, would be considered as part of the window, and 25mm offs

35、et would be taken off this part. For example, instrument panel surface that is less than 100mm away from the daylight opening. 3.3.8 IMPACT LOCATION An Impact Location is a point where the headform center, along the axis of motion, intersects the window opening. 3.3.9 WINDOW PLANE The Window Plane i

36、s referred to a plane located at a point where the headform first touches a closed, unbroken window. SAE INTERNATIONAL J2937 APR2016 Page 6 of 16 4. TESTING DEVICE CHARACTERISTICS 4.1 Linear Impactor This test requires a linear guided impactor that meets the following specifications: x The impactor

37、headform must comply with the FMVSS226 final rule. x The total mass of the impactor should be 18kg. x The impactor must be able to propel the featureless headform at the required velocity (5.6m/s or 4.4m/s), within +0.20 and -0.00 m/s. x The impactor stroke should allow for the headform to travel mi

38、nimum of 300mm beyond the window plane. (Ensure impactor design encompasses the small window openings and various vehicle widths) x The impactor must contain some means for triggering the deployment of the impactor to achieve the desired impactor trigger time within +20ms, -0ms. Actual contact time

39、will vary due to slight variations in bag geometry from the “design geometry”, and due to the test-to-test variability. x The impactor must be able to move longitudinally (x-dimension) with respect to the vehicle, and parallel with the vehicles lateral centreline. The tolerance is one degree in any

40、direction. x The headform must be able to rotate up to 90 along its y-axis at 5 increments per the FMVSS226 Final Rule. The impactor must perform within specifications established by AORC (i.e., friction coefficient, deflection, etc.). See Appendix A for procedure and tables. 4.2 Instrumentation The

41、 Tri-axis accelerometer is used to measure impactor acceleration. The acceleration measurements are to be made in accordance with SAE J211/1 or ISO 6487. Accelerometers should be rated for 500 to 2000 g peak acceleration. Velocity is calculated by differentiating displacement from the displacement s

42、ensor. A secondary method for calculating velocity is by integrating the acceleration. Displacement measurement shall be recorded using a displacement sensor with an accuracy of at least 1.0mm Examples include the use of LVDT, String Pot and non-contact IES Model 2098 (belt motion sensor) 4.3 Headfo

43、rm Assembly Featureless headform (i.e., Humanetics part ATD-7304) Total guided impactor mass: 18 kg 0.1kg Dimensions: aluminium headform base is 203.2 mm tall and 153.9 mm wide. It is covered with 11.4 mm thick head skin, which is made from the same material as a Hybrid III dummy head skin. 4.4 Anvi

44、l The Anvil is capable of adjustment in the vertical, lateral, and/or longitudinal direction, as necessary, to achieve the necessary relationship between the impactor and the test fixture (i.e., quarter buck). Rigidly constructed - shall have a minimum 500Hz first mode natural frequency to ensure th

45、at the vibration of the anvil does not affect the data up to 100Hz. SAE INTERNATIONAL J2937 APR2016 Page 7 of 16 4.5 Test Fixture A test fixture or buck must represent appropriate portion of vehicle and have the ability to attach any necessary trim parts that would provide a reaction surface. SAE do

46、es not recommend any particular use of either the full buck, half buck or quarter buck for ejection mitigation testing. However, it is suggested that if the testing is done with the full buck, a half buck or a quarter buck, then the buck be made rigid enough to measure the excursion along the same Z

47、 plane of the impactor target location to be less than 5 mm. 5. TEST PROCEDURE 5.1 Determine the Head Target Locations 5.1.1 Rearmost Offset Line The rearmost offset line determines the rear edge of the daylight opening for the application of the ejection mitigation countermeasure. In a vehicle with

48、 one or two rows of seating, the rearmost offset line is 1400mm rearwards of the SgRP (see Figure2). For the vehicles with 3 or more rows of seating, the rearmost offset line is 600mm rearwards of the SgRP (see Figure3). Figure 2 - Rearmost offset line rearwards of first and second rows Figure 3 - R

49、earmost offset line rearwards of the third row For the seats that are forward facing, but not fixed, find the rearmost point by adjust the seatback in the design location and any other orientation that positions the SgRP in the rearmost location. Follow the above mentioned guidelines to determine the rearmost offset line. SAE INTERNATIONAL J2937 APR2016 Page 8 of 16 5.1.2 Front Wind