ISO TR 14646-2007 Road vehicles - Side impact testing of child restraint systems - Review of background data and test methods and conclusions from the ISO work .pdf

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1、 Reference number ISO/TR 14646:2007(E) ISO 2007TECHNICAL REPORT ISO/TR 14646 First edition 2007-10-15 Road vehicles Side impact testing of child restraint systems Review of background data and test methods, and conclusions from the ISO work as of November 2005 Vhicules routiers Essais de choc latral

2、 pour systmes de retenue pour enfants Revue des donnes de rfrence et des mthodes dessai, et conclusions du travail de lISO jusquen novembre 2005 ISO/TR 14646:2007(E) PDF disclaimer This PDF file may contain embedded typefaces. In accordance with Adobes licensing policy, this file may be printed or v

3、iewed but shall not be edited unless the typefaces which are embedded are licensed to and installed on the computer performing the editing. In downloading this file, parties accept therein the responsibility of not infringing Adobes licensing policy. The ISO Central Secretariat accepts no liability

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5、e for use by ISO member bodies. In the unlikely event that a problem relating to it is found, please inform the Central Secretariat at the address given below. COPYRIGHT PROTECTED DOCUMENT ISO 2007 All rights reserved. Unless otherwise specified, no part of this publication may be reproduced or util

6、ized in any form or by any means, electronic or mechanical, including photocopying and microfilm, without permission in writing from either ISO at the address below or ISOs member body in the country of the requester. ISO copyright office Case postale 56 CH-1211 Geneva 20 Tel. + 41 22 749 01 11 Fax

7、+ 41 22 749 09 47 E-mail copyrightiso.org Web www.iso.org Published in Switzerland ii ISO 2007 All rights reservedISO/TR 14646:2007(E) ISO 2007 All rights reserved iiiContents Page Foreword iv Introduction.v 1 Scope1 2 Accident statistics.1 3 Side impact test methods for cars.4 3.1 European side imp

8、act test methods4 3.2 US side impact test methods .5 3.3 Japanese side impact test method6 3.4 Australian side impact test method.6 4 Child related properties of car side impact test methods.7 4.1 Boundary conditions for a CRS side impact test procedure7 4.2 Door intrusion depth.7 4.3 Door intrusion

9、 velocity from ECE tests 8 4.4 Door intrusion velocity in car-to-car tests10 4.5 Struck car acceleration and velocity change .13 4.6 Deformation profiles .14 4.7 Dynamic force-deflection characteristics of door interior 15 4.8 Door window sill height and distance to door trim16 5 Requirements for th

10、e side impact test procedure .17 5.1 Test severity.17 5.2 Validation18 5.3 Repeatability and reproducibility.18 5.4 Field of application18 6 Historical overview18 7 Current side impact test procedures for child restraint systems 20 7.1 ISO/DIS 14646 / TRL test procedure 20 7.2 TNO test procedure .23

11、 7.3 TUB test procedure .23 7.4 ADAC test procedure 23 7.5 Australian Standard AS/NZS 1754 test procedure.23 7.6 Australian CREP test procedure23 8 Conclusions .24 Annex A (informative) ISO/DIS 14646-1.2: ISO side impact test procedure for rearward-facing child restraint systems.25 Annex B (informat

12、ive) Working draft of planned future ISO/TR 14646-2, ISO side impact test procedure for forward facing systems36 Annex C (informative) Voting results and comments received on ISO/DIS 14646:200339 Annex D (informative) Voting results and comments received on ISO/DIS 14646-1.2:2005 .45 Glossary 49 Bib

13、liography50 ISO/TR 14646:2007(E) iv ISO 2007 All rights reservedForeword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technical co

14、mmittees. Each member body interested in a subject for which a technical committee has been established has the right to be represented on that committee. International organizations, governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with th

15、e International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization. International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2. The main task of technical committees is to prepare International Standards. Draft Internati

16、onal Standards adopted by the technical committees are circulated to the member bodies for voting. Publication as an International Standard requires approval by at least 75 % of the member bodies casting a vote. In exceptional circumstances, when a technical committee has collected data of a differe

17、nt kind from that which is normally published as an International Standard (“state of the art”, for example), it may decide by a simple majority vote of its participating members to publish a Technical Report. A Technical Report is entirely informative in nature and does not have to be reviewed unti

18、l the data it provides are considered to be no longer valid or useful. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO/TR 14646 was prepared by T

19、echnical Committee ISO/TC 22, Road vehicles, Subcommittee SC 12, Passive safety crash protection systems. ISO/TR 14646:2007(E) ISO 2007 All rights reserved vIntroduction ISO/TC 22/SC 12/WG 1 has been working on the definition of a side impact test procedure for child restraint systems. After meeting

20、 the deadline for finalisation of a third DIS version and with disapprovals (by a small margin) of the previous two DIS votings, it was decided to finalise the current project with a Technical Report and to restart the process of developing an international standard. The aim of this Technical Report

21、 is to summarise the work done within ISO, and to compile additional relevant information to form a solid base for the restarted project. TECHNICAL REPORT ISO/TR 14646:2007(E) ISO 2007 All rights reserved 1Road vehicles Side impact testing of child restraint systems Review of background data and tes

22、t methods, and conclusions from the ISO work as of November 2005 1 Scope This Technical Report summarises the work within ISO to define a side impact test method for child restraint systems (CRS). It presents the main background data, and experiences from crash tests carried out during the process o

23、f development. Additional relevant data are also presented. 2 Accident statistics The severity of injuries in side impacts depends on the seating position. It can be noticed that the severity of injuries is much higher for children sitting on the struck side than sitting on the non-struck side. The

24、share of injuries on the non-struck side is comparable to frontal impacts, while the injury probability is much higher in struck side accidents, see Figure 1. 0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1 overall head neck/spine/back chest/abdomen extremities weighted injury frequency % frontal (n=1408) s

25、truck side (n=177) non-struck side (n=282)Figure 1 Injury frequency depending on the impact direction Arbogast, 2004 Even when analysing all lateral impact accidents the relative number of children suffering MAIS 2+ injuries is much higher than for other impact directions, see Figure 2. ISO/TR 14646

26、:2007(E) 2 ISO 2007 All rights reserved0 50 100 150 200 250 300 350 400 front side rear roll over no. of children involved children children with MAIS 2+Figure 2 Share of different impact directions Langwieder, 2002 Regarding the different body regions the risk for severe injuries decreases from the

27、 head down to the legs. The frequently observed injuries of arms and legs are not of high severity, but may cause long term impairments. The focus for investigations concerning improvements of CRS should be on the head, neck and thorax, see Figure 3. injury frequency of injured children %Figure 3 In

28、jury risk of different body regions of 68 injured children in side impacts Langwieder, 1996 Looking at the development of injuries in lateral impacts from 1985 to 2001 it is obvious that the injury probability decreased since 1985 while the risk to suffer neck injuries increased and the chest remain

29、ed unchanged, see Figures 4, 5, and 6. ISO/TR 14646:2007(E) ISO 2007 All rights reserved 3%Figure 4 Injury probability of different body regions in side impact accidents between 1985 and 1990 Otte, 2003 %Figure 5 Injury probability of different body regions in side impact accidents between 1991 and

30、1996 Otte, 2003 ISO/TR 14646:2007(E) 4 ISO 2007 All rights reserved%Figure 6 Injury probability of different body regions in side impact accidents between 1997 and 2001 Otte, 2003 The presented accident shows that side impact accidents are severe ones especially for those children sitting at the str

31、uck side. Especially head, neck and chest need to be protected. In a study of Swedish accident situation Jakobsson et al. Jakobsson, 2005 did not find any moderate-severe (AIS2+) head injuries in children using rear-facing (RF) CRS involved in lateral impact accidents, while children using forward f

32、acing (FF) booster seats or the car belt only suffered from moderate-severe injuries (AIS2+) in side impacts. Comparing the injury risk for RF and FF CRS in frontal and lateral impact accidents of NASS Data (US American accident data base) of the years 1988 to 2003 Crandall et al. Crandall, 2005 obs

33、erved a ratio of 4,32 in favour of RF seats. The ratio was felt to be larger than expected. 3 Side impact test methods for cars The full-scale test methods have been validated against the real world accident conditions in the specific regions. We can therefore utilise these test methods in the devel

34、opment of the child side impact test procedure. 3.1 European side impact test methods In Europe the compulsory side impact test method is described in ECE Regulation No. 95. In addition Euro- NCAP defined a side impact test procedure, which is similar to ECE Regulation No. 95. 3.1.1 ECE Regulation N

35、o. 95 A moveable deformable barrier (MDB) strikes the test car with a velocity of 50 km/h in an angle of 90. The barrier has a weight of 950 kg and a width of 1 500 mm. The deformable element has a ground clearance of 300 mm. The centre line of the MDB should match with the X position of the hip poi

36、nt of the 95-percentile dummy (R-point). A Euro SID dummy is positioned in the drivers seat. No child dummies are prescribed for ECE Regulation No. 95. ISO/TR 14646:2007(E) ISO 2007 All rights reserved 53.1.2 Euro-NCAP lateral test The Euro-NCAP side impact test protocol is in most parts similar to

37、that of ECE Regulation No. 95. The most important differences to ECE Regulation No. 95 are that an ES2 dummy is used in the front drivers position and child dummies are used in the rear. The two following opportunities for the CRS installation are possible: P1.5 on the struck side and P3 on the non

38、struck side; P1.5 on the middle rear seat and P3 on the struck side. If a head protection system is available in the car, it can be tested in a pole test. The car travels with a velocity of 29 km/h laterally into a rigid pole with a diameter of 254 mm. No child dummies are used in this test. 3.2 US

39、side impact test methods The compulsory side impact test method in the US is defined in FMVSS 214. In addition consumer tests are defined by US-NCAP and IIHS. 3.2.1 FMVSS 214 A crabbed barrier hits with a velocity of 54 km/h the stationary test car, see Figure 7. Because of the 27 angle of the barri

40、er the velocity has a component of 48 km/h in the car Y-direction and 25 km/h in car X-direction. The X component should simulate that the struck car is moving in normal lateral accidents. The barriers face has a width of 1 676 mm and a ground clearance of 279 mm. The “bumper part” of the deformable

41、 element has a ground clearance of 330 mm. The mass of the trolley is 1 368 kg. US SID dummies are used at the front and rear struck side seat. No child dummies are tested according to FMVSS 214. Figure 7 Impact configuration according to FMVSS 214 NHTSA, 2003 FMVSS 201 describes a pole test, which

42、formed the basis for the Euro-NCAP pole test described above. ISO/TR 14646:2007(E) 6 ISO 2007 All rights reserved3.2.2 US-NCAP lateral test The US-NCAP side impact test procedure is analogous to the FMVSS 214 protocol. The main difference is that the impact speed is 5 mph higher in the NCAP test com

43、pared to FMVSS 214. This means an impact velocity of 62 km/h representing 55 km/h in car Y direction and 30 km/h in X direction. 3.2.3 IIHS lateral test The Insurance Institute for Highway Safety (IIHS) defined a more severe side impact procedure, which should represent accidents with SUV. A trolley

44、 with a mass of 1 500 kg hits the car in a purely lateral impact with a velocity of 50 km/h. The ground clearance of the barrier face is 379 mm, while the ground clearance of the bumper element is 430 mm. The shape of the barrier element shall comply with the front end shape of SUVs, see Figure 8. T

45、wo SID-II dummies are used in the front and rear seats on the vehicle struck side. No child dummies are used in the IIHS side impact test. Figure 8 Test configuration in IIHS side impact test IIHS, 2005 3.3 Japanese side impact test method In Japan, ECE Regulation No. 95 (see above) is used for comp

46、ulsory side impact tests. J-NCAP utilises Euro- NCAP side impact test method (see above) with some changes. The most important within this context are: Test speed is 55 km/h; No child dummies are prescribed. 3.4 Australian side impact test method The compulsory side impact test for cars in Australia

47、 is defined by ADR72, which is equal to ECE Regulation No. 95 (as described above). The Australian consumer test programme (ANCAP) follows in most parts the protocols of Euro-NCAP (see above). However, no child dummies are tested in the rear seat. ISO/TR 14646:2007(E) ISO 2007 All rights reserved 74

48、 Child related properties of car side impact test methods 4.1 Boundary conditions for a CRS side impact test procedure In several full-scale crash tests according to regulation ECE Regulation No. 95 performed in the last ten years, dynamic lateral intrusions of front and rear doors were measured. Th

49、e sample includes super minis, family cars, executive cars and mini multi-purpose vehicles of the model years from 1990 until 2004. Both two-door and four-door cars are included. In the last tests the revised deformable barrier face according to EEVC/WG 13 was used. In all test the lateral intrusion of the inner part of the doors was measured with a string potentiometer or a cross tube positioned at the middle of the door. Intrusion velocities (4.3) were calcula