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 there
2、from, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions. Copyright 2011 SAE International All rights reserved. No part of this publication m
3、ay 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: +1 724-776-4970 (outside U
4、SA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedbackon this Technical Report, please visit http:/www.sae.org/technical/standards/J128_201103SURFACEVEHICLEINFORMATIONREPORTJ128 MAR2011 Issued 1969-12 Stabilized 2011-03 Supers
5、eding J128 NOV94 Occupant Restraint System Evaluation - Passenger Cars and Light-Duty Trucks RATIONALE This document is not only severely outdated in many areas, but it is also contradictory to what is practiced today with respect to placement of children only in the rear seat. If we simply reaffirm
6、 - then we are stating the committee still feels this document is valid. Because of the obsolescence - it is a waste of time to update it. Therefore - the best solution is to stabilize it. STABILIZED NOTICE This document has been declared “Stabilized“ by the SAE Restraint Systems Standards Steering
7、Committee and will no longer be subjected to periodic reviews for currency. Users are responsible for verifying references and continued suitability of technical requirements. Newer technology may exist. Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction
8、or networking permitted without license from IHS-,-,-SAE J128 Stabilized MAR2011 Page 2 of 10 ForewordThis Document has also changed to comply with the new SAE Technical Standards Board format.The purpose of this SAE Information Report is to further the development of passenger car and light-duty tr
9、uckrestraint systems. This report should aid that goal by:a. Describing standardized restraint system testing methods so that results from various test laboratoriescan be compared.b. Serving as a guide in the design and development of restraint systems and in the preparation ofdetailed procedures fo
10、r testing and evaluating specific types of restraint systems.c. Providing an orientation for research in human tolerance to impact and for the development ofimproved human simulators.The evaluation procedures discussed are presented as an Information Report. Due to continuously evolvinginstrumentati
11、on/measurement systems, collision simulation, and data on human tolerance to impact, this reportwill necessarily be subject to continuing review and improvement. Nevertheless, the outlined procedures areintended to form the basis for overall evaluation of any means by which a collision energy exchan
12、ge between avehicle and its occupant(s) is measured. Where present knowledge does not allow for rigorous specificationsconsistent with this broad outlook, an attempt has been made to avoid arbitrary or restrictive statements. Thestate-of-the-art in testing, engineering judgment, and experience must
13、provide major guidance in restraint systemevaluation.1. ScopeThis SAE Information Report discusses the significant factors which measure the effectiveness of thetotal occupant restraint system in commonly encountered collision configurations. The total system includesthe components which affect occu
14、pant injury by influencing the manner in which the collision energymanagement is accomplished. In addition to the elements that contribute to impact attenuation, considerationmust be given to factors that encourage maximum use, such as comfort, reliability, appearance, andconvenience. Hence, system
15、evaluation necessarily involves consideration of the complete vehicle.2. References2.1 Applicable PublicationsThe following publications form a part of this specification to the extent specifiedherein. The latest issue of SAE publications shall apply.Copyright SAE International Provided by IHS under
16、 license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE J128 Stabilized MAR2011 Page 3 of 10 2.1.1 SAE PUBLICATIONSAvailable from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001.SAE J114Seat Belt Assembly Webbing Abrasion Performance Requirement
17、sSAE J117Dynamic Test Procedures Type 1 and Type 2 Seat BeltsSAE J140Seat Belt Hardware Test ProcedureSAE J141Seat Belt Hardware Performance RequirementsSAE J184Qualifying a Sound Data Acquisition SystemSAE J211Instrumentation for Impact TestsSAE J247Instrumentation for Measuring Acoustic Impulses W
18、ithin VehiclesSAE J339Seat Belt Assembly Webbing Abrasion Test ProcedureSAE J800Motor Vehicle Seat Belt Assembly InstallationSAE J850Barrier Collision TestsSAE J885Human Tolerance to Impact Conditions as Related to Motor Vehicle DesignSAE J972Moving Barrier Collision TestsSAE J1211Recommended Enviro
19、nmental Practices for Electronic Equipment DesignSAE J1368Child Restraint Anchorages and Attachment HardwareSAE J1369Anchorage Provisions for Installation of Child Restraint Tether Straps in Rear SeatingPositionsSAE J1460Human Mechanical Response CharacteristicsSAE J1819Securing Child Restraint Syst
20、ems in Motor VehiclesSAE Paper 791026A Comparison Between Part 572 Dummy and Human Subject in the Problem ofSubmarining, Leung, Y.C., Tarriere, C., Fayon., A., Mairesse, P., Delmas, A., Banzet,P., In 23rd Stapp Car Crash Conference Proceedings, 1979.SAE Paper 892440Assessing Submarining and Abdomina
21、l Injury Risk in the Hybrid III Family ofDummies, Rouhana, S.W., Viano, D.C., Jedrzejczak, E.A., McCleary, J.D., In 33rdStapp Car Crash Conference Proceedings, 1989.SAE Paper 902317Assessing Submarining and Abdominal Injury Risk in the Hybrid III Family ofDummies: Part IIDevelopment of the Small Fem
22、ale Frangible Abdomen,Rouhana, S.W., Jedrzejczak, E.A., McCleary, J.D., In 34th Stapp Car CrashConference Proceedings, 1990.2.1.2 FMVSS PUBLICATIONSAvailable from the Superintendent of Documents, U. S. Government Printing Office,Mail Stop: SSOP, Washington, DC 20402-9320.FMVSS 208Occupant Crash Prot
23、ectionFMVSS 214Side Impact Protection2.1.3 U.S. GOVERNMENT PUBLICATIONSAvailable from the Superintendent of Documents, U.S. GovernmentPrinting Office, Washington, DC 20402.United States Patent 3,841,163: Daniel, R.F.; Test Dummy Submarining Indicator System; October 15,1974.49 CFR Part 572: Test Dum
24、my SpecificationsAnthropomorphic Test Dummy for Applicable TestProcedures2.1.4 OTHER PUBLICATIONSMertz, H.J.: Anthropomorphic Test Devices In Accidental Injury: Biomechanics and Prevention, Springer-Verlag, 1993.3. Technical Information3.1 Design and Testing GuidelinesThe following is a suggested ch
25、ecklist for evaluating restraint systemcharacteristics.Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE J128 Stabilized MAR2011 Page 4 of 10 3.1.1 COLLISION CONSIDERATIONS3.1.1.1 Injury Mitigation
26、A restraint system should perform in a manner which applies restraint forces toappropriate areas of the anatomy to help reduce the likelihood or severity of contact with vehicle interiorsurfaces other than the restraint system(s) to mitigate occupant injury, with consideration of skeletal,internal o
27、rgan, and soft tissue damage, including disfigurement.FMVSS considerations include: head acceleration, chest acceleration and compression, and femur loads.Even when numbers recorded by the anthropomorphic test device (ATD or test dummy) are acceptable forFMVSS 208, significant occupant injury is sti
28、ll possible, e.g., by submarining where the forces of restraintare partially channeled into the abdominal region of the occupant. Likewise, some neck injury can occur insituations where the FMVSS 208 conditions are all met. The automotive safety engineer is encouraged toreview SAE J885, which deals
29、with such issues in depth.3.1.1.2 Kinematics of RestraintIn evaluating injury reduction, consideration should be given not only to the directeffects of restraining forces but also to the possible consequences of occupant kinematics, such as violentcontact between occupants (e.g., head bumping), area
30、s of load concentration on the human body (e.g.,loading of the abdomen by submarining), and excessive body motion of one body region relative to another(e.g., head relative to torso as in whiplash).Submarining occurs when the occupants pelvis slips under the lap belt which then causes the forces ofr
31、estraint to be applied to the abdominal region. Although pelvic load bolts, front-of-the-ilium loadtransducers, and iliac crest load cells can usually detect the occurrence and timing of submarining, untilrecently there was no way to quantify the risk of abdominal injury when submarining occurred. A
32、 newdevice, the Frangible Abdomen, is available for the Hybrid III small female and mid-size male dummies. Ithas a more correct mechanical response for low-velocity abdominal belt loading as seen in submarining,and provides some indication of the risk of abdominal injury by measurement of the abdomi
33、nal penetration.In balancing the benefit of the restraint of the whole body against some risk of abdominal injury, the lattermay be acceptable and indeed unavoidable. The Frangible Abdomen may offer an objective, quantitativeapproach to making these assessments.Relative motion of major body regions
34、might occur in the case of an occupant interaction with a kneebolster without upper body restraint. In this case, the thorax may move relative to the pelvis, which couldcause large shear loads to build up in the lumbar spine. Thus, an attempt to balance loading over themajor regions is important.3.1
35、.1.3 Injury CriteriaIt should be recognized that the devices specified in 49 CFR Part 572 have no capability tomeasure simulated human physiological responses. They measure physical parameters which arecorrelated to probability of injury to the body region in question. In addition, injury criteria a
36、nd tolerancesare developed based on a limited number of tests. Yet, human tolerance to injury is known to be adistribution, that is, there is no single number at which a femur, for example, will fracture regardless of theindividual involved in a collision. Tolerance is an individual matter based on
37、a host of physiologicconsiderations beyond the scope of this document. There are always individuals who are more or lesssusceptible to injury than the average person. Therefore, care must be exercised when evaluating the dataresulting from the use of an ATD in restraint tests. Use of a single number
38、 (e.g., HIC = 1000) should beavoided in favor of a balanced approach considering test severity and proximity to the “accepted“ tolerancevalue. Appropriate human tolerances to impact are presented in SAE J885 (JUL86).3.1.1.4 EjectionInjury potential is generally increased when an occupant is complete
39、ly or partially ejected from avehicle during a crash. The relative ability of the restraints to retain the occupant within the body shell istherefore an important criterion of system performance.Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networ
40、king permitted without license from IHS-,-,-SAE J128 Stabilized MAR2011 Page 5 of 10 3.1.1.5 DeploymentA restraint system or component which is stored remotely and moved rapidly into placeimmediately before or during an impact should to the extent possible not pose a greater hazard to thevehicle occ
41、upants or to service personnel than if the system were not present. For example, factors to beconsidered in these types of systems include: noise, dust, and smoke. However, it is not anticipated thatsuch systems can be entirely free of hazard.3.1.1.6 DurabilityRestraint system components should be t
42、ested to evaluate their ability to provide acceptableperformance throughout their service life. This may require real time or accelerated exposure to suchfactors as aging, use, sunlight, corrosion, and dirt. (See SAE J114, J117, J140, J141, J339 and J800 forspecific tests applicable to seat belt ass
43、emblies.)3.1.1.7 Component InstallationRestraint system components should be installed in the vehicle in such a mannerthat they do not themselves constitute a significant impact hazard.3.1.1.8 Ambient ConditionsA restraint system should provide performance which remains acceptablethroughout the rang
44、e of ambient conditions to which it can reasonably be expected to be exposed duringits service life. Since it is not usually feasible to vary these conditions during crash tests, it may benecessary to conduct component tests which are supplementary to and more controllable than thecomplete system te
45、sts specified in 3.4.1.3.1.1.9 EgressThe restraint system should not cause excessive difficulty or delay in exiting from the vehicle aftera collision, with or without outside assistance. Consideration should also be given to the occurrence of auser suspended in an overturned vehicle.3.1.1.10 Unusual
46、 ConditionsWhile it is obviously desirable that a restraint system provide a high level ofprotection for all occupants in all accident conditions, the broad spectrum of occupant sizes, the largedistribution of occupant tolerances, and the statistical nature of collision casualties must be recognized
47、. Asystem which provides generally good protection is not necessarily rendered unacceptable by itsperformance under some extreme set of circumstances which will rarely be encountered.3.1.2 ACCEPTABILITY CONSIDERATIONSThe following characteristics affect the probability of acceptance andproper use of
48、 the total restraint system so that its performance potential can be realized. These factorsshould therefore be weighed heavily in the overall evaluation of a system.3.1.2.1 ComfortThe restraint system should embody as far as possible those features which contribute tooccupant comfort. For those elements which usually contact the occupant, particular care should be paidto avoiding pressure points, rubbing, and similar sources of annoyance which discourage consistent andproper use. Measures taken to assure occupant comfort should be evaluated with respect to their effect onsystem p
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