SAE J 3044-2014 Occupant Restraint and Equipment Mounting Integrity - Rear Impact System-Level Ambulance Patient Compartment《乘员约束与安装固定装置 后碰撞系统 救护车病人隔间》.pdf

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 theref

2、rom, 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 2014 SAE InternationalAll rights reserved. No part of this publi

3、cation 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: +1 724-776-4970 (out

4、side USA)Fax: 724-776-0790Email: CustomerServicesae.orgSAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedbackon this Technical Report, please visithttp:/www.sae.org/technical/standards/J3044_201406SURFACE VEHICLERECOMMENDED PRACTICEJ3044 JUN2014Issued 2014-06Occupant Restraint

5、and Equipment Mounting Integrity -Rear Impact System-Level Ambulance Patient CompartmentRATIONALEThis SAE Recommended Practice was developed by members of the SAE Truck Crashworthiness Committee in support of the ambulance industrys need to apply science to the mounting of equipment and retention of

6、 occupants inside thepatient compartment of an ambulance. The Recommended Practice was validated collaboratively by industry and government partners through extensive testing funded and managed by the National Institute for Occupational Safety and Health, the Department of Homeland Security and the

7、Ambulance Manufacturers Division of the NTEA. Analysis of the data and development of the representative crash pulse corridor was performed by a consensus of automotive crash testing laboratories. 1. SCOPEThis SAE Recommended Practice describes the test procedures for conducting rear impact occupant

8、 restraint and equipment mounting integrity tests for ambulance patient compartment applications. Its purpose is to describe crash pulse characteristics and establish recommended test procedures that will standardize restraint system and equipment mount testing for ambulances. Descriptions of the te

9、st set-up, test instrumentation, photographic/video coverage, and the test fixtures are included.2. REFERENCES2.1 Applicable DocumentsThe following publications form a part of the specification to the extent specified herein. Unless otherwise indicated, the latest revision of SAE publications shall

10、apply.2.1.1 SAE PublicationsAvailable from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org.SAE J211-1 Instrumentation for Impact Test - Part 1: Electronic InstrumentationSAE J211-2 Instrumentat

11、ion for Impact Test - Part 2: Photographic InstrumentationSAE Engineering Aid 23 “Users Manual for the 50th-Percentile Hybrid-III Test Dummy,” June 1985SAE INTERNATIONAL J3044 Issued JUN2014 Page 2 of 42.2 Related PublicationsThe following publications are provided for information purposes only and

12、are not a required part of this SAE Technical Report.Code of Federal Regulations, Title 49, Part 571.208.Code of Federal Regulations, Title 49, Part 571.214.Code of Federal Regulations, Title 49, Part 572Current, R., Moore, P., Green, J., Yannaccone, J., et. al., “Crash Testing of Ambulance Chassis

13、Cab Vehicles”, SAE Technical Paper 2007-01-4267 2007, doi: 10.4271/2007-01-4267CAPE Report CTR07376 - Type III Ambulance Rear Impact, NTIS Accession Number PB2014101523CAPE Report CTR07872 - Type II Ambulance Rear Impact, NTIS Accession Number PB20141015243. TEST DUMMIESFor the dynamic tests describ

14、ed in the following sections, restraint systems should be evaluated with the aid of a test dummy. The test dummy should be of a type that will closely represent the size, weight, and articulation characteristics of a 50th percentile male in a seated position. Examples of such a test dummy include th

15、e Hybrid-III and Euro SID2 with rib extensions 50th percentile male anthropomorphic test devices (ATD). The dummy should be selected appropriately based on the orientation of the seat relative to the direction of travel and the purpose of the test. The physical characteristics of these ATDs are desc

16、ribed in 49 CFR 572 subparts E and U.Applicable measurement capabilities of the Hybrid-III 50th percentile male test dummy are described in 49 CFR 571.208 and applicable measurement capabilities of the Euro SID2-re 50th percentile male test dummy are described in 49 CFR 571.214.Test dummies of other

17、 sizes (i.e., 95th-percentile male, 5th-percentile female, etc.) may be used to evaluate restraint system performance for various occupant sizes.4. DYNAMIC SLED TESTSFor the restraint system tests, all interior cab components that are potential occupant contact surfaces (cabinets, countertops, patie

18、nt cots, etc) should be installed on the test sled where practical. Proper geometry relative to the components being tested should be maintained. Wherever practicable, actual production components should be used. If not, components with performance characteristics near those expected for production

19、should be used. Seat tethers should be set according to the manufacturers specifications. The primary purpose of this test pulse is to evaluate restraint system performance, occupant excursion, equipment mounting integrity, and occupant interaction with interior components when subjected to a repres

20、entative real-world rear impact crash pulse.4.1 Test FixtureFor the rear 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 accelerated to

21、 a desired speed and then decelerated through the programmed pulse via energy-absorbing methods (i.e., honeycomb, extruded steel rods, etc.). For the acceleration system, the programmed pulse is applied as a rearward acceleration to the sled fixture, which is initially at rest.4.2 Rear Impact Sled P

22、ulse SpecificationFor rear impact tests, a sled deceleration pulse is applied parallel to the vehicle longitudinal axis. The pulse profile must fall within the corridor delineated by the plots in Figure 1 and the values in Table 1. Total velocity change during the testshall be 10 0.5 mph.SAE INTERNA

23、TIONAL J3044 Issued JUN2014 Page 3 of 4FIGURE 1 - DYNAMIC SLED CORRIDORTABLE 1 - DYNAMIC SLED CORRIDOR BREAK POINTSPosition Time(sec) Acceleration (g) Position Time(sec) Acceleration (g)A 0.00 3.0 F 0.01 0.0B 0.02 11.0 G 0.025 7.0C 0.06 11.0 H 0.05 7.0D 0.07 3.0 I 0.06 0.0E 0.10 3.04.3 Dummy Positio

24、ningTest dummy positioning procedures for this testing should be consistent with the positioning procedures outlined in 49 CFR 571.208 and 49 CFR 571.214, where practicable.5. INSTRUMENTATIONTo record the deceleration pulse, accelerometers may be mounted to the sled fixture. Dummy instrumentation ma

25、y include any of the measurements mentioned in Section 3. Dynamic seat belt loads may be recorded by installing webbing load transducers on the seat belts. All measurements should be recorded, filtered and processed according to the most recent versions of SAE J211-1 and SAE J1727.SAE INTERNATIONAL

26、J3044 Issued JUN2014 Page 4 of 46. PHOTOGRAPHIC INSTRUMENTATIONHigh-speed cameras should be used to document the dynamic tests. The field of view of these cameras should be large enough to document the entire range of motion of the test dummy and/or mounted equipment during the deceleration event. W

27、herever possible, off-board cameras should be used to allow for the use of longer focal-length lenses and, therefore, 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 of on-b

28、oard cameras will be required.Each high-speed camera should operate at a frame rate sufficient to facilitate motion analysis of the film. A minimum frame rate of 500 frames per second is recommended. Sufficient reference targets, both stationary and on the test sled/fixture and test dummy, should be

29、 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 J211-1.“

30、7. NOTES7.1 Marginal IndiciaA 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, nor in documents that contain editorial changes only.PREPARED BY THE SAE TRUCK CRASHWORTHINESS COMMITTEE OF THE SAE TRUCK AND BUS BODY AND OCCUPANT ENVIRONMENT STEERING COMMITTEE