ISO PAS 13396-2009 Road vehicles - Sled test method to enable the evaluation of side impact protection of child restraint systems - Essential parameters《道路车辆 雪橇.pdf

1、 Reference number ISO/PAS 13396:2009(E) ISO 2009PUBLICLY AVAILABLE SPECIFICATION ISO/PAS 13396 First edition 2009-11-15 Road vehicles Sled test method to enable the evaluation of side impact protection of child restraint systems Essential parameters Vhicules routiers Mthode dessai sur chariot pour p

2、ermettre lvaluation de la protection en choc latral des dispositifs de retenue pour enfants Paramtres essentiels ISO/PAS 13396:2009(E) PDF disclaimer This PDF file may contain embedded typefaces. In accordance with Adobes licensing policy, this file may be printed or viewed but shall not be edited u

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7、ghtiso.org Web www.iso.org Published in Switzerland ii ISO 2009 All rights reservedISO/PAS 13396:2009(E) ISO 2009 All rights reserved iiiForeword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing

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13、asting a vote. An ISO/PAS or ISO/TS is reviewed after three years in order to decide whether it will be confirmed for a further three years, revised to become an International Standard, or withdrawn. If the ISO/PAS or ISO/TS is confirmed, it is reviewed again after a further three years, at which ti

14、me it must either be transformed into an International Standard or be withdrawn. 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/PAS 13396 was pr

15、epared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 12, Passive safety crash protection systems. ISO/PAS 13396:2009(E) iv ISO 2009 All rights reservedIntroduction The UNECE/GRSP Working Group on Child Restraint Systems in April 2008 sent a request to ISO/TC 22/SC 12 to support th

16、eir work on defining a side impact test procedure for CRS (child restraint systems) homologation based on state-of-the-art research and experience. UNECE/GRSP specifically requested ISO/TC 22/SC 12 to define the essential parameters of a simplified test method, to ensure that a child restraint syste

17、m has a sufficient capacity to contain the child and to absorb energy in case of side impact exposure. The aim of this Publicly Available Specification is to answer the UNECE request. PUBLICLY AVAILABLE SPECIFICATION ISO/PAS 13396:2009(E) ISO 2009 All rights reserved 1Road vehicles Sled test method

18、to enable the evaluation of side impact protection of child restraint systems Essential parameters IMPORTANT The electronic file of this document contains colours which are considered to be useful for the correct understanding of the document. Users should therefore consider printing this document u

19、sing a colour printer. 1 Scope This Publicly Available Specification mainly summarises the content of ISO/TR 14646 1to assist the Informal Group on CRS of UNECE/GRSP in their development of a simplified side impact method based on commonly agreed input data. In addition to the content of ISO/TR 1464

20、6, new data and further recommendations have been included. Where not otherwise stated, ISO/TR 14646 is reference source. The essential input parameters given in Clause 3 are applicable to accessory child restraint systems aiming to offer side impact protection. 2 Accident statistics The accident da

21、ta presented in ISO/TR 14646 shows that side impact is especially severe for those children (age up to 12 years) sitting on the struck side. Head, neck and chest are the body regions most frequently showing severe injuries, and the head in particular needs to be protected. Comparison of accident dat

22、a from different years (1985 to 1990; 1991 to 1996 and 1997 to 2001), without any filter on product age shows, however, decreasing risk for head injuries and increasing risk for neck injuries in the recent data compared to the older data. Based on results of the EC funded CHILD project and the EEVC/

23、WG18 Report 5 , non-head containment combined with intrusion loading are found to be one of the major reasons for head injuries in side impacts involving rearward facing and forward facing harness type CRS, as well as high back booster and backless booster (Johannsen et al. 4 ; EEVC 5 ). Analysis of

24、 accident data involving children in side impacts from different sources and different regions of the world (Germany, Sweden and USA) indicates that the purely lateral impact (due to the accident data coding with 15 deviation) is possibly more severe than angled ones, while the share of perpendicula

25、r and angled impacts with forward component is nearly equal (Johannsen and Menon 3 ). Although all three sources show the same tendency, final conclusions are not possible, as the number of children involved is too small to allow statistically significant results. These data regard all types of impa

26、ct objects and restraint use. Henary et al. 7 , when comparing the risk of injury between children (aged 0-23 months) in side impacts, using US crash data (NASS-CDS), found a significantly higher benefit for children in rearward facing compared to forward facing harness type CRS. The authors conclud

27、e that this is likely because a forward component in the vehicle travel direction in many of the cases will move the head forward during the crash and will therefore improve the containment situation. The forward movement of the lead is directed towards the backrest of the CRS used. The struck car i

28、s in many cases subjected to an angled acceleration due to its initial speed. The main expected influence of a possible forward component would be an increase in head forward motion. Head forward trajectory can also be influenced by pre-braking conditions. Maltese et al. 6mapped probable head ISO/PA

29、S 13396:2009(E) 2 ISO 2009 All rights reservedcontact points for 4 year to 15 year old injured children (not using child seats) involved in a side impact, seated on the struck side in the rear seat. The contacts were mainly found adjacent to the likely initial position of the head of the in-position

30、 rear seat child occupant, and adjusted forward. The authors state this forward adjustment is likely due to the forward component. 3 Input parameters for side impact test procedure 3.1 General Relevant input parameters for defining a side impact test procedure for CRS, based on experience from accid

31、ent data analysis, full-scale tests and sled tests, as described in ISO/TR 14646, are presented below. These input parameters are divided into sections covering body regions to be protected, occupant kinematics, test severity, validation and field of application. 3.2 Body regions to be protected Bas

32、ed on accident data, the body region to be protected with highest priority is the head, followed by neck and chest. Especially for the protection of the head, body kinematics as well as energy management capabilities of the CRS are important. 3.3 Occupant kinematics As head containment and head load

33、ings are crucial issues with respect to the assessment of the performance of a CRS in side impact, it is necessary to utilize a test procedure capable of simulating real world occupant kinematics and realistic loading conditions. Containing the head within the CRS is more of a challenge for the larg

34、er dummies, representing the upper limit of the respective CRS group in a given CRS, than for the smaller ones, based on experience with different side impact test procedures within the development of ISO/TR 14646 and ISO/TS 29062 2 . The application of side impact test procedures needs to be define

35、d carefully, taking into account the protection capabilities of todays cars. 3.4 Test characteristics 3.4.1 General When designing a sled test method, the aim should be to replicate the characteristics of a full-scale side impact test situation, but in a simplified way and as generic as possible. Th

36、e characteristics are derived from vehicle acceleration, vehicle velocity, intrusion depth and intrusion velocity, but also by geometrical measurements such as the distance of the CRS in relation to the structure and the coverage/profile of the intruding vehicle structure. The analysis of full-scale

37、 side impact tests presented in ISO/TR 14646 shows that the performance of todays cars has been significantly improved, especially with respect to intrusion velocity during the last few years. However, the test severity of the full-scale test is subject to several discussions, as it is felt to be to

38、o moderate. One example of higher severity tests is the IIHS test procedure (see Reference 11), where the mass of the barrier as well as the stiffness and shape of the barrier face cause a more aggressive contact with the car in comparison to ECE Regulation No. 95 and FMVSS 214 test conditions. Summ

39、ing up the results presented in ISO/TR 14646 and the statements above, the following properties defining the test characteristics are suggested as a generic and representative (for the majority of cars in use) side impact sled test method. The intrusion and intrusion velocity graphs shown in this do

40、cument are measured at the front door close to the b-pillar. Data of the rear seat position for a P1.5 dummy in a rearward facing CRS can be found in ISO/TR 14646. ISO/PAS 13396:2009(E) ISO 2009 All rights reserved 33.4.2 Intrusion velocity Figure 1 shows the intrusion velocity characteristics measu

41、red in a large number of cars of different manufacturing dates in ECE R95 tests. In these tests the lateral intrusion was measured close to the dummys head using either string potentiometers or cross tubes. The position of the measurement device was defined by the position of the Q3 dummy head in a

42、forward facing CRS in the front seat. Intrusion velocity was computed from the intrusion. As parts of the available data represent quite old cars, the older cars (before 1995) can be easily identified. The corridor lines shown in Figure 1 are meant as borders for defining a suitable intrusion veloci

43、ty corridor. However, the allowed tolerance is too large to define a proper test procedure. It is crucial to define the intrusion velocity carefully, as it is an input parameter with considerable influence on the dummy measurements. A maximum intrusion velocity between 7 m/s and 10 m/s at approximat

44、ely 30 ms close to the dummys head is required to represent realistic loading conditions. For defining of a test procedure one has to take into account the combination of intrusion velocity and struck car velocity, defining the intrusion velocity relative to the ground. -2 0 2 4 6 8 10 12 14 Y Y 0 0

45、,01 0,02 0,03 0,04 0,05 0,06 0,07 0,08 0,09 0,1 X 1 2Key X time in seconds Y intrusion velocity in metres per second 1 older cars (before 1995) 2 newer cars (from 1995) Figure 1 General requirements for intrusion specification ISO/PAS 13396:2009(E) 4 ISO 2009 All rights reserved3.4.3 Intrusion depth

46、 Figure 2 shows the intrusion depth characteristics measured in a number of cars representing different sizes and different manufacturing dates in ECE R95 tests. In these tests the lateral intrusion was measured close to the dummys head using either string potentiometers or cross tubes. The position

47、 of the measurement device was defined by the position of the Q3 dummy head in a forward facing CRS in the front seat. As parts of the available data represent quite old cars, the older cars (before 1995) can be easily identified. The dynamic intrusion depths should be between 200 mm and 300 mm to r

48、epresent realistic loading conditions. 0 50 100 150 200 250 300 350 Y 0 0,02 0,04 0,06 0,08 0,1 0,12 0,14 0,16 0,18 0,2 X 1 2Key X time in seconds Y intrusion depth in millimetres 1 older cars (before 1995) 2 newer cars (from 1995) Figure 2 General requirements for intrusion depth 3.4.4 Struck car a

49、cceleration range and struck car -v Figure 3 shows the struck car acceleration measured at the non-struck side in a number of cars representing different sizes and different manufacturing dates in ECE R95 tests. The sled acceleration should be between 10 g and 14 g to represent realistic loading conditions. ISO/PAS 13396:2009(E) ISO 2009 All rights reserved 50 5 10 15 20 25 Y 0 0,01 0,02 0,03 0,04 0,05 0,06 0,07 0,08 0,09 0,1 XKey X time in seconds Y far side acceleration Y direction represented b