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/J2189_201102SURFACEVEHICLEINFORMATIONREPORTJ2189 FEB2011 Issued 1993-03 Stabilized 2011-02 Supe
5、rseding J2189 DEC2001 Guidelines for Evaluating Child Restraint System Interactions with Deploying Airbags RATIONALE The members of the SAE Human Biomechanics and Simulations Standards Steering Committee have reviewed J2189 and made a conscientious decision to stabilize this Information Report. J218
6、9, first issued in 1993, documents the tests developed to assess the risk of injury to children restrained in child restraints and exposed to a passenger frontal airbag. Itserved as a basis for ISO/TR14645, but is more comprehensive than ISO/TR14645. While the types of child restraints illustrated i
7、n Section 9 are outdated, the static and dynamic test conditions in J2189 remain relevant. This Information Report has historical value. STABILIZED NOTICE This document has been declared “Stabilized“ by the SAE Human Biomechanics and Simulations Standards Steering Committee and will no longer be sub
8、jected 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 or networking permitted without lic
9、ense from IHS-,-,-SAE J2189 Stabilized FEB2011 Page 2 of 13 TABLE OF CONTENTS1. Scope . 22. References . 32.1 Applicable Publications 32.1.1 SAE Publications 32.1.2 ISO Publications . 32.1.3 Code of Federal Regulations (CFR) Publication 32.1.4 CMVSS Publication 32.1.5 Other Publications 32.2 Related
10、 Publications . 32.2.1 SAE Publications 32.2.2 ISO Publications . 42.2.3 ECE Publication . 43. Test Dummies 44. Test Dummy Measurements . 44.1 CRABI 6, 12, 18 Month 44.2 Hybrid III, 3-Year-Old 44.3 Hybrid III, 6-Year-Old 55. CRABI Fixture 56. Test Temperature. 57. Static Tests. 57.1 Test Set-Up 7Cop
11、yright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE J2189 Stabilized FEB2011 Page 3 of 13 8. Dynamic Tests 78.1 Test Set-Up .78.2 Generic Sled Pulses .78.2.1 Mild-Severity Crash Pulse 78.2.2 High-Severi
12、ty Crash Pulse78.3 Simulation of Sensing Time79. CRS Configurations and Dummy Combinations.109.1 Rear-Facing CRSs109.2 Laterally Positioned CRSs 109.3 Forward-Facing CRSs 119.4 Boosters 119.4.1 CRS Configuration B1 119.4.2 CRS Configuration B2 1110. Primary Dummy Measurements . 1211. Notes 1211.1 Ma
13、rginal Indicia. 121. ScopeThis SAE Information Report prescribes dummies, procedures, and configurations that can be usedfor investigating the interactions that might occur between a deploying airbag and a child restrained by a childrestraint system (CRS). During the inflation process, airbags gener
14、ate a considerable amount of kineticenergy which can result in substantial forces being applied to a child who is restrained in a CRS in the frontseat of a vehicle. Field data collected by the special crash investigation team of the National Highway TrafficSafety Administration (NHTSA) indicate that
15、 fatal forces can be developed. In response to these field data,NHTSA added a series of airbag/child interaction tests and limits to the Code of Federal Regulations (CFR571.208) that deal with occupant protection, commonly known as Federal Motor Vehicle Safety Standards(FMVSS 208). The bases for NHT
16、SA tests are the various test procedures that were developed by theInternational Standards Organization (ISO) and the Society of Automotive Engineers (SAE). This documentwas one of those reports.This document describes static and dynamic tests that can be used to assess the injury potential of suchi
17、nteractions. The static tests can be used to sort these interactions on a comparative basis in either an actualor a simulated vehicle environment. Systems that appear to warrant further testing can be subjected to anappropriate dynamic test. Engineering judgment will be needed to identify the test c
18、onditions that produce themost severe interactions.Mild-severity and high-severity crash pulses are described in 8.2. These pulses are not vehicle-specific butrepresent general acceleration-time histories for two crash conditions. The mild-severity pulse approximates acrash that would just deploy a
19、typical airbag. This pulse would be used to evaluate the effect of the energy ofthe deploying airbag when the CRS and dummy are exerting the least amount of inertial force in the forwarddirection, but the dummy and/or CRS is moved forward by that inertial force. The high-severity pulse is similarto
20、that specified in FMVSS 213 to evaluate CRS performance and would be used here to evaluate the airbagas an additional variable in a well-documented crash environment. These generic pulses or other vehicle-specific pulses may be used as appropriate. Differences in shape between the generic and the ve
21、hicle-specific pulses are expected to be greater for the high-severity than the mild-severity, with correspondingdifferences expected in dummy responses.This document encourages the use of a wide range of test configurations and conditions, while recognizingthat the range of possible interactions is
22、 essentially limitless and beyond testing capability. Further,measurements of primary importance for the various configurations are given in Section 10, Table 1, butperformance limits are not specified. FMVSS 208 does specify performance limits which are based on theinjury risk curves given in Refer
23、ences SAE 973318 and SAE 2000-01-SC005.Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE J2189 Stabilized FEB2011 Page 4 of 13 2. References2.1 Applicable PublicationsThe following publications for
24、m a part of the specification to the extent specifiedherein. Unless otherwise indicated, the latest revision of the publications shall apply.2.1.1 SAE PUBLICATIONSAvailable from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001.SAE J211-1Instrumentation for Impact TestPart 1: Electronic Instrum
25、entationSAE826040Description and Basis of a Three-Year-Old Dummy for Evaluating Passenger InflatableRestraint Concepts, M.J. Wolanin et al.SAE 973318Injury Risk Curves for Children and Adults in Frontal and Rear Collisions, H.J. Mertz et al.SAE2000-01-SC05Improved Neck Injury Risk Curves for Tension
26、 and Extension MomentMeasurements of Crash Dummies, H.J. Mertz and P. Prasad2.1.2 ISO P UBLICATIONAvailable from ANSI, 11 West 42nd Street, New York, NY 10036-8002.ISO/TR 12349-2Road vehiclesChild dummies for restraint system testing2.1.3 CODE OF FEDERAL REGULATIONS (CFR) PUBLICATIONSAvailable from
27、the Superintendent of Documents,U.S. Government Printing Office, Washington, DC 20402.49 CFR, Part 571.208Occupant Crash Protection (FMVSS 208)49 CFR, Part 571.213Child Restraint Systems (FMVSS 213)49 CFR, Part 572Anthropomorphic Test Dummies2.1.4 CMVSS PUBLICATIONAvailable from Canadian Government
28、Publishing Center, Ottawa, Canada K1A0S9.CMVSS 213Child Restraint Systems2.1.5 OTHER PUBLICATIONSWeber, K., “Child Passenger Protection,” Accidental Injury: Biomechanics and Prevention, New York,Springer-Verlag, 1993Special Crash Investigation ReportsAir Bags, National Center for Statistics and Anal
29、ysis, NHTSA website: http:/www.nhtsa.doc.gov/people/mcsa/scirepts.htms2.2 Related PublicationsThe following publications are provided for information purposes only and are not arequired part of this document.2.2.1 SAE PUBLICATIONSAvailable from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001.
30、SAE J1733Sign Convention for Vehicle Crash TestingSAEJ1980Guidelines for Evaluating Out-of-Position Vehicle Occupant Interactions with DeployingAirbagsSAE 826047Responses of Animals Exposed to Deployment of Various Passenger Inflatable RestraintSystem Concepts for a Variety of Collision Serverities
31、and Animal Positions, H.J. Mertz et al.SAE826048Interpretations of the Impact Responses of a Three-Year-Old Child Dummy Relative toChild Injury Potential, H.J. Mertz and D.A. WeberSAE841656A Biomechanical Analysis of Head, Neck, and Torso Injuries to Child Surrogates Due toSudden Torso Acceleration,
32、 P. Prasad and R.P. DanielSAEPT-31Passenger Car Inflatable Restraint Systems: a Compendium of Published Safety Research,D.C. VianoSAE SP-736Automatic Occupant Protection SystemsCopyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted wit
33、hout license from IHS-,-,-SAE J2189 Stabilized FEB2011 Page 5 of 13 2.2.2 ISO P UBLICATIONSAvailable from ANSI, 11 West 42nd Street, New York, NY 10036-8002.ISO/TR 14645Road vehiclesTest procedures for evaluating child restraint system interactions withdeploying airbagsISO/TR 10982Road vehiclesTest
34、procedures for evaluating out-of-position vehicle occupantinteractions with deploying air bagsISO 6487Road vehiclesMeasurement techniques in impact testsInstrumentationISO/TR 14933Road vehiclesTest procedures for evaluating occupant interactions with deploying sideimpact air bags2.2.3 ECE PUBLICATIO
35、NAvailable from Swedish Road and Traffic Research Institute, S-581-95, Linkoping,Sweden.ECE Regulation44Uniform Provisions Concerning the Approval of Restraining Devices for ChildOccupants of Power-Driven Vehicles (“Child Restraint System”)3. Test DummiesThree sizes of child dummies (infant, 3-year-
36、old, and 6-year-old) have been recommendedfor CRS/airbag investigations by the ISO (see ISO/TR 12349-2). For infant dummies, the ISO has recom-mended the CRABI 6, 12, and 18-month-old dummies and the TNO P 3/4 and P 1 1/2 dummies. FMVSS 208prescribes testing only with the CRABI 12 month. For 3-year-
37、old dummies, the ISO recommends using eitherthe GM airbag dummy or the Hybrid III, 3-year-old dummy. FMVSS 208 prescribes testing only with the HybridIII, 3-year-old dummy. For 6-year-old dummies, both the ISO and FMVSS 208 prescribe only the Hybrid III, 6-year old dummy. Complete descriptions of th
38、e CRABI 12 month and the Hybrid III, 3- and 6-year old dummiesare given in 49 CFR 572 - Anthropomorphic Test Dummies. The GM air bag dummy is described in SAE826040. For SAE J2189, the CRABI Infant and Hybrid III child dummines are prescribed.4. Test Dummy MeasurementsAll dummy measurements should b
39、e recorded and filtered according to thelatest version of SAE J211-1. These measurements should be continuous functions of time, so that otherquantities referred to in the references may be derived.4.1 CRABI 6, 12, 18 MonthHead triaxial accelerationHead angular acceleration in sagittal plane (1 chan
40、nel)Upper neck forces and moments (6 channels)Lower neck forces and moments (6 channels)Chest triaxial accelerationLumbar spine forces and moments (6 channels)Pelvic triaxial acceleration4.2 Hybrid III 3-Year-OldHead triaxial accelerationHead angular acceleration in sagittal plane (1 channel)Upper n
41、eck forces and moments (6 channels)Lower neck forces and moments (5 channels)Chest triaxial accelerationChest mid-sternum displacement (1 channel)Sternal Ax Acceleration (2 channels)Lumbar spine forces and moments (5 channels)Pelvic triaxial accelerationPelvic submarining (4 channels)Copyright SAE I
42、nternational Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE J2189 Stabilized FEB2011 Page 6 of 13 4.3 Hybrid III 6-Year-OldHead triaxial accelerationHead angular acceleration in sagittal plane (1 channel)Upper neck forces
43、and moments (6 channels)Lower neck forces and moments (5 channels)Chest triaxial accelerationChest mid-sternum displacement (1 channel)Sternal Ax Acceleration (2 channels)Lumbar spine forces and moments (5 channels)Pelvic triaxial accelerationPelvic submarining (4 channels)Femur forces and moments (
44、6 channels)5. CRABI FixtureA schematic for a test fixture is shown in Figure 1. This fixture has been designed tosimulate the geometry of a range of vehicle/airbag systems, in order to facilitate the evaluation of CRSs withdeploying airbags. The fixture includes a simulated partial instrument panel
45、and a partial vehicle bench seat.The seat moves longitudinally (from A-rear to A-forward), and the instrument panel (IP) moves vertically (fromC-high to C-low), so that a wide range of geometric relationships can be accommodated. The range-of-motionlimits reflected in Figure 1 are based on a manufac
46、turer survey of April 1991. The seat back and bottomcushions pivot independently within 20 degree and 10 degree ranges, respectively. Although only the surfaceof the seat back and bottom cushions are shown in the schematic, the seating foam and depth (150 mm)specified in FMVSS 213 are recommended. T
47、he width of the partial bench may vary, but 900 mm isrecommended in order to accommodate both a right and a center seat position. The vertical centerline of theIP should coincide with the centerline of the right seat position.The cylindrical or similarly shaped IP, within which the passenger airbag
48、module is mounted, rotates tosimulate a range of airbag mounting locations and deployment angles. An opening is provided on the flat faceof the IP through which the airbag deploys. It is expected that a supplementary mounting plate will be neededto accommodate the front brackets of the particular airbag module used. This plate would in turn be affixed tothe flat face. Further structure within the IP will also be needed to mount each airbag module. A flat surfacesimulating a windshield pivots about an edge that is fixed with respect to the IP and thus mov
