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 entirelyvoluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefro
2、m, 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.QUESTIONS REGARDING THIS DOCUMENT: (724) 772-8512 FAX: (724) 776-0243TO PLACE A DOCUMENT
3、 ORDER; (724) 776-4970 FAX: (724) 776-0790SAE WEB ADDRESS http:/www.sae.orgCopyright 1980 Society of Automotive Engineers, Inc.All rights reserved. Printed in U.S.A.SURFACEVEHICLE400 Commonwealth Drive, Warrendale, PA 15096-0001STANDARDSubmitted for recognition as an American National StandardJ224RE
4、V.MAR80Issued 1971-01Revised 1980-03Superseding J224 JAN71COLLISION DEFORMATION CLASSIFICATIONForewordThis Document has also changed to comply with the new SAE Technical Standards Board format.1. ScopeThe purpose and scope of this SAE Recommended Practice is to provide a basis for classification oft
5、he extent of vehicle deformation caused by vehicle accidents on the highway. It is necessary to classifycollision contact deformation (as opposed to induced deformation) so that the accident deformation may besegregated into rather narrow limits. Studies of collision deformation can then be performe
6、d on one or manydata banks with assurance that the data under study are of essentially the same type.1The seven-character code is also an expression useful to persons engaged in automobile safety, to describeappropriately a field-damaged vehicle with conciseness in their oral and written communicati
7、ons. Althoughthis classification system was established primarily for use by professional teams investigating accidents indepth, other groups may also find it useful.The classification system consists of seven characters, three numeric, and four alphameric, arranged in aspecific order. The character
8、s describe the deformation detail concerning the direction, location, size of thearea, and extent which, combined together, form a descriptive composite of the vehicle damage. Theindividual character positions are referred to by column number for identification and computer storagecompatibility as i
9、llustrated in Figure 1. The definition of each classification is provided in subsequent sections.An Appendix is also provided to assist in application and interpretation. 1. K.A. Stonex, W. D. Nelson, et al., “Collision Damage Severity Scale,“ Paper 700136, presented at SAE Automotive Engineering Co
10、ngress, Detroit, January 1970.COPYRIGHT Society of Automotive Engineers, Inc.Licensed by Information Handling ServicesSAE J224 Revised MAR80-2-FIGURE 11.1 Interpretation RequestsA task group has been established to process interpretation requests that mayarise during worldwide use due to unpredictab
11、le changes in vehicle style, word meanings, translations, userbackgrounds, etc. The format of the requests and address of the task group is given in the Appendix.2. References2.1 Applicable PublicationsThe following publications form a part of the specification to the extent specifiedherein. Unless
12、otherwise indicated the lastest revision of SAE publications shall apply.2.1.1 SAE PUBLICATIONSAvailable from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001.SAE J224 MAR80Collision Deformation ClassificationSAE 700136“Collision Damage Severity Scale,” K. A. Stonex, W. D. Nelson, etal., prese
13、nted at SAEAutomotive Engineering Congress, Detroit, January 1970.3. Classification of Collision DamageVehicle collision damage is classified in a three-dimensional system.Column 3, Deformation Location, defines an orthogonal set of axes for Columns 4, 5, and 7 (see Appendix).Columns 1, 2, and 6 pro
14、vide additional description. Individual character positions are defined as follows:3.1 Columns 1 and 2Direction of Principal Force During ImpactThe principal force is the force thatcaused the crush and sheet metal displacement on the damaged vehicle. The direction of the principal force isdetermined
15、 by the resultant of forces acting on the vehicle (that is, vector analysis) at the point of application.The direction of the principal force is designated by reference to hour sectors on a conventional clockface,positioned over the point of application.The clockface is assumed to be in a plane refe
16、renced to the horizontal plane of the car. Twelve oclockcharacterizes the direction of an oncoming force relative to the vehicle applied at the area of vehicledeformation. Other examples of clock positions, such as “3“, “6“, and “9“ oclock, refer to forces directed fromthe right, rear, and left, res
17、pectively. The code classifications are the hour numerals from “01“ “12“. Columns1 and 2 of the classification system are used for direction of principal force (see Figure 2). The entry of “00“indicates that the impact is not horizontal, as in a rollover or undercarriage type impact.COPYRIGHT Societ
18、y of Automotive Engineers, Inc.Licensed by Information Handling ServicesSAE J224 Revised MAR80-3-The direction of principal force classification is incremented to indicate vertical or lateral shifting of vehiclebasic end structures which occurs during horizontal force applications. The shifting must
19、 be 4 in (100 mm) orgreater to be classified, and is not related to the extent of crush (see Appendix). Specific increments related todirection of shift are shown in Table 1.Codes are also provided to indicate longitudinal or lateral shifting of the top structure as a result of non-horizontal force
20、applications (that is, “00“ direction of force) to the top. Shifting should be classified whenvisually apparent. Specific classifications related to direction of shifting are shown in Table 2.3.2 Column 3Deformation Location and Classification CodeThis character of a classification expressionbroadly
21、 defines which projected area of the vehicle contains the deformation (see Figure 3). The windshield isincluded in the “F“ projected area and the backlight is included in the “B“ projected area. The “U“(undercarriage) character is defined as the bottom plane of the vehicle, including all projections
22、, but excludingthe tires and wheels. Impacts involving only the tires or wheels are classified, “F“, “L“, “R“, or “B“ asdetermined by the projected area of initial contact (“W“ must be entered in Column 5 for these impacts). The“X“ character in Column 3 is reserved for catastrophic impact configurat
23、ions in which the projected area ofinvolvement cannot be determined (non-classifiable).FIGURE 2TABLE 1Direction of End Shift Classification Basic Rule (1)1. Specific increment added to horizontal resultant direction of force (see Appendix).No shift ofDamaged Area 0112 Add 0Vertical-Up 2132 Add 20Ver
24、tical-Down 4152 Add 40Lateral-Right 6172 Add 60Lateral-Left 8192 Add 80TABLE 2Direction of Top Shift ClassificationNo Shift 00Forward 20Rearward 40Lateral-Right 60Lateral-Left 80COPYRIGHT Society of Automotive Engineers, Inc.Licensed by Information Handling ServicesSAE J224 Revised MAR80-4-FIGURE 33
25、.3 Column 4Specific Longitudinal or Lateral Location of Deformation and Classification CodeTheplan view of the vehicle (Figure 4) illustrates the horizontal areas to be used in locating the deformation for “F“,“B“, “R“, or “L“ in Column 3. The letters shown at the front and rear of the vehicle can b
26、e for either the front orthe rear. The letters shown on both sides can be used for either side. Classification codes for this column areorthogonal to either the longitudinal or lateral axis of the vehicle. Variations in vehicles require specialdefinitions for the classification code “P“. “P“ is defi
27、ned as follows:a. Passenger cars - from the base of windshield to the rear of the rearmost seat.b. Station wagons - from the base of windshield to the rear of the second seat.c. Vans - from the front seat backrest to the center of the rear wheel.d. Pickups - from the base of windshield to the rear o
28、f the cab.e. Soft top jeeps - from the base of windshield to the center of the rear wheel.“F“ and “B“ are side deformation areas forward and rearward of “P“, respectively. Column 4 has meaning onlyin connection with Column 3; that is, it is a suffix of Column 3, rather than being independent of it.
29、This columnalso locates the longitudinal area of damage for vehicles with top or undercarriage deformation (“T“ or “U“ inColumn 3).COPYRIGHT Society of Automotive Engineers, Inc.Licensed by Information Handling ServicesSAE J224 Revised MAR80-5-The classifications, “F“, “P“, “B“, “Y“, “Z“, and “D“ mu
30、st be used in Column 4 for vehicles with top orundercarriage deformation (“T“ or “U“ in Column 3).3.4 Column 5Specific Vertical or Lateral Location of Deformation and Classification CodeFigure 5Aillustrates the classifications for the vertical location of deformations associated with impacts classif
31、ied “F“, “B“,“L“, or “R“ in Column 3. Figure 5B illustrates the classifications for the lateral location of deformationsassociated with impacts classified as “T“ or “U“ in Column 3.3.5 Column 6General Type of Damage Distribution and Classification CodeDefinition of the classificationsis shown in Tab
32、le 3:FIGURE4TABLE 3Type ClassificationWide impact area WNarrow impact area NSideswipe SRollover (includes rolling onto side) OOverhanging structures (inverted step) ACorner (extends from corner to 16 in 410 mm) EConversion in impact type (requires multiple CDC) KNo residual deformation UCOPYRIGHT So
33、ciety of Automotive Engineers, Inc.Licensed by Information Handling ServicesSAE J224 Revised MAR80-6-FIGURE 5AFIGURE 5B“S“ is used to classify these types of damage:1. An impact which overlaps the corner of a vehicle by 4 in or less and then swipes along the surfaceparallel to the direction of trave
34、l;2. A classical sideswipe; and,3. A classical endswipe.“A“ is used to classify impacts where the vehicle deformation resulted from an overhanging structure shapedlike an inverted step in which the vertical surfaces are at least 30 in (760 mm) apart. Both vertical surfaces ofthe inverted step must h
35、ave contributed to the direct damage. The resultant damage patterns do not have tooccur simultaneously, but must be caused by the same struck object. An example of this circumstance isunderriding the rear of some large trucks.“K“ is used to classify impacts where a vehicle deformation pattern sustai
36、ned during a single continuous impactsequence resembles two distinct impact types (that is, front and side). Use of the character is limited to thosedeformation patterns where an initial wide contact area (“W“) converts to another impact type (generallysideswipe). For these deformation patterns, cha
37、racter “K“ is substituted for “W“ and a second CollisionDeformation Classification (CDC) is required to describe the remaining damage (see Appendix).“U“ is used to classify impacts where no residual deformation of the vehicle is noted. An extent code of “1“ inColumn 7 must be used with this characte
38、r.COPYRIGHT Society of Automotive Engineers, Inc.Licensed by Information Handling ServicesSAE J224 Revised MAR80-7-The use of “S“, “O“, “A“, “E“, “K“ and “U“ takes precedence over “N“ and “W“. “W“ and “N“ are used todistinguish between large and small areas of deformation which do not fall into one
39、of the other six categories.If an area is less than 16 in (410 mm) wide, or less than 6 in (150 mm) high, “N“ is the appropriateclassification. For small rectangular or circular areas of deformation, if the perimeter is less than the perimeterof 64 in (1616 mm) use the “N“; otherwise, use “W“.3.6 Co
40、lumn 7Deformation ExtentThe extent of residual deformation is classified using a nine-zone extentsystem as shown in Figures 6, 7, 8, and 9. Figures 6, 7, 8, and 9 are illustrative of passenger cars, stationwagons, vans, and pick-ups, respectively. Extent zones are applied to front, rear, side, top,
41、or undercarriagedeformation, and should be selected so that they are compatible with the principal damage selection inColumn3.To achieve uniformity, the deformation extent zones have been established in relation to specific points on thevehicle.If the passenger compartment is involved in the top dam
42、age, then the extent number should reflect the extentof damage to the passenger compartment. This is true even if the hood or deck lid are involved.If the distance from the rearmost point of the vehicle to the top of the rear window (backlight) is greater than thedistance from the top of the rear wi
43、ndow to the front door latch pillar (start of Zone 9), then use the passengercar deformation rear extent zone guide for classifying rear deformation. Other vehicles are classified using therear extent guide for station wagons and vans.THE EXTENT NUMBER SHOULD NOT BE USED AS A TOOL FOR DETERMINING TH
44、E COLLISIONSEVERITY OR ENERGY REQUIRED TO DUPLICATE THE DAMAGE. FOR VEHICLES OF THE SAMEBASIC TYPE, IT DOES SERVE AS A TOOL FOR GATHERING TOGETHER VEHICLES WHICH HAVESIMILAR DAMAGE CHARACTERISTICS.FIGURE 6DEFORMATION EXTENT ZONES (FOR PASSENGER CARS)COPYRIGHT Society of Automotive Engineers, Inc.Lic
45、ensed by Information Handling ServicesSAE J224 Revised MAR80-8-FIGURE 7DEFORMATION EXTENT ZONES (FOR STATION WAGONS)COPYRIGHT Society of Automotive Engineers, Inc.Licensed by Information Handling ServicesSAE J224 Revised MAR80-9-FIGURE 8DEFORMATION EXTENT ZONES (FOR VANS)COPYRIGHT Society of Automot
46、ive Engineers, Inc.Licensed by Information Handling ServicesSAE J224 Revised MAR80-10-FIGURE 9DEFORMATION EXTENT ZONES (FOR PICKUP TRUCKS)PREPARED BY THE SAE MOTOR VEHICLE SAFETEY SYSTEMS TESTING COMMITTEECOPYRIGHT Society of Automotive Engineers, Inc.Licensed by Information Handling ServicesSAE J22
47、4 Revised MAR80-11-APPENDIX AA.1 IntroductionThe Appendix is auxiliary and supplemental to SAE Recommended Practice J224 MAR80,“Collision Deformation Classification“. The Appendix is intended as an aid to facilitate the use of J224 MAR80and promote uniform interpretation of difficult or commonly mis
48、used classifications. The latter objective isachieved by providing explanation of the concepts inherent in the recommended practice and specific sectionscontained therein. Subdivisions of the Appendix are numbered to correspond with sections of therecommended practice. The Appendix does not include
49、all possible situations which could and do occur in thefield. The recommended practice, therefore, is the final document from which all classification decisionsshould be made.J224 MAR80 differs considerably from J224a; however, the revised system does not render J224aclassifications obsolete. J224a and J224 MAR80 files are compatible since the new classifications of J224MAR80 can be collapsed for comparative purposes. Other differences between the two recommendedpractices consist of improved definitions in J224 MAR80
