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 ther
2、efrom, 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 2015 SAE International All rights reserved. No part of this
3、publication 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: +1 724-776-49
4、70 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/J3040_201512 SURFACE VEHICLE INFORMATION REPORT J3040 DEC2015 Issued 2015-12 Ele
5、ctric Vehicle (E-Vehicle) Crash Test Lab Safety Guidelines RATIONALE There are special risks associated with the destructive testing of E-Vehicles, such as pure electric vehicles (EVs), hybrid electric vehicles (HEVs), and plug-in hybrid electric vehicles (PHEVs). This information report is intended
6、 to inform crash test personnel and facility managers of the risks, and some countermeasures to help mitigate the risks to lab personnel safety, the facility, and the equipment used in the testing. This report is not intended as a stand-alone procedure for E-Vehicle crash test safety, as the technol
7、ogy is still evolving and cannot be represented fully in this context. INTRODUCTION Current E-Vehicles in production and in various stages of development share many obvious characteristics with their internal combustion cousins. Crashworthiness is certainly one of these, requiring that regardless of
8、 the power source, all passenger vehicles must demonstrate compliance with manufacturer driven performance standards, government regulated crash test programs, and certain vehicle safety rating programs which provide information to potential buyers about the crash performance of the vehicle and othe
9、r features related to safety. The electric vehicle is certainly not a new concept, but it has shown significant growth in development, production, and sales over recent years. The current administration has promoted the increase of E-Vehicles on USA roadways as a means to promote further development
10、 of this technology, reduce greenhouse emissions, and decrease the nations dependence on foreign oil. Significant federal and corporate funding has been provided to help support Lithium-Ion (Li-Ion) battery research, establish infrastructure, and incentivize vehicle purchases. Parallel to these effo
11、rts, there is work ongoing to understand special risks to the general population, emergency responders, and automobile repair centers associated with the Li-Ion battery systems in these vehicles following roadway collision events. This SAE Technical Report addresses the special risks associated with
12、 E-Vehicle collisions in the lab, which must be conducted not only on the final product as a means of certification or rating, but also throughout the development phase of the vehicle. The hazards associated with running crash tests on Internal Combustion Vehicles (ICVs) is well understood and manag
13、ed safely using established test protocol which requires testing to be conducted with surrogate, less flammable fuel in the vehicle. Some special risks are associated with pressurized tanks in natural gas, propane, and hydrogen vehicles, but these are outside the scope of this report. As stated in t
14、he Scope of this report, the unique risks associated with conducting crash tests on E-Vehicles can be divided into two main categories; 1) thermal activity inside the battery (resulting from electrical or mechanical abuse) may lead to energetic emission of harmful and/or flammable gases, thermal run
15、away, and potentially fire, and 2) the risk of electrocution. Specific measures to ensure protection to test personnel from all types of risk must be integrated into the entire test process from the point the vehicle arrives at the test facility up to the time it is hauled away. At this point in tim
16、e, relatively mature procedures exist to protect against electrocution, utilizing personal protective equipment (PPE) rated for high voltage safety, and careful electrical measurements to ensure safe conditions when handling the vehicle both pre and post-crash. These procedures are described in deta
17、il in this report. SAE INTERNATIONAL J3040 DEC2015 Page 2 of 14 Current USA regulations require vehicle crash tests, when conducted for the purpose of certification, be run with fully operational and fully charged battery systems. The level of risk assumed by the crash test lab is determined by the
18、degree to which a specific Li-Ion battery system is susceptible to failure during mechanical abuse (shock, puncture, crush), or electrical abuse (internal or external short circuit), experienced during each type of test. As battery system design/technology advances - the level of risk will likely al
19、so be affected. In summary, there is some level of risk that every facility will assume in conducting these tests, so each lab must establish its own safety procedures and determine its own risk tolerance. More data will help make decisions that can mitigate risks to personnel and reduce the chance
20、of additional loss in the event of a total system failure. 1. SCOPE The special risks associated with conducting crash tests on E-Vehicles can be divided into two main categories; 1) thermal activity inside the battery (resulting from electrical or mechanical abuse) may lead to energetic emission of
21、 harmful and/or flammable gases, thermal runaway, and potentially fire, and 2) the risk of electrocution. Procedures to ensure protection from all types of risk must be integrated into the entire crash test process. This informational report is intended to provide guidance in this endeavor using cur
22、rent best practices at the time of this publication. As both battery technology and battery management system technology is in a phase of expansion, the contents of this report must then be gaged against current technology of the time, and updated periodically to retain its applicability and usefuln
23、ess. The scope of this document is to provide an understanding of the risks and an overview of the techniques established to reduce the likelihood that an event would cause harm to laboratory personnel and/or property. A laboratory considering E-Vehicle crash testing should work closely with the E-V
24、ehicle manufacturer to identify and understand the risks associated with shipping and handling of their vehicle (pre and post-crash), storage of the vehicle (pre and post-crash), battery system diagnostics procedures, and operation of the vehicle. 2. REFERENCES 2.1 Applicable Documents The following
25、 publications form a part of this specification to the extent specified herein. Unless otherwise indicated, the latest issue of SAE publications shall apply. 2.1.1 SAE Publication Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and C
26、anada) or +1 724-776-4970 (outside USA), www.sae.org. SAE J1715/2 Battery Terminology 2.1.2 NHTSA Regulation Available through The Code of Federal Regulations 49 CFR Part 571.305 National Highway Traffic Safety Administration (NHTSA) FMVSS 305 Electric-Powered Vehicles: Electrolyte Spillage and Elec
27、trical Shock Protection TP 305 Laboratory Test Procedure for FMVSS 305, Electric-Powered Vehicles: Electrolyte Spillage and Electrical Shock Protection Appendix 1 contains a list of references and other literature on the subject. SAE INTERNATIONAL J3040 DEC2015 Page 3 of 14 3. DEFINITIONS 3.1 BMS Ba
28、ttery Management System 3.2 E-VEHICLE A vehicle with an electrified drivetrain, such as EVs, HEVs, and PHEVs. 3.3 EV Electric Vehicle 3.4 HV High-Voltage 3.5 HEV Hybrid Electric Vehicle 3.6 INERT BATTERY A battery that has the same physical properties as a HV battery pack (dimensions, stiffness, wei
29、ght) but with no active chemistry (no electrical or thermal risk). 3.7 Li-Ion Lithium-Ion Battery 3.8 MSD Manual Service Disconnect 3.9 PHEV Plug-in Hybrid Electric Vehicle 3.10 PPE Personal Protective Equipment 3.11 SDS Safety Data Sheet 3.12 Thermal Runaway A situation where an increase in tempera
30、ture changes the conditions in a way that causes a further increase in temperature. SAE INTERNATIONAL J3040 DEC2015 Page 4 of 14 4. MITIGATION OF ELECTRICAL SHOCK RISK (ELECTROCUTION): 4.1 General It is recommended that any personnel working with a HV system in a vehicle should have basic HV trainin
31、g on E-Vehicle systems such as the “SAE Basic Hybrid and Electrical Vehicle Safety” class. Knowledge regarding PPE and internal safety procedures in a HV setting is vital in protecting yourself and your facility. Key laboratory personnel should be advised by the OEM or HV battery final assembler reg
32、arding their specific battery so that knowledge is transferred to the test facility. This will be discussed in detail below. 4.2 Personal Protective Equipment (PPE) PPE for electrical hazards is required when working with a HV system. The work should be done in view of other laboratory personnel. Re
33、commended safety equipment includes, but is not limited to: x Class 0 HV gloves with protectors. These gloves should be replaced periodically (schedule based on frequency of use) and should undergo a visual inspection and glove pressure test before each use. x HV insulated tools x Face shield x HV r
34、escue hooks x Electrical shock-resistant footwear x Self-contained breathing apparatus (SCBA) x Protective coverall x Gas detection warning device - Flammable Hydrocarbons, Carbon Dioxide (CO2), Carbon Monoxide (CO), Hydrogen (H2), fluoro-organics, and Hydrogen Fluoride (HF) Reference Table for appl
35、icable PPE Standards Symbol Standard ID Similar Std Explanation Equipment ASTM F1506 Flame-resistant garment labeled with an arc energy rating, ATPV. Coverall ASTM F1956 IEC 61482-1-2 Protective Clothing against the Thermal Hazards of an Electric Arc Coverall EN 1149 Electrostatic properties Jacket,
36、 Pants EN 13034 type 6 Garments that provide a limited protection against liquid chemicals Jacket, Pants EN 136 Respiratory protective devices - Full face masks Respiratory Protection EN 140 Respiratory protective devices - Half masks and quarter masks Respiratory Protection EN 14387 Respiratory pro
37、tective devices. Gas filter(s) and combined filter Respiratory Protection SAE INTERNATIONAL J3040 DEC2015 Page 5 of 14EN 166 Eye & Face Protection Eye Protection, e.g. Glasses, Visor/Screen Guard EN 170 UV Protection Eye Protection, e.g. Glasses, Visor/Screen Guard EN 470-1 ISO 11611 Protective clot
38、hing for use in welding and allied processes. General requirements Jacket EN 471 High-visibility warning clothing Jacket, PantsEN 531 ISO 11612 Protective clothing for workers exposed to heat Jacket, Pants, Bas- and Mid-Layer Clothing EN ISO 15090 HI3 F2A P.T.Cl Fire Shoes Suitable for fire rescue,
39、fire suppression General Type 2 requirements + antistatic properties Boots EN ISO 17249 Safety footwear with resistance to chain saw cutting Boots EN ISO 20345 S5 HRO SB Safety Footwear StandardsA + FO + E + P +Waterproof Resistance to hot contact of outsole Toe protectionBoots ENV 50354 IEC 61482-1
40、-2 Protection against electric Arc. Electrical arc test methods for material and garments, for use by workers at risk from exposure to an electrical arc Bas- and Mid-Layer Clothing IEC 61482-1-2 ENV 50354 Protective Clothing against the Thermal Hazards of an Electric Arc Jacket, Pants, Coverall IEC-
41、60903 Electrical Insulating Gloves Gloves SAE INTERNATIONAL J3040 DEC2015 Page 6 of 14 ISO 11611 EN 470 Protective clothing for use in welding and allied processes. General requirements ISO 11612 EN 531 Protective clothing for workers exposed to heat 4.3 Vehicle Receiving Inspection: HV battery spec
42、ifications should be discussed with the OEM or final battery assembler before any testing begins. This overview should include the following: x The areas specified per your safety protocol. Fire extinguishers, HV mats, forklift with insulated forks, safe meeting place should there be an event, etc.
43、x Battery State of Charge (SOC) and battery health diagnostic procedures should be verified before any work begins. Proper procedures (as provided by manufacturer) should be used if required to charge and discharge the HV battery. x The HV sub components are reviewed and identified. Primary focus sh
44、ould address areas that will be in direct contact with the impacted area. Secondary focus will include other HV systems not in direct area of impact. All HV lines should be located and noted in case of emergency removal of the vehicle. x The Manual Service Disconnect (MSD), if applicable, location i
45、s identified. It is recommended that any parts that impede access to the MSD be removed prior to testing. x First responder locations are identified and reviewed with the entire safety team. x Identify which parts of the system are energized at each position of the key/ignition switch. x Define expe
46、cted post-test conditions of HV system, as well as the procedure used to verify the HV battery is in a non-compromised state. x Other vehicle or HV system features or risks the laboratory personnel should be aware of when prepping the vehicle, conducting the test, or any posttest inspection or handl
47、ing of the vehicle or battery system. 4.4 Vehicle Preparation It is recommended that before any vehicle preparation work begins, the 12V battery and the MSD are disconnected. An HV monitoring system is installed on the outside of the vehicle for use in assessing/monitoring electrical isolation per F
48、MVSS 305. Care should be taken to ensure no fluids (coolant, brake, etc.) are removed during the preparation processes that are required for the HV system to operate correctly. Prior to test time the 12V battery and the MSD must be reconnected, and the HV battery system again verified to ensure the
49、battery SOC is correct for testing. 4.5 Pre-Crash Measurements When performing Pre-Crash measurements all applicable PPE should be in place and ready for use. Pre-Crash measurements should be taken after completion of the vehicle preparation process (after the MSD is reconnected), and immediately prior to the dynamic test. Precautions should be made to avoid unintended power transmission to the tires and acciden
