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Human tolerance values and other safety criteria
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ArbeitskreisMessdatenverarbeitungFahrzeugsicherheit
Crash AnalysisCriteria Description
Version 1.6.2
Crash Analysis Criteria
Data Processing Vehicle Safety Workgroup
Version 1.6.2
April 2005 editionSubject to changes
rt
Measured data processing vehicle safety workgroup, Algorithm workgroup: D. Cichos, bast; D. de Vogel, Ford; M. Otto, TÜV Rheinland; O. Schaar, Delphi; S. Zölsch, National Instruments, in cooperation with the Task Force ISO TS 13499 (ISO-MME)
This documentation is available from the following address:
Bundesanstalt für Straßenwesen, Brüderstraße 53,D-51427 Bergisch Gladbach,Tel.: +49 (0)2204 / 43624, Fax: +49 (0)2204 / 43687
This documentation has been compiled with the greatest care. We are grateful for information about errors, new methods, and new laws. We do not accept liability for incorrect information.
© 1995-2005 Workgroup Data Processing Vehicle Safety. All Rights Reserved.
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 iii
Contents
For a clear presentation of the criteria used to evaluate crash tests, the criteria are briefly summarized below.
First, there is a description of the criterion. Then the mathematical calculation is specified. This is followed by a description of how the individual input values are determined (filtered). Then information about the laws and stipulations relating to the algorithm.
Note All the descriptions are based on SAE J1733-conform signal polarity (sign convention).
The following criteria are described:
Chapter 1Description of the Head Criteria
HIC.................................................................................................................................1-2HAC ...............................................................................................................................1-4HIC(d) ............................................................................................................................1-5HPC................................................................................................................................1-6HCD ...............................................................................................................................1-8
Chapter 2Description of the Neck Criteria
MOC ..............................................................................................................................2-2MTO...............................................................................................................................2-5Time At Level ...............................................................................................................2-8NIC (front impact ECE).................................................................................................2-10NIC (front impact EuroNCAP)......................................................................................2-12NIC (front impact FMVSS) ...........................................................................................2-15Nij ..................................................................................................................................2-16NIC (rear impact)...........................................................................................................2-19Nkm ...............................................................................................................................2-21LNL................................................................................................................................2-23
Chapter 3Description of the Chest Criteria
VC..................................................................................................................................3-2THPC .............................................................................................................................3-5TTI(d).............................................................................................................................3-6
Contents
iv © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
ThAC ............................................................................................................................. 3-8CTI................................................................................................................................. 3-9ThCC (or TCC).............................................................................................................. 3-11RDC............................................................................................................................... 3-12
Chapter 4Description of the Criteria for the Lower Extremities
APF................................................................................................................................ 4-2PSPF .............................................................................................................................. 4-3FFC (ECE)..................................................................................................................... 4-4FFC (EuroNCAP).......................................................................................................... 4-6TI ................................................................................................................................... 4-8TCFC ............................................................................................................................. 4-12
Chapter 5Description of Additional Criteria
Xms................................................................................................................................ 5-2Xg .................................................................................................................................. 5-6Acomp ........................................................................................................................... 5-7Pulse Test....................................................................................................................... 5-9Gillis Index .................................................................................................................... 5-13NCAP ............................................................................................................................ 5-15EuroNCAP..................................................................................................................... 5-17SI.................................................................................................................................... 5-18Integration...................................................................................................................... 5-19Differentiation ............................................................................................................... 5-20CFC filters ..................................................................................................................... 5-21FIR100 filter .................................................................................................................. 5-24
Chapter 6Legislation and Directives
The legislation and directives are written as follows: ................................................... 6-1Limits............................................................................................................................. 6-3
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 1-1
1Description of the Head Criteria
The following head criteria are described in this chapter:
• HIC: Head Injury Criterion
• HAC: Head Acceptability Criterion
• HIC(d): Performance Criterion
• HPC: Head Performance Criterion
• HCD: Head Contact Duration
Chapter 1 Description of the Head Criteria
1-2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
HICHIC is the abbreviation for Head Injury Criterion.
DescriptionThe HIC value is the standardized maximum integral value of the head acceleration. The length of the corresponding time interval is:
• unlimited HIC
• maximum of 36 ms HIC36
• maximum of 15 ms HIC15
Mathematical CalculationThe calculation of the HIC value is based on the equation:
a is the resultant acceleration of the center of gravity of the head in units of acceleration of gravity (g = 9,81 m/s²). t1 and t2 are the points in time during the crash, for which the HIC is at a maximum. Measured times are to be specified in seconds.
Determining Input ValuesThe measured values for head acceleration (ax, ay, az) are filtered in accordance with CFC1000 (cf. CFC filters).
To define the input values in accordance with ECE-R80, the measured values for head acceleration (ax, ay, az) are filtered in accordance with CFC600 (cf. CFC filters).
HIC supt1 t, 2=
1t2 t1–-------------- a td
t1
t2
∫2 5,
t2 t1–( )
a ax2 ay
2 az2
+ +=
Chapter 1 Description of the Head Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 1-3
Relevant Laws and Regulations❑ FMVSS 208, S6.2
❑ SAE J2052, 2.2.1
❑ SAE J1727,3.6
❑ ISO/TC22/SC12/WG3 N 282 Issued 1990-03-16
❑ ADR69/00, 5.3.1
❑ ECE-R80, Annex 4, 1
❑ ECE-R22, 7.3.2.5
❑ EuroNCAP, Front Impact, 10, 10.1
❑ EuroNCAP, Side Impact, 10, 10.1
❑ EuroNCAP, Pole Side Impact, 10, 10.1
❑ EuroNCAP, Assessment Protocol, 5
❑ EuroNCAP, Pedestrian Testing Protocol, 10.2.3.4
Chapter 1 Description of the Head Criteria
1-4 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
HACHAC is the abbreviation for Head Acceptability Criterion
Caution This calculation regulation is obsolete. In the current ECE-R80 the HIC is used instead.
DescriptionThe HAC value is the standardized maximum integral value of the head acceleration.
Mathematical CalculationThe calculation of the HAC value is based on the equation:
a is the resultant acceleration of the center of gravity of the head in units of acceleration of gravity (g = 9,81 m/s²). t1 and t2 are the points in time during the crash, for which the HAC is at a maximum. Measured times are to be specified in seconds.
Determining Input ValuesThe measured values for head acceleration (ax, ay, az) are filtered in accordance with CFC600 (cf. CFC filters).
Relevant Laws and Regulations❑ ECE-R80, 5.2.2.1.1
❑ ECE-R80, Annex 7, 1.1
HAC supt1 t, 2=
1t2 t1–-------------- a td
t1
t2
∫2 5,
t2 t1–( )
a ax2 ay
2 az2
+ +=
Chapter 1 Description of the Head Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 1-5
HIC(d)HIC(d) is the Performance Criterion
DescriptionThe HIC(d) value is the weighted standardized maximum integral value of the head acceleration and is calculated from the HIC36 value.
Mathematical CalculationThe calculation of the HPC(d) value is based on the equation:
with
HIC36: HIC36 value (cf. HIC)
Determining Input ValuesThe measured values for head acceleration (ax, ay, az) are filtered in accordance with CFC1000 (cf. CFC filters).
Relevant Laws and Regulations❑ FMVSS 201, S7
❑ NHTSA 49 CFR 571[Docket No. 92-28; Notice8], [RIN No. 2127-AG07]; S7
❑ NHTSA 49 CFR 571,572,589[Docket No. 92-28; Notice7], [RIN No. 2127-AB85]; S7
HIC d( ) 0 75446 HIC36⋅, 166 4,+=
Chapter 1 Description of the Head Criteria
1-6 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
HPCHPC is the abbreviation for Head Performance Criterion (criterion for the head strain).
DescriptionThe HPC value is the standardized maximum integral value of the head acceleration. The corresponding time interval is a maximum of 36 ms (HPC36).
The HPC value is identical to the HIC value.
Mathematical CalculationThe calculation of the HPC value is based on the equation:
a is the resultant acceleration a of the center of gravity of the head in units of acceleration of gravity (1 g =9,81 m/s²).
If there was no head contact, this criterion is fulfilled.
If the beginning of the head contact can be determined satisfactorily, t 1 and t 2 are the two time points, specified in seconds, which define a period between the beginning of the head contact and the end of the recording, at which the HPC36 is at its maximum.
If the beginning of the head contact cannot be determined satisfactorily, t1 and t2 are the two time points, expressed in seconds, which define a period between the beginning of the head contact and the end of the recording, at which the HPC36 is at its maximum.
HPC supt1 t, 2=
1t2 t1–-------------- a td
t1
t2
∫2 5,
t2 t1–( )
a ax2 ay
2 az2
+ +=
Chapter 1 Description of the Head Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 1-7
Determining Input ValuesThe measured values for head acceleration (ax, ay, az) are filtered in accordance with CFC1000 (cf. CFC filters).
Relevant Laws and Regulations❑ Directive 96/79/EG, Annex II, 3.2.1.1
❑ Directive 96/79/EG, Annex II, Appendix 2, 1.2
❑ ECE R94, Annex 4, 1.2
❑ ECE R95, 5.2.1.1
❑ ECE R95, Annex 4, Appendix 1, 1.
Chapter 1 Description of the Head Criteria
1-8 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
HCDHCD is the abbreviation for Head Contact Duration
DescriptionThe HCD value is the standardized maximum integral value of the head acceleration during head contact intervals. The contact intervals are determined using the resultant contact force (calculated from neck force of the upper neck transducer, head acceleration and head mass).
Mathematical CalculationTo determine the contact interval, the resultant contact force F has to be calculated first.
with: m Mass of the headai head acceleration in i-directionFi upper neck force in i-direction
Contact intervals are all the intervals in which a lower threshold value (threshold level = 200 N) is constantly exceeded and a lower search level (search level = 500 N) is exceeded at least once (see Figure 1-1 below).
Figure 1-1. Search und Threshold Level
F m ax Fx–⋅( )2 m ay Fy–⋅( )2 m az Fz–⋅( )2+ +=
Chapter 1 Description of the Head Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 1-9
The HIC value HICj is calculated for each contact interval Kj.
with:
tjbeg Start time of the contact interval Kj
tjend End time of the contact interval Kj
The HCD value is then the maximum HIC value of all the contact intervals.
Determining Input ValuesThe measured values for head acceleration (ax, ay, az) and neck forces (Fx, Fy, Fz) are filtered in accordance with CFC1000 (cf. CFC filters).
Relevant Laws and Regulations❑ SAE J2052, 2.2.2
❑ SAE J2052, 4
❑ ISO/TC22/SC12/WG3 N 282 (Issued 1990-03-16)
❑ TRANS/SC1/WP29/GRSP/R.48/Rev.1, page 19, Annex 4, Appendix 1
Kj tjbeg t; j
end=
HICj HIC t1 t2,( ) tjbeg t1 t2< tj
end≤ ≤;=
HCD maxj HICj }{=
Chapter 1 Description of the Head Criteria
1-10 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 2-1
2Description of the Neck Criteria
This chapter describes the following neck criteria for a front impact and a rear impact:
Front Impact:
• MOC: Total Moment about Occipital Condyle
• MTO: Total Moment (Lower Neck)
• Time At Level
• NIC (front impact ECE): Neck Injury Criterion
• NIC (front impact EuroNCAP): Neck Injury Criterion
• NIC (front impact FMVSS): Neck Injury Criterion
• Nij: Normalized Neck Injury Criterion
Rear Impact:
• NIC (rear impact): Neck Injury Criterion
• Nkm: Neck Criterion rear impact
• LNL: Lower Neck Load Index
Chapter 2 Description of the Neck Criteria
2-2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
MOCMOC is the abbreviation for Total Moment about Occipital Condyle.
Description
The criterion for the Total Moment calculates the total moment in relation to the moment measurement point.
Mathematical Calculation
For the Upper Load Cell, the Total Moment Moc is calculated in accordance with SAE J1727 and SAE J1733 as follows:
with
MOCi Total moment in i-direction [Nm]
Fi Upper neck force in i-direction [N]
Mi Neck moment in i-direction [Nm]
D Distance between the force sensor axis and the condyle axis
Determining Input ValuesThe measured values for the forces and moments are filtered in accordance with CFC600 (cf. CFC filters). This filtering applies independently of the filter classes for forces, specified in SAE J211 (see FMVSS 208 S6.6(1), for example).
In Table 2-8 the lever arms of the Upper Load Cell are specified for the calculation in accordance with SAE J1727, for each dummy type.
MOCy My D Fx )⋅(–=
MOCx Mx D Fy⋅( )+=
Chapter 2 Description of the Neck Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 2-3
Table 2-1. Lever Arms of the Upper-Load-Cell
Dummy typeLoad cell
Type Denton;FTSS;MSCAxial
directions D[m]
Hybrid III, male 95% 1716; IF-2564, IF-205, IF-207, IF-242; 555B/6UN
6 0,01778
Hybrid III, male 50% 1716; IF-2564, IF-205, IF-207, IF-242; 555B/6UN
6 0,01778
2062 3 0,008763
Hybrid III, female 1716; IF-2564, IF-205, IF-207, IF-242; 555B/6UN
6 0,01778
Hybrid III; 10-year 1716; IF-2564, IF-205, IF-207, IF-242; 555B/6UN
6 0,01778
Hybrid III; 6-year 1716; IF-2564, IF-205, IF-207, IF-242; 555B/6UN
6 0,01778
Hybrid III; 3-year 3303; IF-234; 560G/6ULN 6 0
Crabi 12; 18 months; TNO P1,5
2554; IF-954; 560G/6ULN 6 0,0058
Crabi 6 months 2554; IF-954; 560G/6ULN 6 0,0102
TNO P 3/4; P3 2331; IF-212, IF-235; 5583G/3ULN
3 0
2587; IF-212, IF-235; 558G/6UN
6 0
ES-2 1485 3 0
4085, IF-240; 5552G/6UN 6 0,02
TNO Q series 3715, IF-217; 5563G/6LN 6 0
SID-IIs 1716; IF-2564, IF-205, IF-207, IF-242; 555B/6UN
6 0,01778
BioRID 4949 6 0,01778
2062 3 0,008763
4985 3 0,01778
WORLDSID W50-1700 6 0,0195
Chapter 2 Description of the Neck Criteria
2-4 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
Relevant Laws and Regulations❑ SAE J1727, 3.3 ( 08/96 )
❑ SAE J1733 ( 12/94 )
❑ Denton Sign Convention for Load Cells (S.A.E. J-211) ( 27AUG02 )
Chapter 2 Description of the Neck Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 2-5
MTOMTO is the abbreviation for Total Moment and applies for the lower neck.
Description
The criterion for the Total Moment calculates the total moment in relation to the moment measurement point.
Mathematical Calculation
For the Lower Load Cell, the Total Moment MTO is calculated in accordance with SAE J1733 as follows:
with
MTOi Moment in i-direction [Nm]
Fi Upper neck force in i-direction [N]
Mi Neck moment in i-direction [Nm]
D Distance between the force sensor axis and the condyle axis
Determining Input ValuesThe measured values for the forces and moments are filtered in accordance with CFC600 (cf. CFC filters). This filtering applies independently of the filter classes for forces, specified in SAE J211 (see FMVSS 208 S6.6(1), for example).
In the Table 2-2 the lever arms D x and D z in the Lower Load Cell are specified for the calculation in accordance with SAE J1733 for each dummy type.
MTOx Mx Dz Fy )⋅(–=
MTOy My Dz Fx⋅( ) Dx Fz⋅( )+ +=
MTOz Mz Dx Fy )⋅(–=
Chapter 2 Description of the Neck Criteria
2-6 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
Note You use special formulas for the adjustable load cells 2992, 3471, and 3717. (See Denton Sign Convention for Load Cells (SAE J211) ( 27AUG02 ))
Note Lower Neck Load Cell of BioRID; 1794, validated in dynamic testing (cf. LNL).
Table 2-2. Lever Arms Dx and Dz of the Lower-Load-Cell
Dummy typeLoad cell type Denton; FTSS Dx[m] Dz[m]
Hybrid III, male 95% 1794; IF-210, IF-219
0,0508 0,028575
4894
Hybrid III, male 50% 1794; IF-210, IF-219
4894
Hybrid III, female 5% 1794; IF-211, IF-228, IF-238
0,04445 0,028575
4541
Hybrid III; 10-year 5124 0 0,0188
Hybrid III; 6-year 1794; IF-222 0,03175 0,0237236
Hybrid III; 3-year 3303 0 0,0168
CRABI 6,12,18,TNO, P1 1/2 2554LN; IF-954 0 0,0127
TNO Q1, Q3, Q6 3715 0 0
SID-IIs 1794; IF-255 0,04445 0,0254
3166
SID HIII 5294 0 0,0127
THOR 50% 2357 0 0,0254
THOR 5% 2357 0 0,0191
4366
EuroSID-1 4365; IF-221 0 0,22
3300
ES-2 - ; IF-221 0,04445 0,028575
BioRID 1794 0,0508 0,0254
RID2 1794 0,0508 0,0254
WORLDSID W50-1700 0 0,0145
Chapter 2 Description of the Neck Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 2-7
Relevant Laws and Regulations❑ SAE J1727,3.3 ( 08/96 )
❑ SAE J1733 ( 12/94 )
❑ Denton Sign Convention for Load Cells (SAE J211) ( 27AUG02 )
Chapter 2 Description of the Neck Criteria
2-8 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
Time At Level Time-Dependent Loading Criteria
DescriptionThe time-at-level describes the maximum continuous time interval for which the measured value of a signal has exceeded a certain lower threshold. The value is determined either from the continuous time interval (continuous calculation) or from the sum of all time intervals (cumulative calculation).
Mathematical Calculation
Continuous CalculationTo determine the relationship between the measured value of the signal (e.g. the force) and its corresponding time-at-level, the time-related ”load criterion curve” is determined, as illustrated in Figure 2-1:
Figure 2-1. Load Criterion Curve
1. The threshold values are plotted on the ordinate, the times-at-level are plotted on the abscissa.
2. The maximum measured value and the time-at-level zero are assigned to the highest threshold value.
3. In a matrix with two columns and 101 rows, all the threshold values are stored in the first column, starting with the maximum value. All the threshold values in this column are equal to the preceding ones minus the quotient, which is the maximum value divided by 100. Zero is assigned to the threshold value in the last line.
Chapter 2 Description of the Neck Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 2-9
4. The largest continuous time interval in which the threshold value is exceeded by the measurement signal is determined for every threshold value in the first column. Use linear interpolation to determine the time interval, round it to the nearest millisecond, and enter it in the second column.
5. Every line in this matrix describes a value pair (point) that consists of the threshold value and the time at level – the ”load criterion curve” – which are plotted in a coordinate system (criterion graph) and thus compared to the injury assessment boundary. Times at level are only taken into account if they are less than 60 ms.
6. To compare the ”load criterion curve” to the injury assessment boundary, the ratio between the load criterion value and the injury assessment boundary value is determined for each value pair and multiplied by 100. The highest value determined is the “injury assessment reference” value and is entered in the coordinate system.
Cumulative CalculationIf the sampling rates are constant, the accumulated values can be calculated with the following algorithm:
1. Values in descending order
2. Value (sorted) after x ms is the y-value.
Determining Input Values—
Relevant Laws and Regulations❑ SAE J1727, 3.9
❑ EuroNCAP, Front Impact, 10.2.2
Chapter 2 Description of the Neck Criteria
2-10 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
NIC (front impact ECE) NIC is the abbreviation for Neck Injury Criterion.
DescriptionThe neck injury criteria are determined using the axial compression force Fz(-), the axial tensile force Fz (+), and the shear forces at the head/neck point Fx(+), in kN, as well as the duration of these forces, as illustrated in Figure 2-2.
Figure 2-2. Axial Neck Tensile Force and Neck Shear Force at the Side
Note Annex 3; 2.1.1 applies only for the Hybrid III 50% dummy.
Mathematical CalculationFor all the above-mentioned signals, the time-at-level (cf. Time At Level) is calculated and compared to the corresponding limits.
Determining Input ValuesThe measured values of the axial force Fz and the side shear force Fx, are filtered according to CFC1000 (cf. CFC filters).
Chapter 2 Description of the Neck Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 2-11
Relevant Laws and Regulations❑ Directive 96/79/EG, Annex II, 3.2.1.2
❑ Directive 96/79/EG, Annex II, Appendix 2, 2
❑ ECE-R94, 5.2.1.2
❑ ECE R94, Annex 4, 2
❑ SAE J1733
Chapter 2 Description of the Neck Criteria
2-12 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
NIC (front impact EuroNCAP)NIC is the abbreviation for Neck Injury Criterion.
DescriptionThe neck injury criteria are determined using the axial tensile force Fz(+), the shear forces at the head/neck point, Fx(+) and Fx (-), in kN, and the duration of these forces in milliseconds, as illustrated in Figures 2-3 to 2-5.
Figure 2-3. Shear Forces positive at the Head/Neck Point in X-Direction
Chapter 2 Description of the Neck Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 2-13
Figure 2-4. Shear Forces negative at the Head/Neck Point in Z-Direction
Note The dotted lines are determined from the Lower and Upper Limits, using linear scaling.
Figure 2-5. Tensile Forces at the Head/Neck Point in Z-Direction
Chapter 2 Description of the Neck Criteria
2-14 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
Mathematical CalculationFor all the above-mentioned signals, the cumulative time-at-level (cf. Time At Level) is calculated and compared to the limits.
Determining Input ValuesThe measured values of the axial force Fz and the side shear force Fx, are filtered according to CFC1000 (cf. CFC filters).
Relevant Laws and Regulations❑ EuroNCAP, Frontal Impact, 10.2
❑ SAE J1733
Chapter 2 Description of the Neck Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 2-15
NIC (front impact FMVSS)NIC is the abbreviation for Neck Injury Criterion.
DescriptionNIC is the criterion for neck injury. The NIC includes:(a) the criterion of the Normalized Neck Injury Criterion (Nij) and (b) the criterion of the limit value monitoring (peak tension and peak compression).
Mathematical Calculationa. cf. Nij
b. Table 2-3 shows the limits to be adhered to for each dummy type.
Determining Input ValuesThe measured values for limit monitoring are filtered in accordance with CFC1000 (cf. CFC filters).
Relevant Laws and Regulations❑ FMVSS 208 (May 2000), S6.6 (b)(c) (HYIII-50%)
❑ FMVSS 208 (May 2000), S15.3.6 (b)(c) (HYIII-5%)
❑ FMVSS 208 (May 2000), S19.4.4 (b)(c) (HYIII-12M)
❑ FMVSS 208 (May 2000), S21.5.5 (b)(c) (HyIII-3-year)
❑ FMVSS 208 (May 2000), S23.5.5 (b)(c) (HyIII-6-year)
❑ FMVSS 208 (May 2000), S25.4 (b)(c) (HyIII-5% Out of position)
Table 2-3. Limits for Various Dummy Types
Position Dummy typeFz [N]
Peak TensionFz [N]
Peak Compression
In Position Hybrid III, male 50% 4170 -4000
Hybrid III, female 5% 2620 -2520
Hybrid III; 6-year 1490 -1820
Hybrid III; 3-year 1130 -1380
CRABI; 12 months 780 -960
Out of Position Hybrid III, female 5% 2070 -2520
Chapter 2 Description of the Neck Criteria
2-16 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
NijNij is the abbreviation for Normalized Neck Injury Criterion and includes the 4 neck criteria (Neck Injury Predictor) NTE (tension-extension), NTF (tension-flexion), NCE (compression-extension), and NCF (compression-flexion).
DescriptionThe criteria for neck injuries are determined using the axial compression force, the axial tensile force, and the shearing forces at the transition from head to neck, expressed in kN, and the duration of these forces in ms. The neck bending moment criterion is determined by the bending moment, expressed in Nm, around a lateral axis at the transition from the head to the neck, and recorded.
Mathematical Calculation
The Nij value is calculated according to the equation:
withFz force at the transition from head to neck
Fzc critical force
MOCy Total Moment (see MOC)
Myc critical moment
Determining Input ValuesThe measured values of the tensile force and compression force are filtered in accordance with CFC 600. (cf. CFC filters). The Total Moment is calculated in accordance with MOC.
When the criteria are calculated, particular forces and moments are to be set at 0. This is an AND condition, i.e. if one of the summands is zero, the condition is also zero. This is displayed in Table 2-4:
NijFzFzc-------
MOCyMyc
--------------+=
Chapter 2 Description of the Neck Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 2-17
Table 2-5 shows the critical forces F zc and moments M yc for the ‘in position test‘ according to the dummy types.
Table 2-6 shows the critical forces F zc and moments M yc for the ‘out of position test‘ according to the dummy types.
Table 2-4. Forces and Moments
Criterion Nij Forces Moments
NCF Compression(force of pressure)F<0
Flexion (forwards bending)M>0
NCE Extension (backwards extension)M<0
NTF Tension (tensile force)F>0
Flexion (forwards bending)M>0
NTE Extension (backwards extension)M<0
Table 2-5. In position test
Dummy typeFzc [N] Tension
Fzc [N] a Compression
a. The negative signs of Fzc and Myc make positive Nij values (signal polarity in accordance with SAE J211 and SAE J1733).
Myc [Nm]Flexion
Myc [Nm] a
Extension
Hybrid III, male 50% 6806 -6160 310 -135
Hybrid III, female 5% 4287 - 3880 155 - 67
Table 2-6. Out of Position Test
Dummy typeFzc [N] Tension
Fzc [N] a Compression
a. The negative signs of Fzc and Myc make positive Nij values (signal polarity in accordance with SAE J211 and SAE J1733).
Myc [Nm]Flexion
Myc [Nm] a
Extension
Hybrid III, female 5% 3880 -3880 155 -61
Hybrid III; 6-year 2800 -2800 93 -37
Hybrid III; 3-year 2120 -2120 68 -27
Hybrid III; 12 months 1460 -1460 43 -17
Chapter 2 Description of the Neck Criteria
2-18 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
Relevant Laws and Regulations❑ FMVSS 208 (May 2000), S6.6
❑ FMVSS 208 (May 2000), S15.3.6
❑ FMVSS 208 (May 2000), S19.4.4
❑ FMVSS 208 (May 2000), S21.5.5
❑ FMVSS 208 (May 2000), S23.5.5
Publications:❑ Supplement: Development of Improved Injury Criteria for the
Assessment of Advanced Automotive Restraint Systems-II; Rolf Eppinger, Emily Sun, Shashi Kuppa (NTBRC) and Roger Saul (VRTC); March 2000 NHTSA
Chapter 2 Description of the Neck Criteria
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NIC (rear impact)NIC is the abbreviation for Neck Injury Criterion.
DescriptionThe criterion for the neck injury with a rear impact is expressed by the relative acceleration between the upper and lower neck acceleration, in m/s², and the relative velocity, in m/s.
Mathematical CalculationThe calculation of the NIC value is based on the equation:
with:
and
axT1 Acceleration of the first chest vertebra in x-direction [m/s²]
axHead Acceleration in x-direction at the height of the center of gravity
(c.o.g.) of the head [m/s²]
Determining Input ValuesThe measured values of the accelerations are filtered in accordance with CFC 180 (cf. CFC filters). The maximum value of NIC within an interval of 150 ms after the beginning of the sled acceleration schall be determined and documented as the NICmax value. If the head, after contacting the head restraint, reverses its direction of relative movement at a point in time before 150 ms, the upper end of the interval of NIC for the determination of NICmax shall be limited by this point in time.
NIC arelative 0⋅ 2 v2relative+,=
arelative axT1 ax
Head–=
vrelative arelative∫=
Chapter 2 Description of the Neck Criteria
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Relevant Laws and RegulationsThis injury criterion is in the research phase.
Publications:❑ A SLED TESTS PROCEDURE PROPOSAL TO EVALUATE THE
RISK OF NECK INJURY IN LOW SPEED REAR IMPACTS USING A NEW NECK INJURY CRITERION (NIC); Paper no. 98-S7-O-07; Ola Boström, Yngve Håland, Rikard Frediksson, Autoliv Research Sweden, Mats Y Svensoson Hugo Mellander, Chalmers University of Technology Sweden; 16 th ESV Conference; June 1-4, 1998 Windsor Canada
❑ EVALUATION OF THE APPLACABILITY OF THE NECK INJURY CRITERION (NIC) IN REAR END IMPACTS ON THE BASIS OF HUMAN SUBJECT TESTS; A.Eichberger, H. Steffan, B.Geigl, M.Svensson, O. Boström, P.E. Leinzinger, M.Darok; IRCOBI Conference – Göteborg, September 1998
❑ Proposal for the ISO/TC22N2071, ISO/TC22/SC10 (Collision Test Procedures): TEST PROCEDURE FOR THE EVALUATION OF THE INJURY RISK TO THE CERVICAL SPINE IN A LOW SPEED REAR END IMPACT; M. Muser, H. Zellmer, F. Walz, W. Hell, K. Langwieder, K. Steiner, H. Steffan; Rear end impact test procedure, working draft 5, 05/2001
Chapter 2 Description of the Neck Criteria
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NkmNkm in accordance with the 4 neck criteria Nfa (flexion-anterior), Nea (extension-anterior), Nfp (flexion-posterior), Nep (extension-posterior).
DescriptionThe criteria for neck injuries for rear impact are determined using the axial compression force or the axial tensile force x, and the shearing forces at the transition from head to neck, expressed in kN, and the duration of these forces in ms. The neck bending moment criterion is determined by the bending moment, expressed in Nm, around a lateral axis at the transition from the head to the neck, and recorded.
Mathematical Calculation
The Nkm value is calculated with the equation:
withFx force at the transition from head to neck
Fint critical force
MOCy total moment (see MOC)
Mint critical moment
Determining Input ValuesThe measured values of the tension are filtered in accordance with CFC 600. The measured values of the bending moment and the side shearing force are also filtered in accordance with CFC 600 (cf. CFC filters).
When the criteria are calculated, particular forces and moments are to be set at 0. This is an AND condition, i.e. if one of the summands is zero, the condition is also zero. This is displayed in Table 2-7:
Nkm t( )Fx t( )Fint
------------MOCy t( )Mint
--------------------+=
Chapter 2 Description of the Neck Criteria
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Table 2-8 shows the critical forces Fint and moments Mint for each dummy type.
Relevant Laws and Regulations❑ Working Group on Accident Mechanics
www.agu.ch
Publications:❑ A NEW NECK INJURY CRITERION CANDIDATE FOR
REAR-END COLLISIONS TAKING INTO ACCOUNT SHEAR FORCES AND BENDING MOMENTS (Schmitt, Muser, Niederer) ESV Conference 2001, Amsterdam NL
Table 2-7. Forces and Moments
Criterion Nkm Forces Moments
Nfa Anterior (head backwards, torso forwards)Fx>0
Flexion (forwards bending)My>0
Nea Extension (backwards extension)My<0
Nfp Posterior (head forwards, torso backwards)Fx<0
Flexion (forwards bending)My>0
Nep Extension (backwards extension)My<0
Table 2-8. Critical Forces and Moments
Dummy typeFint [N]
positive shearFint [N] a
negative shear
a. The negative signs of Fint and Mint make positive Nkm values (signal polarity in accordance with SAE J211 and SAE J1733).
Mint [Nm]Flexion
Mint [Nm] a
Extension
Hybrid III, male 50% 845 -845 88,1 -47,5
Chapter 2 Description of the Neck Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 2-23
LNL LNL is the abbreviation for the Lower Neck Load Index.
DescriptionThe risk of damaging the lower neck vertebrae in a rear-impact crash is highest when the forces and moments impact simultaneously.
Mathematical Calculation
The LNL value is calculated with the equation:
withMylower Moment in y-direction
Mxlower Moment in x-direction
Cmoment Critical moment
Fxlower Force in x-direction
Fylower Force in y-direction
Cshear Critical force
Fz Force in z-direction
Ctension Critical force
Note The formula applies for the Lower Neck Load Cell of the RID2 and Hybrid III.
• The result My can be corrected for the Hybrid III with the Denton 1794, FMVSS IF-210, and IF-219, MSC 4894 power cells, using the formula below:
• The My moment may not be corrected for RID2.
LNL index t( )–Mylower t( )2 Mxlower t( )2+
Cmoment----------------------------------------------------------------------
Fxlower t( )2 Fylower t( )2+
Cshear-------------------------------------------------------------------
Fzlower t( )Ctension
-------------------------+ +=
Mylowercorrected My 0 0282 Fx⋅,( ) 0 0508 Fz⋅,( )+ +=
Chapter 2 Description of the Neck Criteria
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Determining Input ValuesThe measured values for the forces and moments are filtered in accordance with CFC 600 (cf. CFC filters). This filtering applies separately from the filter classes specified in SAEJ211 (cf. Nij-FMVSS208).
Table 2-9 lists the critical forces and moments for the dummy type RID2.
Relevant Laws and Regulations❑ SAE J1727
❑ SAE J1733
❑ Denton Sign Convention for Load Cells
❑ AN EVALUATION OF EXISTING AND PROPOSED INJURY CRITERIA WITH VARIOUS DUMMIES TO DETERMINE THEIR ABILITY TO PREDICT THE LEVELS OF SOFT TISSUE NECK INJURY SEEN IN REAL WORLD ACCIDENTS; Frank Heitplatz et all; ESV Conference 2003
Table 2-9. Critical Forces and Moments for RID2
Cmoment Cshear Ctension
15 [Nm] 250 [N] 900 [N]
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 3-1
3Description of the Chest Criteria
The following chest criteria are described in this chapter:
• VC: Viscous Criterion (velocity of compression)
• THPC: Thorax Performance Criterion
• TTI(d): Thoracic Trauma Index (Thorax Trauma Index)
• ThAC: Thorax Acceptability Criterion
• CTI: Combined Thoracic Index
• ThCC (or TCC): Thoracic Compression Criterion
• RDC: Rib Deflection Criterion
Chapter 3 Description of the Chest Criteria
3-2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
VCVC is the abbreviation for Viscous Criterion (velocity of compression), and is also called the Soft Tissue Criterion.
DescriptionVC is an injury criterion for the chest area. The VC value [m/s] is the maximum crush of the momentary product of the thorax deformation speed and the thorax deformation. Both quantities are determined by measuring the rib deflection (side impact) or the chest deflection (frontal impact).
Note Only the crush is included in the calculation.
Mathematical CalculationThe calculation of the VC value is based on the equation:
In accordance with ECE-R94, ECE-R95 and EuroNCAP (front and side impact)
In accordance with SAE J1727: (Frontal impact)
with:
Y Thoracic deformation [m]
(dYCFCxxx/dt) Deformation velocity
Scalingfactor Scaling factor (see Table 3-1)
Defconst Dummy constant, i.e. depth or width of half the rib cage [mm] (see also determination of the input quantities (VC))
VC ScalingfactorYCFC180
Defconst-----------------------
dYCFC180
dt----------------------⋅ ⋅=
VC ScalingfactorYCFC600
Defconst-----------------------
dYCFC600
dt----------------------⋅ ⋅=
Chapter 3 Description of the Chest Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 3-3
The deformation speed is calculated in accordance with ECE R94:
with:
∆t Time interval between the single measurements in seconds
Note If required, the chest or rib crush/velocity can be calculated with the difference between opposite acceleration signals, using integration. This method is not included in any of the listed laws or guidelines.
Determining Input ValuesFiltering of the input values cf. Mathematical Calculation
Table 3-1 contains the scaling factor and the deformation constant (dummy constants) for each dummy type, in accordance with SAE J1727, 8/96.
Relevant Laws and Regulations❑ ECE R94, Directive 96/79/EG, Annex II, 3.2.1.5
❑ ECE R94, Directive 96/79/EG, Annex II, Appendix 2, 6.1-6.2
❑ ECE-R94, 5.2.1.4
❑ ECE R94, Annex 4, 3.2
❑ ECE R94, Annex 4, 6
❑ ECE R95, 5.2.1.2 b)
Table 3-1. Scaling Factor and Dummy Constants
Dummy type Scaling factorDeformation
constant [mm]
Hybrid III, male 95% 1,3 254
Hybrid III, male 50% 1,3 229
Hybrid III, female 5% 1,3 187
BioSID 1,0 175
EuroSID-1 1,0 140
ES-2 1,0 140
SID-IIs 1,0 138
dY t[ ] CFC180
dt----------------------------- V t[ ] 8 Y t ∆t ] Y t ∆t ] )– Y t 2∆t ] Y t 2∆t ] )–[–+[(–[–+[(
12∆t-----------------------------------------------------------------------------------------------------------------------------------= =
Chapter 3 Description of the Chest Criteria
3-4 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
❑ ECE R95, Annex 4, Appendix 1, 2.2
❑ ECE R95, Annex 4, Appendix 2
❑ Directive 96/27 EG Annex 2, 3.2.1.2 b)
❑ Directive 96/27 EG Annex 1, Appendix 1, 2.2
❑ Directive 96/27 EG Annex 1, Appendix 2
❑ SAE J211, 9.4.3
❑ SAE J1727, 3.8.1
❑ EuroNCAP, Front Impact, 10.3
❑ EuroNCAP, Side Impact, 10.3
Chapter 3 Description of the Chest Criteria
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THPCTHPC is the abbreviation for Thorax Performance Criterion.
DescriptionTHPC is the criterion for chest strain with side impact. The two elements of the THPC are the rib deflection criterion (RDC) and the viscous criterion (VC).
Mathematical Calculationcf. RDC and VC
Determining Input Valuescf. RDC and VC
Relevant Laws and Regulations❑ ECE-R95, 5.2.1.2
❑ ECE R95, Annex 4, Appendix 1, 2
❑ Directive 96/27 EG Annex 2, 3.2.1.2
❑ Directive 96/27 EG Annex 1, Appendix 1, 2
❑ Directive 96/27 EG Annex 1, Appendix 2
Chapter 3 Description of the Chest Criteria
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TTI(d)TTI(d) is the abbreviation for Thoracic Trauma Index (Thorax Trauma Index).
DescriptionThe thorax trauma index is an injury criterion for the thorax in the case of a side impact. The TTI(d) is the mean of the maximum acceleration of the abdominal spine (12th spinal segment) and the higher of the two values for the maximum acceleration of the upper (8th) and lower (4th) ribs.
Mathematical Calculation
The calculation of the TTI value is based on the equation:
with:
Determining Input ValuesPreprocessing of the acceleration data from the sensors (cf. FIR100 filters):
1. Filtering with CFC180 (cf. CFC filters)
2. Reduction of the sampling rate to 1600 Hz
3. Removal of bias
4. Filtering with FIR100
5. Transferring the reduced sampling rate to the original sampling rate (oversampling, only SAE)
A(upr.rib) Maximum acceleration of the upper rib; [g]
A(lwr.rib) Maximum acceleration of the lower rib; [g]
A(max.rib) Maximum of A(upr.rib) and A(lwr.rib); [g]
A(lwr.spine) Maximum acceleration of the lower spine; [g]
TTI d( ) A max rip,( ) A lwr spine,( )+2
------------------------------------------------------------------------=
A max rip,( ) max A upr rip,( ) A lwr rip,(,{ }=
Chapter 3 Description of the Chest Criteria
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Due to the sign regulations in SAE J1733, the acceleration values have to be positive absolute maximum values. If the test data is to be evaluated with negative abs. maximum values, the measurement data must first be inverted.
The calculation must use the original measurement data, not selected data sections, otherwise the digital filters may have differing transient responses.
Relevant Laws and Regulations❑ FMVSS 214, S5.1
❑ FMVSS 214, S6.13.5
❑ SAE J1727, 3.5
Chapter 3 Description of the Chest Criteria
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ThACThAC is the abbreviation for Thorax Acceptability Criterion.
DescriptionThis criterion is determined using the absolute value of the acceleration expressed in units of earth acceleration and the acceleration duration expressed in ms.
Mathematical Calculationcf. Xms
Determining Input ValuesThe measured values of acceleration of gravity are filtered in accordance with CFC 180 (cf. CFC filters).
Relevant Laws and Regulations❑ ECE-R80, Annex 1, 1.1.2.1.2
❑ ECE-R80, Annex 4, 2
Chapter 3 Description of the Chest Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 3-9
CTICTI is the abbreviation for Combined Thoracic Index.
DescriptionThe Combined Thoracic Index represents an injury criterion for the chest area in case of a frontal impact. The CTI is the evaluated 3 ms value from the resultant acceleration of the spinal cord and the deflection of the chest.
Mathematical CalculationThe calculation of the CIT value is based on the equation:
with:
Determining Input ValuesThe measured values of the acceleration are filtered according to CFC180 and those of the displacement according to CFC600 (cf. CFC filters).
In Table 3-2, the critical 3 ms Aint and the critical deflection Dint is given for each dummy type.
Amax 3 ms value (single peak) of the resultant acceleration of the spinal cord [g]
Aint Critical 3 ms values [g]
Dmax Deflection of the chest [mm]
Dint Critical deflection [mm]
Table 3-2. Critical 3 ms Value and Critical Deflection
Dummy type Aint [g] Dint [mm]
Hybrid III, male 50% 85 102
Hybrid III, female 5% 85 83
Hybrid III; 6-year 85 63
Hybrid III; 3-year 70 57
CRABI; 12 months 55 49
CTIAmaxAint-----------
DmaxDint------------
+=
Chapter 3 Description of the Chest Criteria
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Relevant Laws and Regulations
Note This criterion is not included in the actual standard!
❑ FMVSS 208 proposal (September 1998), S6.6
❑ FMVSS 208 proposal (September 1998), S15.3
❑ FMVSS 208 proposal (September 1998), S19.4
❑ FMVSS 208 proposal (September 1998), S21.5
❑ FMVSS 208 proposal (September 1998), S23.5
Chapter 3 Description of the Chest Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 3-11
ThCC (or TCC)ThCC (or TCC) is the abbreviation for Thoracic Compression Criterion.
DescriptionThCC is the criterion of the compression of the thorax between the sternum and the spine and is determined using the absolute value of the thorax compression, expressed in mm.
Mathematical Calculation—
Determining Input ValuesThe measured values for the chest deflection are filtered in accordance with CFC180 (cf. CFC filters).
Relevant Laws and Regulations❑ ECE-R94, 5.2.1.4
❑ ECE R94, Annex 4, 3
❑ Directive 96/79/EG, Annex II, 3.2.1.4
❑ Directive 96/79/EG, Annex II, Appendix 2, 3.1
Note In the German directives this criterion was called TCC, but it was called ThCC in the English directives.
Chapter 3 Description of the Chest Criteria
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RDCRDC is the abbreviation for Rib Deflection Criterion.
DescriptionRDC is the criterion for the deflection of the ribs, expressed in mm, in a side impact collision.
Mathematical Calculation—
Determining Input ValuesThe measured values for rib deflection are filtered in accordance with CFC180 (cf. CFC filters).
Relevant Laws and Regulations❑ ECE R95, 5.2.1.2 a)
❑ ECE R95, Annex 4, Appendix 1, 2.1
❑ Directive 96/27 EG Annex 2, 3.2.1.2. a)
❑ Directive 96/27 EG Annex 1, Appendix 1, 2.1
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 4-1
4Description of the Criteria for the Lower Extremities
The following criteria for the lower extremities are described in this chapter:
• APF: Abdominal Peak Force
• PSPF: Pubic Symphysis Peak Force
• FFC (ECE): Femur Force Criterion
• FFC (EuroNCAP): Femur Force Criterion
• TI: Tibia Index
• TCFC: Tibia Compression Force Criterion
Chapter 4 Description of the Criteria for the Lower Extremities
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APFAPF is the abbreviation for Abdominal Peak Force. This is a criterion for the European side impact regulations.
DescriptionAPF is the maximum side abdominal strain criterion. It is the highest value of the sum of the three forces [kN] that are measured on the impact side.
Mathematical Calculation
Determining Input ValuesThe measured values for the abdominal strain are filtered in accordance with CFC 600 (cf. CFC filters).
Relevant Laws and Regulations❑ ECE-R95, 5.2.1.4
❑ ECE R95, Annex 4, Appendix 1, 3
❑ Directive 96/27 EG Annex 2, 3.2.1.4
❑ Directive 96/27 EG Annex 1, Appendix 1, 3
APF max FyFront FyMiddle FyRear+ +=
Chapter 4 Description of the Criteria for the Lower Extremities
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 4-3
PSPFPSPF is the abbreviation for Pubic Symphysis Peak Force.
DescriptionPSPF is the criterion for pelvic strain during side impact and is determined by the maximum strain on the pubic symphysis, expressed in kN.
Mathematical Calculation—
Determining Input ValuesThe measured values for the pelvic strain are filtered in accordance with CFC 600 (cf. CFC filters).
Relevant Laws and Regulations❑ ECE R95, 5.2.1.3
❑ ECE R95, Annex 4, Appendix 1, 4
❑ Directive 96/27 EG Annex 2, 3.2.1.3
❑ Directive 96/27 EG Annex 1, Appendix 1, 4
Chapter 4 Description of the Criteria for the Lower Extremities
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FFC (ECE)FFC is the abbreviation for Femur Force Criterion.
DescriptionFFC is the criterion of the force acting on the femur Fz(-) and is determined by the compression stress in kN that is transmitted axially on each femur of the dummy as well as the duration of action of the compression force in ms.
Figure 4-1. Pressure on the Thigh
Note The pressure is entered as a positive value in the diagram.
Mathematical Calculationcf. Time At Level
Note The time-at-level is calculated cumulatively (cf. FFC (EuroNCAP)).
Determining Input ValuesThe measured values for the axial force of pressure are filtered in accordance with CFC600 (cf. CFC filters).
Chapter 4 Description of the Criteria for the Lower Extremities
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 4-5
Relevant Laws and Regulations❑ ECE-R94, 5.2.1.6
❑ ECE R94, Annex 4, 4
❑ Directive 96/79/EG, Annex II, 3.2.1.6
❑ Directive 96/79/EG, Annex II, Appendix 2, 4.1
Chapter 4 Description of the Criteria for the Lower Extremities
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FFC (EuroNCAP)FFC is the abbreviation for Femur Force Criterion
DescriptionFFC is the criterion of the force acting on the femur Fz(-) and is determined by the compression stress in kN that is transmitted axially on each femur of the dummy as well as the duration of action of the compression force in ms.
Figure 4-2. Cumulative Exceedence Limits
Note The dotted lines are determined from the Lower and Upper Limits, using linear scaling.
Mathematical Calculationcf. Time At Level
Note The time-at-level is calculated cumulatively.
Determining Input ValuesThe measured values for the axial force of pressure are filtered in accordance with CFC600 (cf. CFC filters).
Chapter 4 Description of the Criteria for the Lower Extremities
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 4-7
Relevant Laws and Regulations❑ EuroNCAP, Frontal Impact Testing Protocol, Version 4.0; January
2003
Chapter 4 Description of the Criteria for the Lower Extremities
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TITI is the abbreviation for the Tibia Index.
DescriptionThe Tibia Index (TI) is an injury criterion for the lower leg area. It involves the bending moments around the x and y-axes as well as the axial force of pressure in the z direction at the top or bottom end of the tibia. When a ”single-moment transducer” is used, the absolute measured value is valid for the calculation. If there are two directions, the resultant moment is to be calculated and used.
Mathematical CalculationThe tibia index (TI) is calculated in accordance with:
with:
Mx Bending moment [Nm] around the x-axis
My Bending moment [Nm] around the y-axis
(Mc)R Critical bending moment; cf. the table 4-1
Fz Axial compression [kN] in z-direction
(Fc)z Critical compression force in z-direction; cf. the table 4-1
TI MRMC )R(
----------------FZFC )Z(
---------------+=
MR Mx )2( My( )2
+=
Chapter 4 Description of the Criteria for the Lower Extremities
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 4-9
Determining Input ValuesThe measured values of the bending moment and the axial force of pressure are filtered in accordance with CFC600 (cf. CFC filters).
Table 4-1 contains the critical bending moment and the critical compression force for each dummy type, in accordance with SAE J1727, 3.11.
Figure 4-3 shows the possible forces and moments of a lower leg (using the example of a Hybrid III dummy, lower left leg) for calculating the Tibia Index.
Figure 4-3. Forces and Moments Affecting the Lower Leg
Table 4-1. Critical Bending Moment and Compression Force
Dummy typeCritical bending moment
[Nm]Crit. compression
force [kN]
Hybrid III, male 95% 307,0 44,2
Hybrid III, male 50% 225,0 35,9
Hybrid III, female 5% 115,0 22,9
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Chapter 4 Description of the Criteria for the Lower Extremities
4-10 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
with
Table 4-2 shows the differences in calculation of the upper or lower Tibia Index with a 5-channel and a 6-channel lower leg.
TIBILEUPH3M0X Bending moment about the x-axis, upper tibia
TIBILEUPH3M0Y Bending moment about the y-axis, upper tibia
TIBILEUPH3F0X axial compression force in x-direction, upper tibia
TIBILEUPH3F0Y axial compression force in y-direction, upper tibia
TIBILEUPH3F0Z axial compression force in z-direction, upper tibia
TIBILELOH3M0X Bending moment about the x-axis, lower tibia
TIBILELOH3M0Y Bending moment about the y-axis, lower tibia
TIBILELOH3F0X axial compression force in x-direction, lower tibia
TIBILELOH3F0Y axial compression in y-direction, lower tibia
TIBILELOH3F0Z axial compression force in z-direction, lower tibia
Table 4-2. Calculation of Tibia Indices for 5 and 6-Channel Lower Leg
5-channel lower leg 6-channel lower leg
Values TIBILEUPH3M0XTIBILEUPH3M0XTIBILELOH3F0X or TIBILELOH3F0YTIBILELOH3F0ZTIBILELOH3M0X or TIBILELOH3M0Y
TIBILEUPH3F0ZTIBILEUPH3M0XTIBILEUPH3M0XTIBILELOH3F0ZTIBILELOH3M0XTIBILELOH3M0Y
Upper tibia
Resultant moment
Axial compression force Fz=TIBILELOH3FOZ Fz=TIBILEUPH3FOZ
Lower tibia
Resultant moment MR=|TIBILELOH3MOX| orMR=|TIBILELOH3MOY|
Axial compression force Fz=TIBILELOH3FOZ Fz=TIBILELOH3FOZ
( ) ( )M TIBILEUPH3M0X TIBILEUPH3M0YR2 2= + ( ) ( )M TIBILEUPH3M0X TIBILEUPH3M0YR
2 2= +
( ) ( )M TIBILELOH3M0X TIBILELOH3M0YR2 2= +
Chapter 4 Description of the Criteria for the Lower Extremities
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 4-11
Table 4-3 shows the differences in the calculation of the upper or lower tibia-index with two different 8-channel lower legs.
The axial compression force Fz in the z-direction can be measured in the upper or lower tibia, according to Annex 4, 5.2.
Relevant Laws and Regulations❑ ECE-R94, 5.2.1.8
❑ ECE R94, Annex 4, 5.2
❑ Directive 96/79/EG, Annex II, 3.2.1.8
❑ Directive 96/79/EG, Annex II, Appendix 2, 5.2
❑ SAE J1727, 3.11
❑ SAE J211, Table 1
❑ EuroNCAP, Front Impact, 10.6
Table 4-3. Calculation of Tibia Indices for 8-Channel and Lower Leg
8-channel lower leg 8-channel lower leg
Values TIBILEUPH3F0XTIBILEUPH3F0ZTIBILEUPH3M0XTIBILEUPH3M0XTIBILELOH3F0XTIBILELOH3F0ZTIBILELOH3M0XTIBILELOH3M0Y
TIBILEUPH3F0XTIBILEUPH3F0ZTIBILEUPH3M0XTIBILEUPH3M0XTIBILELOH3F0XTIBILELOH3F0YTIBILELOH3M0XTIBILELOH3M0Y
Upper tibia
Resultant moment
Axial compression force Fz=TIBILELOH3FOZ Fz=TIBILELOH3FOZ
Lower tibia
Resultant moment
Axial compression force Fz=TIBILELOH3FOZ Fz=TIBILELOH3FOZ
( ) ( )M TIBILEUPH3M0X TIBILEUPH3M0YR2 2= + ( ) ( )M TIBILEUPH3M0X TIBILEUPH3M0YR
2 2= +
( ) ( )M TIBILELOH3M0X TIBILELOH3M0YR2 2= + ( ) ( )M TIBILELOH3M0X TIBILELOH3M0YR
2 2= +
Chapter 4 Description of the Criteria for the Lower Extremities
4-12 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
TCFCTCFC is the abbreviation for Tibia Compression Force Criterion.
DescriptionTCFC is the criterion for the tibia strain and is the force of pressure Fz, expressed in kN, that is transferred axially to each tibia on the test dummy (cf. TI).
Mathematical Calculation—
Determining Input ValuesThe measured values for the axial force of pressure are filtered in accordance with CFC600 (cf. CFC filters).
Relevant Laws and Regulations❑ ECE-R94, 5.2.1.7
❑ ECE R94, Annex 4, 5.1
❑ Directive 96/79/EG, Annex II, 3.2.1.7
❑ Directive 96/79/EG, Annex II, Appendix 2, 5.1
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 5-1
5Description of Additional Criteria
The following chest criteria are described in this chapter:
• Xms: Generalization of the 3ms value
• Xg: Time range for an acceleration greater than xg
• Acomp: Average Acceleration During Compression Phase
• Pulse Test: Deceleration corridor for trolley
• Gillis Index: ID number for assessing vehicle safety in front impact.
• NCAP: New Car Assessment Program
• EuroNCAP: European New Car Assessment Program
• SI: Severity Index
• Integration: Integration method used
• Differentiation: Differentiation method used
• CFC filters: Channel Frequency Class
• FIR100 filter: Finite Impulse Response
Chapter 5 Description of Additional Criteria
5-2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
XmsXms is a generalization of the 3ms value.
DescriptionThe xms value is the highest amplitude in a measured signal that lasts x milliseconds. The Xms value specifies either as a single peak (SAE), or multiple peaks (ECE-R94, FMVSS). In the cumulative calculation, separate periods of the measurement signal are added, until x milliseconds are reached.
Mathematical CalculationThe xms value can be calculated using one peak, as shown in Figures 5-1 and 5-2, or using several peaks, as shown in Figure 5-3.
Figure 5-1. Xms Calculation in One Peak
Chapter 5 Description of Additional Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 5-3
Case 5-2 is an exception and may have a total time of >xms.
Figure 5-2. Xms Calculation in a Stepped Peak
Since the SAE prescribes a time span of at least x ms, the total time (4.5 ms) has to be specified, as shown in Figure 5-2.
Figure 5-3. Xms Calculation with Several Peaks
Chapter 5 Description of Additional Criteria
5-4 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
If the sampling rates are constant, the calculation of the accumulated xms value shown in Figure 5-3 can be based on the following algorithm:
1. Acceleration values in descending order
2. Acceleration value (sorted) after x ms is the required xms value.
During calculations in accordance with ECE R94, the rebound movement of the head is not to be taken into account.
Determining Input ValuesThe measured values are to be filtered in accordance with the legally prescribed filter classes.
Relevant Laws and Regulations❑ Directive 96/79/EG, Annex 2, 3.2.1.1
❑ ECE R94, Annex 3, 5.2.1
❑ ECE R94, Annex 4, 1.3
❑ ECE-R80, Annex 4, 2.1
❑ ECE R44, 7.1.4.2.1
❑ ECE R44, 7.1.4.2.2
❑ ECE-R12, 5.3
❑ ECE-R17, 5.1.3.1
❑ ECE R25, Annex 6, 2
❑ FMVSS 208 (May 2000), S15.3.3
❑ FMVSS 208 (May 2000), S19.4.3
❑ FMVSS 208 (May 2000), S21.5.3
❑ FMVSS 208 (May 2000), S23.5.3
❑ SAE J1727, 3.4
❑ ADR69/00, 5.3.2
❑ NHTSA 49 CFR 571[Docket No. 92-28; Notice8],[RIN No. 2127-AG07]; S5.1 (b)
❑ NHTSA 49 CFR 571,572,589[Docket No. 92-28; Notice7],[RIN No. 2127-AB85]; S5.1 (b)
❑ EURO NCAP, Front Impact, 10, 10.1
❑ EURO NCAP, Side Impact, 10, 10.1
Chapter 5 Description of Additional Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 5-5
❑ EURO NCAP, Pole Side Impact, 10, 10.1
❑ EURO NCAP, Assessment Protocol , 5
Chapter 5 Description of Additional Criteria
5-6 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
Xg
DescriptionThe Xg value is the time range for an acceleration that is greater than X[g] was.
Mathematical CalculationThe Xg-value is determined either individually (single peak) or cumulatively (multiple peaks) and is the time range in which the resultant head acceleration was greater than X[g].
In the cumulative calculation, disconnected time ranges for which the resultant head acceleration was greater than X[g], are added up.
Determining Input Values—
Relevant Laws and Regulations❑ ECE-R12, 5.3
❑ ECE-R17, 5.1.3.1
❑ ECE-R24
❑ ECE-R96, 3.2.1.1
❑ ADR69/00, 5.3.2
Chapter 5 Description of Additional Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 5-7
AcompAcomp is the abbreviation for Average Acceleration During Compression Phase.
DescriptionIn a front impact crash, the mean acceleration during the deformation phase is calculated for the vehicle acceleration in the x-direction.
Mathematical CalculationThe calculation is done in the following steps:
1. Integration of the acceleration with the starting speed
2. Defining the first point in time t1
3. Alternative 1 in Figure 5-4: Determining a point of intersection t2 of the determined velocity with the abscissa (time axis).
Figure 5-4. Alternative 1: Point of Intersection t2 of the Velocity with the Time Axis
Alternative 5.08 cm Figure 5-5: The point of inflection of the velocity is determined. (The point of inflection is the first maximum of the acceleration). The point of intersection t2 of the tangent with the abscissa (time axis) is determined.
Chapter 5 Description of Additional Criteria
5-8 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
Figure 5-5. Alternative 2: Point of Intersection t2 of the Tangent to the Time Axis
4. The acceleration signal is filtered with CFC60 (cf. CFC filters).
5. The mean acceleration of the signal filtered with CFC60 is found between the specified point in time t1 and the determined time t2.
Determining Input ValuesThe measured values of the acceleration are filtered in accordance with CFC180 (cf. CFC filters).
Relevant Laws and Regulations❑ Company standards
Chapter 5 Description of Additional Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 5-9
Pulse TestDeceleration corridor for Trolley
DescriptionIn sled tests, you check whether the measured acceleration is within a specific corridor, as shown in Figures 5-6 to 5-11.
Figure 5-6. Corridor for ECE-R44; Annex 7; Appendix 1
Figure 5-7. Corridor for ECE R44; Annex 7; Appendix 2
Chapter 5 Description of Additional Criteria
5-10 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
Figure 5-8. Corridor for ECE R16
Figure 5-9. Corridor for ECE R80; Annex 4; Figure 1
Figure 5-10. Corridor for FMVSS 208; S13.1; Figure 6
0 25 50 75 100 125Time in ms
-20
-15
-10
-5
0
Acce
l er a
tion
inG
s
A
B C
DHE
F G
Chapter 5 Description of Additional Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 5-11
Figure 5-11. Acceleration Impulse of Test Sled in Accordance with EN 1789and DIN 75302, Figure 7
Mathematical CalculationThe test must determine whether straight lines between two points exceed the specified range, not only whether the points themselves are within the given range, as shown in Figure 5-12.
Figure 5-12. Points and Connecting Lines Must be Within the Corridor.
Determining Input ValuesThe measured values of the acceleration are filtered in accordance with CFC60 (cf. CFC filters).
Chapter 5 Description of Additional Criteria
5-12 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
Relevant Laws and Regulations❑ ECE R16; Annex 8
❑ ECE R44; Annex 7
❑ ECE R80; Annex 4; Figure 1
❑ FMVSS 208; S13.1
❑ EN 1789
❑ DIN75302
Chapter 5 Description of Additional Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 5-13
Gillis Index
DescriptionThe Gillis index is a characteristic value for the assessment of the vehicle security during frontal impact. To calculate the Gillis index, the acceleration measurement points of the head and thorax are required as well as the forces on the femur of the driver and the passenger.
Mathematical Calculation1. Calculate the HIC value and the HIC36 value for the driver and the
passenger.
2. Determine the 3ms values of the resultant thorax acceleration for driver and passenger.
3. Determine the absolute maxima of the forces on the femur of the driver and the passenger.
The Gillis index is calculated in accordance with:
The Gillis-Index for 36 milliseconds is calculated according to:
G HICF DF
9 80665,---------------------- 16 7 3
4---⋅,⋅ FF l, FF r,
+4 448232,
----------------------------- 0 444-⋅,⋅+ +=
12--- HICB DB
9 80665,---------------------- 16 7 3
4---⋅,⋅ FB l, FB r,
+4 448232,
----------------------------- 0 44 14---⋅,⋅+ +
G36 HIC36F DF
9 80665,---------------------- 16 7 3
4---⋅,⋅ FF l, FF r,
+4 448232,
----------------------------- 0 444-⋅,⋅+ +=
12--- HIC36B DB
9 80665,---------------------- 16 7 3
4---⋅,⋅ FB l, FB r,
+4 448232,
----------------------------- 0 44 14---⋅,⋅+ +
Chapter 5 Description of Additional Criteria
5-14 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
with:
Determining Input Valuescf. HIC and Xms
Relevant Laws and Regulations
Indices F: Driver, B: Passenger, l: left, r: Right
HIC HIC value
HIC36 HIC36 value
D 3ms value of the resultant thorax acceleration
F Absolute maxima of the forces on the femur
Chapter 5 Description of Additional Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 5-15
NCAPNCAP is the abbreviation for New Car Assessment Program.
DescriptionIn order to evaluate the test results, the probabilities of head and thorax injuries according to Mertz (GM) and Prasad (Ford) are used.
Mathematical CalculationThe likelihood of head injuries is calculated according to:
with: HIC36 HIC36 value
The probability of thorax injuries is calculated in accordance with:
with: achest, 3ms 3 ms value for chest acceleration
If head and thorax injuries occur simultaneously, a combined probability is calculated in accordance with:
The following classification is determined with the determined probability of Pcombined:
0,00>Pcombined ≤ 0,10 ∗∗∗∗∗0,10 < Pcombined ≤ 0,20 ∗∗∗∗0,20 < Pcombined ≤ 0,35 ∗∗∗0,35 < Pcombined ≤ 0, 45 ∗∗0 ,00>Pcombined ≥ 0,45 ∗
Phead 1 5 02 0 00351 HIC36⋅,( )–,( )exp+[ ] 1–=
Pchest 1 5 55 0 0693, achest 3ms,⋅( ) )–,(exp+[ ] 1–=
Pcombined Phead Pchest Phead Pchest⋅( )–+=
Chapter 5 Description of Additional Criteria
5-16 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
Determining Input Values—
Relevant Laws and Regulations❑ Refer to the Internet address www.nhtsa.dot.gov/cars/testing/ncap for
more information.
Chapter 5 Description of Additional Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 5-17
EuroNCAPEuroNCAP is the abbreviation for European New Car Assessment Program.
DescriptionVehicles are assessed and given stars that indicate the level of safety. The following tests are performed:
• Front Impact
• Side Impact
• Pole Side Impact
• Pedestrian Test
Mathematical Calculation
A EuroNCAP spreadsheet shows the test results as points.
Determining Input Values—
Relevant Laws and Regulations❑ European New Car Assessment Programme
❑ Refer to the Internet address www.euroncap.com for more information.
33 - 40 points ∗∗∗∗∗25 - 32 points ∗∗∗∗17 - 24 points ∗∗∗9 - 16 points ∗∗1 - 8 points ∗
0 points
Chapter 5 Description of Additional Criteria
5-18 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
SISI is the abbreviation for the Severity Index.
DescriptionThe SI value assesses the danger of a chest injury (obsolete, similar to HIC {head injury}). This procedure is based on the Wayne-State Curve of Human Tolerance of the human head.
Mathematical CalculationThe incremental SI value is calculated in accordance with:
with:
The cumulative SI value is calculated in accordance with:
with j = 2,3, ... T
Determining Input Values—
Relevant Laws and Regulations❑ SAE J885
j j=1,2, ... T
T Length of the data set
N Values per ms
Ai i-th value of acceleration signal
SIjinc 1
1000------------N 0 5 Ai
2 5, Ai 1+2 5,
+( )⋅,i N j 1–( ) 1–=
Nj
∑=
SI1cum SI1
inc=
SIjcum SIj 1–
cum SIjinc
+=
Chapter 5 Description of Additional Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 5-19
Integration
DescriptionAll those numeric integration processes (differentiation processes) are suitable, which return the starting values after an integration followed by differentiation or a differentiation with a subsequent integration.
Mathematical Calculation—
Determining Input Values
Note Note that numerical integration routine results are incorrect if there is an offset in the data set.
Relevant Laws and Regulations❑ SAE J1727, 3.1
Chapter 5 Description of Additional Criteria
5-20 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
Differentiation
DescriptionAll those numeric differentiation processes (integration processes) are suitable, which return the starting values after an integration followed by differentiation or a differentiation with a subsequent integration.
Mathematical CalculationThe differentiation method in accordance with ECE R94 is (cf. VC):
with:
∆t time interval between the single measurements in seconds
Determining Input Values—
Relevant Laws and Regulations❑ ECE R94, Annex 4, 6.2
❑ Directive 96/79/EG, Annex II, Appendix 2, 6.2
❑ SAE J1727, 3.1
tdd y t[ ] V t[ ] 8 Y t ∆t+[ ](⋅ Y t ∆t–[ ] )– Y t 2∆t+[ ] Y t 2∆t–[ ] )–(–
12∆t--------------------------------------------------------------------------------------------------------------------------------------= =
Chapter 5 Description of Additional Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 5-21
CFC filtersCFC is the abbreviation for Channel Frequency Class
DescriptionThe CFC filters are analog or digital filters. The filters can be phased or un-phased. The filter types usually used are listed in Table 5-1.
Mathematical CalculationIn accordance with SAE J211, a 4-channel Butterworth low pass with linear phase and special starting conditions is used as a digital filter.
The filter sequence is described by the following difference equation:
Table 5-1. Filter Types
Filter type Filter parameters
CFC60 3 dB limit frequency 100Hz
Stop damping -30 dB
Sampling frequency at least 600 Hz
CFC180 3 dB limit frequency 300Hz
Stop damping -30 dB
Sampling frequency at least 1800 Hz
CFC600 3 dB limit frequency 1,000Hz
Stop damping -40 dB
Sampling frequency at least 6 khz
CFC1000 3 dB limit frequency 1,650Hz
Stop damping -40 dB
Sampling frequency at least 10 khz
Y t[ ] a0X t[ ] a1X t 1–[ ] a2X t 2–[ ] b1Y t 1–[ ] b2Y t 2–[ ]+ + + +=
Chapter 5 Description of Additional Criteria
5-22 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
The filter constants are calculated in accordance with:
with:
The difference equation describes a two-channel filter: To realize a four-channel filter, the data of the two-channel filter has to run twice: once forwards and once backwards, to prevent phase displacements.
X[t] Input data sequence
Y[t] Filtered output data sequence
a0, a1, a2, b1, b2 Filter constants varying with CFC
T Sampling rate in seconds
wd 2π CFC 2 0775,⋅ ⋅=
wawdT2---sin
wdT2---cos
-------------------=
a0wa
2
1 2w+ a wa2
+------------------------------------=
a1 2a0=
a2 a0=
b12 wa
2 1–( )–
1 2w+ a wa2
+------------------------------------=
b21– 2wa wa
2–+
1 2wa wa2
+ +----------------------------------------=
Chapter 5 Description of Additional Criteria
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 5-23
Note The filter constant wd is calculated differently to SAE J211 in the ISO 6487 sample code:
is
Determining Input Values—
Relevant Laws and Regulations❑ SAE J211, 9.4.1
❑ SAE J211, 3.95, Appendix C
❑ ISO 6487, 4.5
❑ ISO 6487, 5.8
wd 2π CFC 1 25, 53---⋅ ⋅ ⋅=
wd 2π CFC 2 0833,⋅ ⋅=
Chapter 5 Description of Additional Criteria
5-24 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
FIR100 filterFIR is the abbreviation for Finite Impulse Response
DescriptionFIR filters are digital filters.
Mathematical CalculationFilter characteristics in accordance with FMVSS 214, S6.13.5.4
• Passband frequency 100 Hz
• Stopband frequency 189 Hz
• Stopband gain) -50 dB
• Passband ripple 0.0225 dB
NHTSA algorithm for FIR100:
• CFC180 unphased
• Subsampling to 1600 Hz
• Removal of bias
• FIR filters in accordance with filter characteristic FMVSS 214
• Oversampling to original sampling rate
Determining Input Values—
Relevant Laws and Regulations❑ FMVSS 214, S6.13.5.4
❑ SAE J1727, 3.5
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 6-1
6Legislation and Directives
The legislation and directives are written as follows:
European Legislation❑ ECE-R80 (May 2001)
❑ ECE-R94 (June 2000)
❑ Directive 96/79/EG (16th December 1996)
❑ ECE-R95 (May 2001)
❑ Directive 96/27/EG (20th May 1996)
American LegislationFederal Motor Vehicle Safety Standard (49 CFR Part 571)❑ FMVSS 201 (10/2001)
❑ FMVSS 208 (5/2000)
❑ FMVSS 214
Current American stipulations are also available in the Internet: www.access.gpo.gov/nara/cfr
Standards and Directives❑ SAE J1727 (8.96)
❑ SAE J1733 (12.94)
❑ SAE J2052 (3.90)
❑ SAE J211 (3.95)
❑ ISO 6487 (07.87)
❑ ISO TS 13499:2002
❑ DIN 75302
❑ EN 1789
Chapter 6 Legislation and Directives
6-2 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
❑ EuroNCAP (Version 4.0, January 2003); European New Car Assessment Programme, www.euroencap.com/testprocedures
❑ Robert A. Denton, Sign Conventions for Load Cells (S.A.E. J-211) Rev. 27AUG02
© Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2 6-3
Lim
its
Tabl
e 6-
1. C
riter
ia fo
r Diff
eren
t Tes
t Typ
es
Typ
eA
mer
ica
Eur
ope
Oth
er m
etho
dsF
MV
SS20
8F
MV
SS21
4N
CA
PE
CE
-R94
96/7
9/E
GE
CE
-R95
96/2
7/E
GE
uroN
CA
PE
uroN
CA
PE
uroN
CA
PA
DA
CA
MuS
Fro
nt I
mpa
ctSi
de I
mpa
ctF
ront
/ Si
de-I
mpa
ctF
ront
OD
BSi
de O
DB
Fro
nt I
mpa
ctSi
de I
mpa
ctSi
de P
ole
Fro
nt/ S
ide
Impa
ctF
ront
/ Sid
e Im
pact
Val
idit
yN
PR
M
12.5
.00
NP
RM
18
.9.9
819
72Fr
om 1
998
From
199
8Fr
om 2
003
From
200
3Fr
om 2
003
Vel
ocit
y56
/48
km/h
54 k
m/h
56/6
1 km
/h56
km
/h50
km
/h64
km
/h50
km
/h29
km
/h c
arri
er60
km
/h55
km
/h
Bar
rier
Fixe
d ba
r.M
ob.D
ef.B
arR
igid
/def
. bar
.D
ef. b
ar.
Mob
.Def
.Bar
.D
ef. b
ar.
Mob
.Def
.Bar
.P
ole
Ove
rlap
ping
100%
—10
0%/ —
40%
40%
——
40%
50%
Impa
ct a
ngle
0°27
°0°
0°90
°0°
90°
90°
0°90
°
Tes
t w
eigh
t—
1,36
8 kg
— /
1368
kg
Add
it.
wei
ght
950
kgA
ddit.
w
eigh
t95
0 kg
—P
lus
lugg
age
950
kg
Res
trai
nt s
yst.
Pass
ive
Act
ive
XX
XX
XX
X
PA
SSE
NG
ER
S
Dri
ver
HII
I 5,
50,
95%
US-
SID
; S
pec.
HII
I -5
0%U
S-S
IDH
III
- 50
%E
uro-
SID
HII
I -
50 %
Eur
o-S
IDE
S-2
from
11
/02
Eur
o-SI
DE
S-2
fro
m
11/0
2
HII
I-50
%/E
uro
sid
50%
/Eur
osid
Fro
nt s
eat
pass
.H
III
5, 5
0, 9
5%—
—H
III
- 50
%—
HII
I -
50 %
——
HII
I-50
%/E
uro
sid
50%
/Eur
osid
Pos
. 4 -
beh
ind
driv
erH
III
12m
, 3-y
ear,
6-ye
ar—
——
—P3
P11
/2—
——
Pos
. 6 -
beh
ind
pass
enge
r
HII
I 12
m, 3
-yea
r, 6-
year
——
——
P11
/2P
3—
——
Tem
pera
ture
(m
easu
rem
ent
tim
e)20
.55
-22.
22°C
18.8
9 -2
5.56
°C—
19-2
2ºC
18-2
6°C
19º-
22º
(>5h
)18
-26º
C (
>5h
)18
-26º
C
(>5h
)—
—
SAF
ET
YC
RIT
ER
IAa
HIC
, HP
C≤ 1
000
(HIC
36)
≤ 700
(HIC
15)
≤ 100
0≤ 1
000
≤ 100
0≤1
000
(HIC
36)b
≤100
0 (H
IC36
)≤1
000
(HIC
36)
≤ 100
0≤ 1
000
Hea
d re
s 3m
s—
——
≤80g
—≤8
0ga
—≤8
0g≤8
0g≤8
0g
Hea
d ve
rt. 3
ms
——
——
—≤2
0g—
——
—
Nec
k –
flex
/ext
ens.
190/
57 N
m—
—M
OC
, Fz
—M
OC
, Fz
——
——
Tho
rax
T1
——
——
——
——
——
Tho
rax
T12
——
——
——
——
——
6-4 © Data Processing Vehicle Safety Workgroup — Crash Analysis Criteria Version 1.6.2
Rib
s—
——
——
——
——
—
Che
stR
es 3
ms
≤60g
—≤6
0g/ —
≤60g
—≤6
0g—
—≤6
0g≤6
0g
Hea
d ve
rt. 3
ms
——
——
—≤3
0g—
——
—
Che
st c
ompr
essi
on≤7
6.2
mm
—≤7
6.2
mm
≤50
mm
≤42.
0 m
m≤5
0 m
m≤4
2.0
mm
—≤5
0 /≤4
2mm
≤50
/≤42m
m
VC
≤1.0
m/s
—≤1
.0 m
/s /
—≤1
.0 m
/s≤1
.0 m
/s≤1
.0 m
/s≤1
.0 m
/s—
≤1.0
m/s
—≤1
.0 m
/s/ —
TT
I—
85/9
0g85
/90g
——
——
——
—
Abd
omen
——
—2.
5 kN
—2.
5 kN
—2.
5 kN
2.5
kN
Pel
vis
—13
0g13
0g—
——
——
——
Pub
ic S
ymph
ysis
——
——
≤6 k
N—
≤6 k
N—
≤6 k
N≤6
kN
Fem
ur10
kN
—≤1
0 kN
Forc
e/T
ime
—Fo
rce/
Tim
e—
—Fo
rce/
Tim
eFo
rce/
Tim
e
Kne
e—
——
15 m
m—
15 m
m—
—15
mm
15 m
m
Low
er le
g—
——
≤8 k
N—
≤8 k
N—
—≤8
kN
≤8 k
N
Tib
ia I
ndex
——
—≤ 1
,3—
≤ 1,3
——
≤ 1,3
≤ 1,3
a.C
hild
ren
have
dif
fere
nt in
jury
cri
teri
ab.
The
lim
it v
alue
s di
ffer
acc
ordi
ng to
veh
icle
equ
ipm
ent a
nd h
ead
cont
act.
Typ
eA
mer
ica
Eur
ope
Oth
er m
etho
dsF
MV
SS20
8F
MV
SS21
4N
CA
PE
CE
-R94
96/7
9/E
GE
CE
-R95
96/2
7/E
GE
uroN
CA
PE
uroN
CA
PE
uroN
CA
PA
DA
CA
MuS
Fro
nt I
mpa
ctSi
de I
mpa
ctF
ront
/ Si
de-I
mpa
ctF
ront
OD
BSi
de O
DB
Fro
nt I
mpa
ctSi
de I
mpa
ctSi
de P
ole
Fro
nt/ S
ide
Impa
ctF
ront
/ Sid
e Im
pact