J.1_Laboratory_Procedure_for_New_Car_Assessment_Program_Full_Frontal_Rigid_Barrier_Impact_Testing_2018-05.pdf

May 2018

OFFICE OF VEHICLE SAFETY

OFFICE OF CRASHWORTHINESS STANDARDS

1200 NEW JERSEY AVE, SE

ROOM W43-410

WASHINGTON, DC 20590

Attachment J.1

U.S. DEPARTMENT OF TRANSPORTATION

NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION

LABORATORY PROCEDURE

for

NEW CAR ASSESSMENT PROGRAM

FULL FRONTAL RIGID BARRIER IMPACT

TESTING

This publication is distributed by the U.S. Department of Transportation, National Highway Traffic Safety Administration, in the interest of information exchange. The opinions, findings and conclusions expressed in this publication are those of the author(s) and not necessarily those of the Department of Transportation or the National Highway Traffic Safety Administration. The United States Government assumes no liability for its contents or use thereof. If trade or manufacturers' name or products are mentioned, it is because they are considered essential to the object of the publication and should not be construed as an endorsement. The United States Government does not endorse products or manufacturers.

LABORATORY PROCEDURE for NEW CAR ASSESSMENT PROGRAM

FULL FRONTAL RIGID BARRIER IMPACT TESTING

TABLE OF CONTENTS

PURPOSE AND APPLICATION

GENERAL REQUIREMENTS

2.1 FULL FRONTAL RIGID BARRIER TEST

2.2 INDICANT FMVSS NO. 212, WINDSHIELD MOUNTING

2.3 INDICANT FMVSS NO. 219, WINDSHIELD ZONE INTRUSION (PARTIAL)

2.4 INDICANT FMVSS NO. 301, FUEL SYSTEM INTEGRITY

2.5 INDICANT FMVSS NO. 305, ELECTRIC POWERED VEHICLES: ELECTROLYTE

SPILLAGE AND ELECTRICAL SHOCK PROTECTION

2.6 ADDITIONAL TESTING

2.7 METRIC SYSTEM OF MEASUREMENT

SECURITY

3.1 RULES FOR CONTRACTORS

GOOD HOUSEKEEPING

TEST SCHEDULING AND MONITORING

FACILITY AND EQUIPMENT – PRETEST REQUIREMENTS

6.1 TOW ROAD

6.2 TEST VEHICLE PREPARATION BUILDING/STRUCTURE

6.3 TOW AND GUIDANCE SYSTEMS

6.4 FIXED COLLISION BARRIER

6.5 TEST VEHICLE VELOCITY MEASUREMENT

6.6 TEST BRAKE ABORT SYSTEM

6.7 STATIC ROLLOVER DEVICE

GOVERNMENT FURNISHED PROPERTY (GFP)

7.1 TEST VEHICLES

7.2 ANTHROPOMORPHIC TESTING DEVICES

7.3 LOAD CELL BARRIER

7.4 RESTRAINT DEACTIVATION FOR TEST VEHICLES

CALIBRATION AND TEST INSTRUMENTATION

PHOTOGRAPHIC DOCUMENTATION

9.1 CAMERAS

9.2 COLORING REQUIREMENTS FOR PHOTOGRAPHIC PURPOSES

9.3 VEHICLE AND DUMMY PHOTOGRAPHIC COVERAGE (REAL-TIME)

9.4 IMPACT EVENT MARKERS

9.5 PHOTOGRAPHIC TARGETS AND TAPE FOR TEST VEHICLE

9.6 TARGET VEHICLE INFORMATION PLACARDS

9.7 DOCUMENTATION VIDEO TITLE AND SEQUENCE

9.8 DOCUMENTATION VIDEO RECORDING AND EDITING

9.9 STILL PHOTOGRAPHS

DEFINITIONS

TEST EXECUTION

11.1 TEST VEHICLE PREPARATION

11.2 DUMMY PREPARATION, POSITIONING, AND PLACEMENT

11.3 LOAD CELL BARRIER PREPARATION

11.4 VEHICLE MEASUREMENTS

11.5 ELECTROMAGNETIC INTERFERENCE

TEST DATA DISPOSITION

12.1 TESTING ISSUES AND TEST DATA LOSS

12.2 DATA PROCESSING

12.3 RECOMMENDED DATA TRACE ORDER

12.4 PERFORMANCE REQUIREMENTS – NOTIFICATION OF TEST RESULTS

12.5 NCAP TEST DELIVERABLES

12.6 DATA RETENTION BY THE CONTRACTOR

12.7 DATA AVAILABILITY TO THE PUBLIC

NCAP LABORATORY TEST PROCEDURE

LIST OF FIGURES

FIGURE 1 - TYPICAL FRONTAL NCAP RIGID BARRIER IMPACT TEST FACILITY

FIGURE 2 - CAMERA POSITIONS FOR FRONTAL IMPACTS, OVERHEAD AND LEFT SIDE VIEWS

FIGURE 3 - REFERENCE PHOTO TARGETS

FIGURE 4 - REFERENCE PHOTO TARGETS, CONT'D

FIGURE 5 - VEHICLE ACCELEROMETER LOCATIONS

FIGURE 6 - DUMMY MEASUREMENTS FOR FRONT SEAT PASSENGERS

FIGURE 7 - EXTERIOR VEHICLE MEASUREMENTS

FIGURE 8 - DOOR OPENING WIDTH AND WHEELBASE MEASUREMENTS

FIGURE 9 - DRIVER COMPARTMENT MEASUREMENTS

FIGURE 10 - VEHICLE CRUSH PROFILE MEASUREMENTS

NCAP LABORATORY TEST PROCEDURE

APPENDICES

APPENDIX A PART 572E (50TH PERCENTILE MALE) DUMMY PERFORMANCE

QUALIFICATION TEST PROCEDURE

APPENDIX B PART 572O (5TH PERCENTILE FEMALE) DUMMY PERFORMANCE

QUALIFICATION TEST PROCEDURE

APPENDIX C PART 572N (6-YEAR OLD) DUMMY PERFORMANCE

QUALIFICATION TEST PROCEDURE

APPENDIX D PART 572P (3-YEAR OLD) DUMMY PERFORMANCE

QUALIFICATION TEST PROCEDURE

APPENDIX E PART 572R (12-MONTH-OLD) DUMMY PERFORMANCE

QUALIFICATION TEST PROCEDURE

APPENDIX F DRIVER AND PASSENGER DUMMY SEATING AND POSITIONING

PROCEDURES

APPENDIX G HYBRID III INSTRUMENTATION AND POLARITY CHECK

APPENDIX H LOAD CELL BARRIER CONFIGURATIONS

APPENDIX I TEST DELIVERABLES AND REPORT GUIDELINES

APPENDIX J INDICANT FMVSS NO. 212, 219 (PARTIAL), 301, AND 305

REQUIREMENTS FOR FULL FRONTAL RIGID BARRIER NCAP

REVISION CONTROL LOG

FOR NCAP LABORATORY

TEST PROCEDURES

FRONTAL RIGID BARRIER IMPACT TEST

TEST

PROCEDURE

NEW CAR ASSESSMENT

PROGRAM

FRONTAL IMPACT

TESTING

DESCRIPTION

REV.

No.

DATE

AMENDMENT

EFFECTIVE

DATE

00 09/22/2010 09/22/2010 Minor changes to procedure. Photo list update and clarifications. Removal of test reporting requirements from main procedure and insertion in Appendix N.

01 01/13/2010 01/13/2010 Minor changes to procedure. Added information to allow for high resolution barrier. Updated Appendix G to allow for redundant femur load cells.

02 05/18/2012 05/18/2012 Minor changes to procedure. Changes test speed measurement requirements to km/h.

Moved FMVSS 305 data sheets to a separate procedure. Removed information in Appendix O and reserved. Moved load cell barrier information to Appendix P.

03 09/24/2012 09/24/2012 Minor changes to test procedure.

Reinstated vehicle Z accelerometers.

Changed data sheet 1 in Appendix N.

04 08/10/2013 08/10/2013 Minor changes to test procedure. Overhaul of data processing Section 12.2, added suggested data trace order, updated documentation film requirements, added item CC (Floor Mats) to Section 11.1, updated Form 1, test photo list, and Appendix P.

05 10/18/2015 10/18/2015 Minor changes and editorial corrections.

Removal of former EDR requirements.

Minor changes to photo, video, and other reporting requirements.

06 05/10/2018 TBD Major reformatting along with updates to load cell barrier, ATD instrumentation, high speed camera layout, photo, tow system, and reporting requirements.

Change in terminology from ATD calibration to ATD qualification.

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PURPOSE AND APPLICATION

The Office of Crashworthiness Standards (OCWS) provides Contractor laboratories with Laboratory Test Procedures as guidelines for obtaining crash test data. The data are used to provide ratings that allow consumers to compare the crashworthiness of vehicles and make informed purchasing decisions. In addition, it provides market incentives for automobile manufacturers to produce safer vehicles. The purpose of the OCWS Laboratory Test Procedure is to present a uniform testing and data recording format, and to provide suggestions for the use of specific equipment and procedures. If any Contractor views any part of an OCWS Laboratory Test Procedure to be in conflict with a Federal Motor Vehicle Safety Standard (FMVSS) or observes deficiencies in a Laboratory Test Procedure, the Contractor is required to advise the Contracting Officer’s Representative (COR) and resolve the discrepancy prior to the start of NCAP testing.

Every Contractor is required to submit a detailed internal test procedure to the COR before initiating its NCAP test program. The procedure must include a step-by-step description of the methodology to be used. The Contractor’s test procedure shall contain a complete listing of test equipment with make and model number. The list of test equipment shall include instrument accuracy and calibration dates. All equipment shall be calibrated in accordance with the manufacturer’s instructions. There shall be no contradictions between the Laboratory Test Procedure and the Contractor’s in-house test procedure. Written approval of the in-house test procedures shall be obtained from the COR before initiating the NCAP test program. The OCWS Laboratory Test Procedures are not intended to limit or restrain a Contractor from developing or utilizing any testing techniques or equipment which will assist in procuring the required data. These Laboratory Test Procedures do not constitute an endorsement or recommendation for use of any product or method. However, the application of any such testing technique or equipment is subject to prior approval of the COR.

NOTE: These procedures, prepared for the limited purpose of use by independent laboratories under contract to conduct NCAP tests for the OCWS, are not rules, regulations, or NHTSA interpretations regarding the meaning of an FMVSS or this procedure. They may not include all of the related FMVSS minimum performance requirements. Recognizing applicable test tolerances, these procedures may also specify test conditions that are more or less severe than the minimum requirements of any related standards.

GENERAL REQUIREMENTS

2.1 FULL FRONTAL RIGID BARRIER TEST

This NCAP laboratory test procedure is primarily derived from the FMVSS No. 208 test procedure. Each vehicle shall be tested by impacting it into an instrumented, fixed, rigid concrete barrier that conforms to the definition in Part 571.3—Definitions, 49 CFR Part

571.3. The contract laboratories are directed by this test procedure to use an impact

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velocity of 56.30 ± 0.80 km/h). Any changes to or deviations from this test procedure must be approved by the COR.

NOTE: Vehicles are tested with a 50th percentile male Hybrid III in the driver position and a 5th percentile female Hybrid III placed in the front right outboard seating position. When tested according to the conditions outlined in this test procedure, each 50th percentile occupant shall comply with the injury criteria listed in section S6 of 49CFR571.208 and each 5th percentile occupant shall comply with injury criteria listed in section S15 of 49CFR571.208.

Since the New Car Assessment Program’s (NCAP’s) full frontal rigid barrier impact test procedure is based on FMVSS No. 208, the assessment of certain FMVSS parameters during NCAP testing allows the OCWS to gain supplemental information on the test vehicle. The following sections detail some of the additional evaluations required as part of full frontal NCAP testing.

NOTE: All variables are to be evaluated at NCAP’s 35mph (56.3km/h) full frontal rigid barrier test vehicle velocity.

2.2 INDICANT FMVSS NO. 212, WINDSHIELD MOUNTING

A. GENERAL REQUIREMENTS

When a vehicle is subject to a full frontal rigid barrier NCAP test, the windshield mounting of the vehicle shall retain NOT LESS than the minimum portion of the windshield periphery as follows:

1. Vehicles equipped with automatic occupant (passive) restraint systems shall retain not less than 50% of the portion of the windshield periphery on each side of the vehicle longitudinal centerline.

2. Vehicles NOT equipped with automatic occupant restraint systems shall retain not less than 75% of the windshield periphery.

NOTE: The standard does NOT apply to forward control vehicles, walk-in van-type vehicles, or to open-body-type vehicles with fold-down or removable windshields.

B. PROCEDURE

The following test condition shall apply: The windshield mounting material and all vehicle components in direct contact with the mounting material are at any temperature between –9.4 ºC and 43.3 ºC. Temperature measurement shall be made 15 minutes before the frontal impact test.

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Windshield retention must be checked directly after a full frontal rigid barrier impact.

Loss of windshield protection can be determined when a piece of paper can pass between the windshield edge and the vehicle body. Photographs of the windshield periphery should be taken before the vehicle is placed in the FMVSS No. 301 static rollover machine.

The Contractor should complete the related data sheet in Appendix I and include it with the test report.

2.3 INDICANT FMVSS NO. 219, WINDSHIELD ZONE INTRUSION (PARTIAL)

A. GENERAL REQUIREMENTS

When a vehicle is subject to a full frontal rigid barrier test as defined by FMVSS No.

219, no part of the vehicle outside the occupant compartment, except windshield molding and other components designed to be normally in contact with the windshield, shall penetrate the protected zone to a depth of more than 6 mm (0.25 inch). No such part of the vehicle shall penetrate the inner surface of that portion of the windshield within the Daylight Opening (DLO) below the protected zone.

The word “partial” is used since the FMVSS No. 219 Styrofoam windshield protected zone template is eliminated for all NCAP 56.3 km/h (35 mph) full frontal rigid barrier impact tests so the driver and passenger dummies can be filmed through the vehicle's windshield. However, the lower boundary of the protected zone shall be marked on the windshield glass, which accounts for a partial standard test.

The windshield must be checked directly after a full frontal rigid barrier impact.

NOTE: The standard does NOT apply to forward control vehicles, walk-in van-type vehicles, or to open-body-type vehicles with fold-down or removable windshields.

2.4 INDICANT FMVSS NO. 301, FUEL SYSTEM INTEGRITY

A. GENERAL REQUIREMENTS: BARRIER IMPACT

When a vehicle is subject to a full frontal rigid barrier NCAP test, fuel spillage shall not exceed 28 g from impact until motion of the vehicle has ceased, and shall not exceed a total of 142 g in the 5- minute period following cessation of motion. For the subsequent 25-minute period, fuel spillage during any 1 minute interval shall not exceed 28 g. This standard applies to passenger cars, and to MPVs, trucks and buses that use fuel with a boiling point above 0°C.

B. GENERAL REQUIREMENTS – STATIC ROLLOVER

Prior to conducting any static rollover test, ATDs should be removed from the vehicle.

The Contractor must conduct a static rollover test within 45 minutes after the vehicle

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impact. The Contractor must keep the test vehicle under constant observation for Stoddard solvent leakage during the transition between impact and static rollover testing.

When the test vehicle is rotated in a fixture on its longitudinal axis to each successive increment of 90°, following an impact crash, Stoddard solvent spillage, from the onset of rotational motion, shall not exceed a total of 5 ounces by weight for the first 5 minutes of testing at each successive 90° increment. For the remaining testing period, at each increment of 90°, solvent spillage during any l-minute interval shall not exceed 1ounce by weight.

2.5 INDICANT FMVSS NO. 305, ELECTRIC POWERED VEHICLES: ELECTROLYTE

SPILLAGE AND ELECTRICAL SHOCK PROTECTION

This indicant test is based on FMVSS No. 305, which specifies performance requirements for the limitation of electrolyte spillage, retention of propulsion batteries, and electrical isolation of the chassis from the high-voltage system during the crash event. It applies to vehicles that use electricity as propulsion power.

It is the contractor’s responsibility to follow the most updated test procedure when conducting this assessment as part of NCAP testing.

When a vehicle is subject to a full frontal rigid barrier NCAP test, it shall NOT:

1. Spill more than 5.0 liters of electrolyte from propulsion batteries outside the passenger compartment, and no visible trace of electrolyte shall spill into the passenger compartment. Spillage is measured from the time the vehicle ceases motion after a barrier impact test until 30 minutes thereafter, and throughout any static rollover after a barrier impact test.

2. Have any propulsion battery system component located inside the passenger compartment move from the location in which they are installed.

3. Have any propulsion battery system component located outside the passenger compartment enter the passenger compartment.

4. Fail to maintain an electrical isolation of no less than 500 ohms/volt between the propulsion battery system and the vehicle’s electricity-conducting structure.

Prior to conducting any static rollover test, ATDs should be removed from the vehicle.

The Contractor must conduct a static rollover test within 45 minutes after the vehicle impact. The Contractor must keep the test vehicle under constant observation for electrolyte leakage during the transition between impact and static rollover testing.

2.6 ADDITIONAL TESTING

The COR may also direct the Contractor to conduct additional testing on vehicles involved in full frontal rigid barrier testing.

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A. SIDE AIR BAG OUT OF POSITION (SAB-OOP) TESTING

At the COR’s direction, the Contractor may be asked to perform out-of-position air bag testing on any vehicle provided. The contractor should follow Laboratory Test Procedure for New Car Assessment Program Side Air Bag Out-of-Position Testing when conducting these tests.

B. REAR SEAT TESTING

At the COR’s direction, the Contractor may be asked to perform frontal NCAP testing with the addition of certain rear seat occupants, including adult ATDs or child restraints and ATDs. The contractor should follow Laboratory Test Procedure for New Car Assessment Program Rear Seat Research Testing when conducting these tests.

2.7 METRIC SYSTEM OF MEASUREMENT

Section 5164 of the Omnibus Trade and Competitiveness Act (Pub. L. 100-418) establishes that the metric system of measurement is the preferred system of weights and measures for trade and commerce in the United States. Executive order 12770 directs Federal agencies to comply with the Act by converting regulatory standards to the metric system after September 30, 1992. In a final rule published on March 15, 1990 (60 FR 13639), NHTSA completed the first phase of metrication, converting English measurements in several regulatory standards to the metric system. Since then, metrication has been applied to other regulatory standards (63 FR 28912) and will be applied to data collection related to this NCAP procedure.

Accordingly, this OCWS laboratory test procedure includes revisions to comply with governmental directives in using the metric system. For any testing equipment that is not available for direct measurement in metric units, the test laboratory shall calculate the exact metric equivalent by means of a conversion factor carried out to at least five significant digits before rounding consistent with the specified metric requirement.

All final NCAP test reports are required to include metric measurements.

NOTE: The methodology for rounding measurement in the test reports shall be made in accordance with ASTM E29-06b, “Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications.”

SECURITY

The Contractor shall provide appropriate security measures to protect NCAP test vehicles, dummies, load cell barriers, and any Government-furnished property (GFP) during the entire crash test program and shall be responsible for all equipment removed from test vehicles before and after the crash test. Any security problems which arise shall

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be reported by telephone to the Industrial Property Manager (IPM), Office of Acquisition Management, within two (2) working days after the incident. A letter containing specific details of the security problem shall be sent to the IPM (with copy to the COR) within 48 hours. Vehicle equipment thefts or acts of vandalism must be reported to NHTSA authorities immediately. Under no circumstances shall any vehicle components be removed during a visitor inspection unless authorized by OCWS engineers. All data developed from the crash test program shall be protected.

NO INDIVIDUALS OTHER THAN THE CONTRACTOR'S PERSONNEL

DIRECTLY INVOLVED IN THE CRASH TEST PROGRAM SHALL BE ALLOWED

TO WITNESS A FRONTAL NCAP TEST OR INSPECT, PHOTOGRAPH OR

VIDEOTAPE ANY TEST VEHICLE UNLESS AUTHORIZATION IS GRANTED BY

A REPRESENTATIVE FROM THE OCWS. IT IS THE CONTRACTOR'S

RESPONSIBILITY TO SECURE THE TEST SITE AREA DURING A TEST AND

TO SHIELD THE BARRIER IMPACT AREA FROM THE PUBLIC VIEW BY THE

USE OF CANVAS OR OTHER BLOCKING DEVICES.

3.1 RULES FOR CONTRACTORS

A. No vehicle manufacturer's representative(s) or anyone other than the Contractor's personnel working on NCAP contracts and NHTSA personnel shall be allowed to inspect NHTSA vehicles or witness vehicle preparations and/or crash testing without prior permission of the OCWS. Such permission can never be assumed.

B. All communications with vehicle manufacturers shall be referred to the OCWS, and at no time shall the Contractor release crash test data, videos, or photos without the permission of the OCWS.

C. Unless otherwise specified, the vehicle manufacturer's representatives shall only be authorized to visit the Contractor's test facility on the day that the test is scheduled, and the representatives must be escorted by NHTSA and/or Contractor personnel.

D. Test vehicle inspection by the vehicle manufacturer's representative(s) shall be limited to 30 minutes prior to the start of vehicle impact test. Post-test inspection shall be limited to 1 hour after Contractor personnel have completed their test tasks.

NOTE: No vehicle parts should be tampered with or removed from the vehicle without the consent of the COR. Individual data plots cannot be viewed by manufacturer representatives until they are reviewed by NHTSA personnel and granted express permission by the COR.

E. Photographs and video of the test vehicle, associated test equipment, and test event shall be allowed. However, test personnel shall not be included in any photographic coverage, and videos of vehicle preparation at the vehicle manufacturer’s request must be approved

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by OCWS. The Contractor's personnel shall not respond to any questions from the manufacturer's representatives regarding NCAP. All questions shall be referred to the COR, an OCWS representative present at the test site, or to OCWS.

F. The Contractor shall permit public access to and inspection of the test vehicles and related data during the times specified by the NHTSA COR. NHTSA shall advise interested parties that such access and inspection shall be limited to a specified day and hours and require prior approval from the Office of Crashworthiness Standards. The Contractor shall refer all visit requests from vehicle manufacturer's representatives and consumers to the Office of Crashworthiness Standards. This service shall be included as an incidental part of the crash test program and will not result in any additional cost to the NHTSA. The Contractor shall make his own arrangements with interested parties for expenses incurred beyond providing access and inspection services. All inquiries by manufacturers concerning NCAP (vehicle, procedures, data, etc.) shall be directed to OCWS representatives.

GOOD HOUSEKEEPING

Contractors shall maintain the entire vehicle testing area, dummy qualification area, test fixtures and instrumentation in a neat, clean, and painted condition with test instruments arranged in an orderly manner consistent with good test laboratory housekeeping practices.

TEST SCHEDULING AND MONITORING

Tests shall be completed as required in the contract. The COR will make adjustments to the crash test schedule in cases of unusual circumstances, such as inclement weather. All testing shall be coordinated to allow monitoring by the COR.

FACILITY AND EQUIPMENT – PRETEST REQUIREMENTS

6.1 TOW ROAD

A. Option 1: The tow road should be at least 152 m (500 feet) in length and terminate at the face of the non-energy-absorbing barrier as shown in Figure 1. The first 61 m (200 feet) (approximate) from the head of the tow road will be used to accelerate the test vehicle up to the specified velocity without exceeding 0.30g, which could affect the positioning of the P572 test dummies in the test vehicle. The next 30 m (100 feet, approximate) of tow road shall be used for dummy stabilization. At this juncture, the test vehicle should have reached the desired impact velocity and should be experiencing zero acceleration. The remaining 61 m (200 feet, approximate) of tow road will be used for test vehicle speed stabilization.

The width of the tow road should be approximately 2.4 to 4.3 m (8 to 14 feet) and should be straight and level so that the test vehicle does not oscillate vertically in excess of 0.29g (SAE J211/Mar 95 filter class 60).

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Option 2: A tow road that is shorter than the length described in Option 1 may be approved for use in frontal NCAP testing if the Contractor demonstrates that test vehicles can be smoothly and reliably accelerated to target speed without exceeding 0.30g and without affecting the position of the P572 test dummies in the test vehicle. Because a shorter tow road may have less distance available for vehicle stabilization at constant velocity, the contractor is expected to use an electronic feedback control system to accelerate the vehicle according to a preprogrammed velocity profile. The system shall automatically abort the test (without operator intervention) if, at any time, the speed deviates from the velocity profile to any degree that will threaten achieving target speed given there is adequate distance to stop the test without damage to the vehicle. The width of the tow road should be approximately 2.4 to 4.3 m (8 to 14 feet) and should be straight and level so that the test vehicle does not oscillate vertically in excess of 0.29g (SAE J211/Mar 95 filter class 60). If a tow road that is shorter than the length described in Option 1 is proposed, the Contractor shall submit a minimum of the following information to the COR for approval:

1. At least two representative acceleration plots of sample vehicle tests with a target test speed equal to the frontal NCAP test. The plots should reflect the entire duration of the tow event, from the beginning of vehicle movement to barrier impact for:

a. One “average” NCAP test weight vehicle (example: 4 door sedan or small

SUV/crossover)

b. One “maximum” NCAP test weight vehicle (example: large full size pickup)

2. A complete description of the feedback control system including data and/or plots that demonstrate:

a. The system can reliably accelerate a vehicle following a preprogrammed velocity profile.

b. The vehicle speed is monitored continuously and maintained within a corridor throughout entire tow event.

c. The vehicle will be traveling at or near constant velocity and within ±

0.80 km/h of the target velocity prior to and at impact.

3. A complete description of the system’s abort approach and capability, which should include the ability to abort automatically in the case of nonconformance with item 2 of this list.

COR approval of the tow system does not absolve the contractor from the retest requirements described in Section 13.1 in the case of an invalid test.

B. A photographic pit will be located under the tow road at the stationary barrier face so that structural crush and possible fluid leakage of Stoddard solvent can be photographed during the impact event. The pit shall be covered using the following guidelines:

1. Use a transparent material that allows for use of pit cameras.

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2. The covering and its supports shall be of sufficient strength in case the vehicle structure comes in contact with it during the NCAP test.

3. The entire pit should be covered except for the area needed for the tow system to operate.

4. Precautions must be taken to ensure there is no electromagnetic interference generated by the pit cover material.

6.2 TEST VEHICLE PREPARATION BUILDING/STRUCTURE

To prepare the vehicle for crash testing in any weather, the Contractor shall have a temperature-controlled building large enough to house the test vehicle and allow for government, vehicle manufacturer, and laboratory personnel to move around as needed.

The building climate control must maintain the ambient air temperature between 20.6°C and 22.2°C (69°F and 72°F).

6.3 TOW AND GUIDANCE SYSTEMS

A. A guidance system is required to assure that the test vehicle impacts the barrier at the proper angle. At most laboratories, a monorail running down the center of the tow road is used to guide a dolly to which the vehicle is connected. NO HARD POINT

CONNECTIONS BETWEEN THE MONORAIL AND TEST VEHICLE WILL BE

ALLOWED.

B. A “soft” lateral guidance system is required to assure that the test vehicle will impact the barrier face at the designated 90° angle (straight perpendicular impact). It is suggested that the Contractor's lateral guidance system include steel cables or chains extending from the vehicle lower 'A' arms or front frame rails to the monorail dolly or shoe. The dolly will ride on the monorail and may engage the tow cable through a set of gripper jaws. The dolly will be stopped at the end of the tow road monorail or at the head of the photographic pit releasing the vehicle cables or chains at the same time allowing the vehicle to proceed to the barrier face for impact.

C. A “soft” connection (seat belt webbing, steel cables, chains, etc.) between the tow cable attachment device and the test vehicle front frame assembly shall be provided by the Contractor. NO HARD POINT CONNECTIONS BETWEEN THE TOW CABLE AND THE TEST VEHICLE SHALL BE ALLOWED. The tow cable attachment shall release from the cable so that the vehicle will roll into the barrier at a constant velocity (no acceleration).

D. The tow system must be capable of ensuring the test vehicle impacts the barrier face at a speed of 56.30 km/h ± 0.80 km/h, or range of 55.50 km/h to 57.10 km/h. Any photographs or video footage of the test speed readout must show the impact speed in km/h, to two decimal places ONLY. Test data submitted without a photograph and/or video footage of the test speed readout, or displaying a primary test speed that does not conform to this range, may ultimately be considered nonconforming.

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FOR THE VEHICLE TOWING AND LATERAL GUIDANCE SYSTEMS, THE

PERFORMANCE REQUIREMENT OF “SOFT” CONNECTIONS IS CONSTRUED

TO BE SYSTEMS THAT DO NOT OBSTRUCT OR RESTRAIN THE VEHICLE’S

STRUCTURAL DEFORMATION DURING IMPACT. SYSTEMS THAT FAIL TO

COMPLY WITH THIS REQUIREMENT ARE INTERPRETED AS SYSTEMS WITH

'HARD-POINT' CONNECTIONS, AND ARE GROUNDS FOR A RETEST.

IN ADDITION, ENGAGEMENT OF THE VEHICLE TOWING AND GUIDANCE

SYSTEMS SHALL NOT ALTER THE NATURAL ATTITUDE OF THE VEHICLE.

MODIFICATIONS TO THE TEST VEHICLE OF ANY KIND FOR TOWING

PURPOSES, SUCH AS WELDING, DRILLING, ETC. ARE PROHIBITED.

Figure 1 - Typical Frontal NCAP Rigid Barrier Impact Test Facility

6.4 FIXED COLLISION BARRIER

The basic fixed collision barrier must conform to the definition in Part 571.3— Definitions, 49 CFR Part 571.3, and at a minimum should consist of a reinforced concrete structure, 1.8 m high, 1.8 m thick, and 3.7 m wide (6 feet high, 6 feet thick, and 12 feet wide), weighing approximately 45,000 kg (100,000 pounds). Any GFP load cell barrier shall be firmly attached to the reinforced concrete structure prior to every test unless otherwise directed by OCWS.

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6.5 TEST VEHICLE VELOCITY MEASUREMENT

A. The speed of the test vehicle must be controlled to obtain and maintain the vehicle speed in the range of 56.30 km/h ± 0.80 km/h, or range of 55.50 km/h to 57.10 km/h.

B. Primary test vehicle impact speed measurement may be achieved by the use of break wires, photocells, or laser beams located within 5 feet of the barrier. Usually, 2 sets of break wires or 2 photocell transmitters and receivers are used in the final speed trap, which records the time, on an electronic counter, for the test vehicle to travel the last 5 feet before barrier impact. The test vehicle's velocity shall be constant (zero acceleration or deceleration) for a minimum of the last 5 feet of travel before impact. The final velocity shall be measured when the front of the test vehicle is within 1 foot of the barrier face, and the reported impact velocity will take into consideration all of the response characteristics of the entire velocity measurement system utilized in its determination.

C. Impact velocity will be measured by no less than 2 sets of timing devices, and those timing devices shall be accurate to within plus or minus .08 km/h (0.05 mph). The basis for the speed measurement (time and distance) shall be calibrated by an instrument traceable to the National Institute of Standards and Technology (NIST). The impact velocity shall be permanently recorded, at a minimum by the photograph taken to satisfy the requirements of this procedure’s Appendix I, Test Deliverables and Report Requirements. The physical locations of the recorded primary and redundant impact velocity readouts should remain the same from test to test; for example, the laboratory may always choose to display the primary speed on the left-hand side, etc. If the display location of the primary and redundant speeds will change, the COR should be notified prior to the test. Another method of permanently documenting the velocities recorded by these timing devices is highly encouraged, as is a source of battery power as a backup.

D. A timing device shall monitor the velocity of the test vehicle to permit aborting the test if the vehicle's speed is outside of the specified velocity range. A third timing device may be placed along the tow road at a sufficient distance from the barrier face for monitoring the velocity of the test vehicle and permitting aborting of the test if the vehicle’s speed is outside the velocity range specified below. If the Contractor is capable of documenting the velocity recorded by this third device, it may also be used as a third verification of test velocity in any test.

6.6 TEST BRAKE ABORT SYSTEM

A. The laboratory shall provide an abort system capable of bringing the vehicle to a controlled stop without physical damage to the vehicle.

B. An aborted test can be restarted only after notification is given to the COR, and dummy positioning and vehicle preparation items affected by the abort have been redone.

6.7 STATIC ROLLOVER DEVICE

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The laboratory shall provide a static rollover device, used to conduct FMVSS No. 301 and/or FMVSS No. 305 tests, which must be capable of rotating the impacted test vehicle about it longitudinal axis, with the axis kept horizontal, to each successive increment of 90°, 180°, and 270° at a uniform rate. Ninety degrees (90°) of rotation must take place within 1 to 3 minutes.

GOVERNMENT FURNISHED PROPERTY (GFP)

7.1 TEST VEHICLES

A. The Contractor has the responsibility of accepting NHTSA-provided test vehicles. The Contractor acts on NHTSA’s behalf when signing an acceptance of test vehicles. The Contractor must check to verify the following:

1. All options listed on the “window sticker” are present on the test vehicle.

2. Tires and wheel rims are the same as listed.

3. There are no dents or other interior or exterior flaws.

4. The vehicle has been properly prepared and is in running condition.

5. The glove box contains an owner's manual, warranty document, consumer information, and extra set of keys.

6. Proper fuel filler cap is supplied on the test vehicle.

7. Verify that spare tire, jack, lug wrench, and tool kit (if applicable) are located in the vehicle cargo area.

8. The Contractor shall check for damage that may have occurred during transit. The

COR is to be notified of any damage prior to preparation of the vehicle for testing.

7.2 ANTHROPOMORPHIC TESTING DEVICES

An adequate number of Part 572 Subpart E (50th Percentile Male) test dummies and Part 572 Subpart O (5th Percentile Female) test dummies will be furnished to the contract laboratory by the NCAP. In addition, Part 572 Subpart N (6-year old), Subpart P (3-year old), and Subpart R (12-month-old) test dummies will be provided if needed.

The dummies will be provided to the Contractor with instrumentation unless other arrangements are agreed upon. Typically, 50th Percentile Male and 5th Percentile Female ATDs will be provided with the following instrumentation:

Sensor Location Sensor Type Axis Y Axis Units Description

Head CG Accelerometer X Gs Head CG Acceleration X - Primary and Redundant

Head CG Accelerometer Y Gs Head CG Acceleration Y - Primary and Redundant

Head CG Accelerometer Z Gs Head CG Acceleration Z - Primary and Redundant

Head CG Angular Rate Sensor X degrees/second Head CG Angular Velocity X

Head CG Angular Rate Sensor Y degrees/second Head CG Angular Velocity Y

Head CG Angular Rate Sensor Z degrees/second Head CG Angular Velocity Z

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Upper Neck Load Cell X Newton Upper Neck Force X

Upper Neck Load Cell Y Newton Upper Neck Force Y

Upper Neck Load Cell Z Newton Upper Neck Force Z

Upper Neck Load Cell X Newton-meter Upper Neck Moment X

Upper Neck Load Cell Y Newton-meter Upper Neck Moment Y

Upper Neck Load Cell Z Newton-meter Upper Neck Moment Z

Chest Accelerometer X Gs Chest Acceleration X - Primary and Redundant

Chest Accelerometer Y Gs Chest Acceleration Y - Primary and Redundant

Chest Accelerometer Z Gs Chest Acceleration Z - Primary and Redundant

Chest Potentiometer X millimeters Chest Deflection X

Pelvis Accelerometer X Gs Pelvis Acceleration X

Pelvis Accelerometer Y Gs Pelvis Acceleration Y

Pelvis Accelerometer Z Gs Pelvis Acceleration Z

Left Femur Load Cell Z Newton Left Femur Force Z - Primary and Redundant

Right Femur Load Cell Z Newton Right Femur Force Z - Primary and Redundant

Left Tibia - Upper Load Cell X Newton-meter Left Upper Tibia Moment X

Left Tibia - Upper Load Cell Y Newton-meter Left Upper Tibia Moment Y

Left Tibia - Upper Load Cell Z Newton Left Upper Tibia Force Z

Left Tibia - Lower Load Cell X Newton-meter Left Lower Tibia Moment X

Left Tibia - Lower Load Cell Y Newton-meter Left Lower Tibia Moment Y

Left Tibia - Lower Load Cell Z Newton Left Lower Tibia Force Z

Right Tibia - Upper Load Cell X Newton-meter Right Upper Tibia Moment X

Right Tibia - Upper Load Cell Y Newton-meter Right Upper Tibia Moment Y

Right Tibia - Upper Load Cell Z Newton Right Upper Tibia Force Z

Right Tibia - Lower Load Cell X Newton-meter Right Lower Tibia Moment X

Right Tibia - Lower Load Cell Y Newton-meter Right Lower Tibia Moment Y

Right Tibia - Lower Load Cell Z Newton Right Lower Tibia Force Z

Left Foot -Aft Accelerometer X Gs Left Foot Aft Acceleration X

Left Foot -Aft Accelerometer Z Gs Left Foot Aft Acceleration Z

Left Foot - Fore Accelerometer Z Gs Left Foot Fore Acceleration X

Right Foot -Aft Accelerometer X Gs Right Foot Aft Acceleration X

Right Foot -Aft Accelerometer Z Gs Right Foot Aft Acceleration Z

Right Foot - Fore Accelerometer Z Gs Right Foot Fore Acceleration Z

Lap Belt Load Load Cell NA Newton Lap Belt Force

Shoulder Belt Load Load Cell NA Newton Shoulder Belt Force

For a list of typical instrumentation provided with various child dummies, reference

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Laboratory Test Procedure for New Car Assessment Program Rear Seat Research Testing.

The Subpart E (50th male), O (5th female), and N (6-year old) dummies shall be stored in an upright sitting position with the weight supported by the internal structure of the pelvis. The dummies shall be held upright by using a strap around the chest or the base of the neck so that the neck is not supporting the weight of the dummy. If used, Subpart P (3-year-old), and R (12-month-old) dummies shall be stored in a hanging position using the bracket and positioning shown in their respective appendices to this procedure:

Appendix D and Appendix E. The dummies shall be stored in a secured room, which is kept between 55ºF and 85ºF and 10-70% relative humidity.

The Contractor shall check the dummy components for damage after each crash test and complete a Dummy Damage Checklist that will be included with the post-test dummy qualification. The COR will be kept informed of the dummies’ conditions so that replacement parts can be provided.

The Contractor shall keep detailed records for each dummy, describing parts replaced and the results of qualification tests.

7.3 LOAD CELL BARRIER

To collect crash tests forces and/or moments, NCAP may provide a load cell barrier to the contract laboratory. Alternatively, NCAP may ask that the Contractor use one of its own barriers, if available, to collect similar data. Details on some typical load cell barriers can be found in Appendix H, Load Cell Barriers.

7.4 RESTRAINT DEACTIVATION FOR TEST VEHICLES

After a government-furnished vehicle is crashed, prior to its disposal, and upon authorization by the COR, the Contractor shall render all its restraints inactive. This includes safely deploying all undeployed air bags and seat belt pretensioners. Large sections of webbing from each seat belt should be removed and discarded.

Within 14 days of receiving authorization from the COR, the Contractor should complete restraint deactivation activities and submit Form 6 of Appendix I, Vehicle Air Bag and Restraint Deactivation and Removal. The COR reserves the right to exempt any full vehicle and/or individual restraints from restraint deactivation.

CALIBRATION AND TEST INSTRUMENTATION

Before the Contractor initiates the NCAP test program, a test instrumentation calibration system must be implemented and maintained in accordance with established calibration practices. The calibration system shall include the following as a minimum:

A. Standards for calibrating the measuring and test equipment will be stored and used under

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appropriate environmental conditions to assure their accuracy and stability.

B. All measuring instruments and standards shall be calibrated by the Contractor, or a commercial facility, against a higher order standard at periodic intervals not exceeding 12 months for instruments and 12 months for the calibration standards. Records, showing the calibration traceability to the National Institute of Standards and Technology (NIST), shall be maintained for all measuring and test equipment. Exceptions to this requirement are barrier load cells, which are calibrated at the request of the COR, and ATD and vehicle instrumentation, which are calibrated according to the following schedule:

1. Accelerometers shall be calibrated at a minimum of every six (6) months or after a vehicle fails to meet any minimum performance requirements or after any indication from calibration checks or recent test data that there may be a problem with the accelerometer (whichever comes sooner).

2. Load cells shall be calibrated at a minimum of every twelve (12) months or after a vehicle fails to meet any minimum performance requirements or after any indication from calibration checks or recent test data that there may be a problem with the load cell (whichever comes sooner).

3. Potentiometers shall be calibrated at a minimum of every six (6) months or after a vehicle fails to meet any minimum performance requirements or after any indication from calibration checks or recent test data that there may be a problem with the potentiometer (whichever comes sooner).

C. All measuring and test equipment and measuring standards will be labeled with the following information:

1. Date and place of last calibration

2. Date of next scheduled calibration

3. Name of the technician or commercial facility performing the calibration

4. Full-scale measurement range

5. Accuracy and tolerance over the entire measurement range (or within the range used for testing

D. A written calibration procedure shall be provided by the Contractor, which includes as a minimum the following information for all measurement and test equipment:

1. Type of equipment, manufacturer model number, etc.

2. Measurement range

3. Accuracy

4. Calibration interval

5. Type of standard used to calibrate the equipment (calibration traceability of the standard must be evident)

6. The actual procedures and forms used to perform the calibrations

E. Records of calibration for all test instrumentation shall be kept by the Contractor in a

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manner that assures the maintenance of established calibration schedules.

F. All such records shall be readily available for inspection when requested by the COR.

The history of the record shall be updated in an electronic file. The calibration system will need the acceptance of the COR before NCAP testing commences.

G. Test equipment shall receive a system functional check-out using a known test input before and after the test. This check shall be recorded by the test technician(s) and submitted to the COR upon request.

H. Anthropomorphic test devices (ATDs) shall be qualified before and after every NCAP test. The pre- and post-test qualification data shall be submitted with both the Quality Control Package (see Appendix I) and the final report. The suite of post-test qualification checks conducted after an NCAP test may serve as the pre-test qualification checks for the next test the dummy is used in, provided the ATD is used within 8 weeks.

It is acceptable to submit a post-test qualification set that does not meet all requirements and/or corridors, as long as the issues with the ATD or instrumentation are investigated and rectified prior to it being used in the next test. The failed post-test qualification should be included in all deliverables. However, prior to the next NCAP test, the ATD must undergo re-qualification until all body regions achieve a passing result. The COR should also be notified of the failed qualification result as soon as possible. The pre-test data for the subsequent NCAP test using that ATD MUST show compliance with all qualification requirements.

NOTE: In the event an ATD body region exceeds the performance standards required by FMVSS No. 208, that region on the ATD must also be inspected for damage prior to being requalified.

I. The Contractor-Furnished data acquisition system (DAS) shall have a sufficient number of channels available for recording and processing signals from ATD and vehicle sensors.

It must record time histories of the head and chest accelerations, chest displacement, neck forces and moments, right and left femur axial loads, and any additional instrumentation specified for each test dummy used in the test. Each data channel shall be comprised of a sensor, signal conditioner, data acquisition device, and all interconnecting cables, and must conform to the most recent requirements of SAE Recommended Practice J211/1.

NOTE: In the event of a failure to meet these minimum performance requirements, additional calibration checks of some critically sensitive test equipment and instrumentation may be required for verification of accuracy. The necessity for the calibration will be at the COR's discretion and will be performed without additional cost.

J. An instrument calibration system capable of performing individual tests on all data channels used in acquiring the acceleration and force data shall conform to the appropriate section of the most recent version of SAE J211/1.

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K. A GFP load cell barrier will be mounted onto the face of the Contractor's fixed barrier assembly. All questions regarding the load cell barrier assembly, maintenance and calibration shall be directed to:

Safety Performance Standards Office of Crashworthiness Standards (NVS-110) 1200 New Jersey Avenue, SE Washington, D.C. 20590

(202) 366-1740

L. Load cells shall be calibrated on an “as needed” basis and a minimum of one (1) time per year. Accelerometers shall be calibrated on an “as needed” basis and a minimum of once every six (6) months. Need shall be established by pre- and post-test shunt calibration. If bridge balance remains unchanged (pre- and post-test) and if full-scale shunt calibration results in the same factor, then the transducer characteristics are within calibration. If loads become suspect, linearity of the load cell shall be checked with a universal compression testing machine. If the load cell is non-linear or if pre- and post-test calibration results in a “drift,” the load cell shall be returned to the manufacturer for check-out and calibration. Notify the COR whenever calibration problems arise.

NOTE: Load cells are prone to corrosion when exposed to damp environments. Therefore, extra precautions shall be taken to prevent moisture entering the cells.

CAUTION: Weep holes are provided for equalization of barometric pressure and must be directed downward. If cells are found with the hole pointing upward, the cell must be removed and calibrated by compression testing. If they are found to be non-linear, they must be returned to the manufacturer. The load cell barrier shall be covered between tests. When the load cell barrier will not be used for a period of time, it shall be removed from the barrier area and placed in a dry storage area. The plywood blocks shall be intact and completely bonded to the backup support. If these blocks receive significant damage during crash testing, they shall be replaced or repaired such that a full surface is present.

M. Normal practice shall be employed with recorders and equipment calibrations for load cells. When load cells are calibrated, a system calibration procedure shall be employed where the load cell is calibrated in the system used for amplifying/recording the load cell output signal. Alternatively, the system may be calibrated separately, but this is not the desired method.

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PHOTOGRAPHIC DOCUMENTATION

9.1 CAMERAS AND VIDEO REQUIREMENTS

Video files should be submitted to the FTP site in MPEG-4 format with a standard or generally available “codec”. Other types of files can be used if approved by the COR and formatted using a standard or generally available “codec.”

Real Time Cameras

The Contractor shall use a “real time” color digital video camera that operates at 24-30 frames per second to document the views indicated below. The video shall be included with the Quality Control Package.

High-Speed Digital Cameras

A. The Contractor shall document the frontal crash event with high-speed digital cameras, arranged as shown in Figure 2, that operate at 1000 frames-per-second (fps) for 50 ms before the vehicle contacts the barrier and for 300 ms after vehicle contacts the barrier.

B. The minimum resolution for these cameras shall be 1536 CMOS sensors per every two rows of pixels, with 80% of the horizontal distance of the two rows covered by effective light sensors. There shall be a minimum of 1024 rows of sensors.

C. Glare or lights showing on any glass area (closed windows or vents) must be minimized so that views of the dummies during the test are visible for video analysis.

D. A time zero mark must be registered in a frame to indicate when contact with the barrier occurs. Each frame shall contain the camera speed and the frame number beginning with the time zero frames labeled as “Frame 0.” The frame numbers prior to time zero shall be negative numbers.

E. If hard copies are needed, digital video files shall be transferred to a compact disc (CD) or DVD.

F. The vehicle interior…