J.4_Laboratory_Test_Procedure_for_New_Car_Assessment_Program_SAB_OOP_Testing_2018-04.pdf

U.S. DEPARTMENT OF TRANSPORTATION

NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION

LABORATORY TEST PROCEDURE FOR

NEW CAR ASSESSMENT PROGRAM

SIDE AIR BAG OUT-OF-POSITION TESTING

April 2018

RULEMAKING

Office of Crashworthiness Standards

Mail Code: NRM-110

1200 New Jersey Avenue, SE

Washington, DC 20590

Attachment J.4 i

REVISION CONTROL LOG FOR

NCAP LABORATORY TEST PROCEDURES

SIDE AIR BAG OUT-OF-POSITION TESTING

REV. No. DATE DESCRIPTION

00 2018-04 Initial release ii

Table of Contents

1. PURPOSE AND APPLICATION

2. GENERAL REQUIREMENTS

2.1 SAB OOP INJURY CRITERIA – 3-YEAR-OLD DUMMY

A. HEAD INJURY CRITERION (HIC15)

B. NECK INJURY CRITERION (Nij, Tension, Compression)

C. CHEST INJURY CRITERION (Thorax Deflection and Deflection Rate)

2.2 SAB OOP INJURY CRITERIA – 6-YEAR-OLD DUMMY

A. HEAD INJURY CRITERION (HIC15)

B. NECK INJURY CRITERION (Nij, Tension, Compression)

2.3 SAB OOP INJURY CRITERIA – SID-IIs 5th PERCENTILE FEMALE

A. HEAD INJURY CRITERION (HIC15)

B. NECK INJURY CRITERION (Nij, Tension, Compression)

C. CHEST INJURY CRITERION (Thorax Deflection and Deflection Rate)

3. SECURITY

3.1 RULES FOR CONTRACTORS

4. GOOD HOUSEKEEPING

5. TEST SCHEDULING AND MONITORING

6. PRE-TEST REQUIREMENTS

6.1 PROJECT PLAN

6.2 FACILITY AND EQUIPMENT

A. TEST BUILDING/AREA

B. DATA ACQUISITION SYSTEM

C. HIGH-SPEED CAMERAS

7. GOVERNMENT FURNISHED PROPERTY (GFP)

7.1 TEST VEHICLES

7.2 ANTHROPOMORPHIC TEST DEVICES

8. CALIBRATION AND TEST INSTRUMENTATION

8.1 GENERAL REQUIREMENTS

8.2 ANTHROPOMORPHIC TEST DEVICES

9. PHOTOGRAPHIC DOCUMENTATION

9.1 CAMERAS

iii

A. HIGH-SPEED DIGITAL CAMERAS

B. REAL-TIME CAMERA

C. CAMERA LOCATIONS

9.2 COLORING, MARKERS, AND OTHER TARGETS

9.3 VEHICLE INFORMATION PLACARDS

9.4 IMPACT EVENT VIDEO TITLE HEADING AND SEQUENCE

9.5 STILL PHOTOGRAPHS

10. DEFINITIONS

11. TEST EXECUTION

11.1 TEST VEHICLE PREPARATION

A. TEST VEHICLE INFORMATION

B. DATA FROM CERTIFICATION LABEL

C. VEHICLE SEAT TYPE

D. VEHICLE CONDITION AFTER CRASH TEST

E. ADJUSTABLE SEATS

F. ADJUSTABLE HEADRESTS

G. ADJUSTABLE SUPPORTS

H. ADJUSTABLE BELT ANCHORAGES

I. WINDOWS

J. CONVERTIBLE TOPS

K. DOORS

L. AIR BAG TRIGGERS

11.2 DUMMY PREPARATION, POSITIONING, AND PLACEMENT

A. ATD Selection and Instrumentation

B. ATD Preparation

C. ATD Positioning

D. Connection to DAS

11.3 AIR BAG DEPLOYMENT

A. Instrumentation and Triggers

B. Video and Lighting

C. Pre-Test Photographs

D. Conduct Test iv

12. POST-TEST MEASUREMENTS AND OBSERVATIONS

12.1 TEMPERATURE AND HUMIDITY

12.2 POST-TEST PHOTOGRAPHS

12.3 REMOVAL OF DUMMY

12.4 REMOVAL OF TEST INSTRUMENTATION

12.5 PREPARATION FOR STORAGE

13. TEST DATA DISPOSITION

13.1 TEST DATA LOSS

A. INVALID TEST DESCRIPTION

B. INVALID TEST NOTIFICATION

C. RETEST NOTIFICATION

D. WAIVER OF RETEST

E. TEST VEHICLE

F. TEST REPORT

G. DEFAULT

H. CONDITIONS FOR PARTIAL PAYMENT

13.2 DATA PROCESSING

A. General

B. Filtering Requirements

13.3 RECOMMENDED DATA TRACE ORDER

13.4 NOTIFICATION OF APPARENT TEST FAILURE

13.5 DELIVERABLES

13.6 DATA AND VEHICLE RETENTION BY CONTRACTOR

13.7 DATA AVAILABILITY TO THE PUBLIC

14. APPENDICES

1. PURPOSE AND APPLICATION

The New Car Assessment Program (NCAP) side air bag out-of-position (SAB OOP) test procedure is based upon the “Recommended Procedures for Evaluating Occupant Injury Risk from Deploying Side

Airbags” prepared by the Side Airbag Out-of-Position Injury Technical Working Group and submitted to NHTSA in July 2003 (the “TWG document”).1 The primary purpose of the NCAP SAB OOP test program is to provide consumers with pertinent information on the risk of side air bags to out-of-position occupants in vehicles. NCAP utilizes manufacturer submitted data to present information on NHTSA.gov and ‘spot checks’ selected vehicles throughout the testing program. If a vehicle meets the criteria developed by the SAB OOP Technical Working Group (TWG) that vehicle receives a “Yes” for the “Meets Side Air Bag Out-of-Position Requirements” on NHTSA.gov.

The Office of Crashworthiness Standards (OCWS) provides contracted laboratories with Laboratory

Test Procedures which serve as guidelines for obtaining test data. The data are used to support the

OCWS consumer information program in providing consumers with comparative crash test information. The purpose of the OCWS Laboratory Test Procedures is to present a uniform testing and data recording format, and provide suggestions for the use of specific equipment and procedures. Any Contractor interpreting any part of an OCWS Laboratory Test Procedure to be in conflict with any referenced materials or observing any deficiencies in a Laboratory Test Procedure is required to advise the Contracting Officer’s Representative (COR) and resolve the discrepancy prior to the start of testing.

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 test 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 by the COR. The Laboratory Test Procedures may be modified by the OCWS at any time without notice, and the COR may direct or authorize contractors to deviate from these procedures, as long as the tests remain within the scope of the contract and are performed in a manner consistent with the SAB OOP NCAP test protocol.

2. GENERAL REQUIREMENTS

The side air bag out-of-position test is designed to assess the injury risk of interactions between a deploying side air bag and a vehicle occupant. Anthropomorphic test devices (ATDs), or dummies, are positioned in the vehicle according to the specific test section under consideration. The three

ATDs subjected for testing are the 3-year-old, 6-year-old, and SID-IIs 5th percentile female.

When tested according to the test conditions outlined in this test procedure, each vehicle’s occupants shall be evaluated using the following criteria:

1 The TWG document may be accessed at Regulations.gov Docket NHTSA-1999-5098 (https://www.regulations.gov/document?D=NHTSA-1999-5098-0037) https://www.regulations.gov/document?D=NHTSA-1999-5098-0037

2.1 SAB OOP INJURY CRITERIA – 3-YEAR-OLD DUMMY

A. HEAD INJURY CRITERION (HIC15)

The head injury criterion is computed from the resultant acceleration (ar) in g units at the dummy head’s center of gravity. The following expression describes HIC15:

𝐻𝐼𝐶 = [

𝑡2 − 𝑡1 ∫ 𝑎𝑟𝑑𝑡 𝑡2 𝑡1

2.5

(𝑡2 − 𝑡1)

Where:

𝑎𝑟 = √𝑎𝑥 2 + 𝑎𝑦

2 + 𝑎𝑧

And:

t2 and t1 are any two points in time during the impact event which are separated by no more than 15 milliseconds.

The HIC15 for the 3-year-old dummy shall not exceed 570.

B. NECK INJURY CRITERION (Nij, Tension, Compression)

The Nij combines the effects of the forces and moments on the neck and is described by the following expression:

𝑁𝑖𝑗 = 𝐹𝑧 𝐹𝑧𝑐

𝑀𝑂𝐶𝑦

𝑀𝑦𝑐

Where:

Fz is the axial force in the neck in either tension or compression, Fzc is the critical force described in the table below, MOCy is the bending moment about the occipital condyle in either flexion or extension, and Myc is the critical moment described in the table below.

Dummy Type

Fzc [N] Tension

Fzc [N] Compression

Myc [Nm] Flexion

Myc [Nm] Extension

3-year-old 2120 2120 68 27

The Nij values for the 3-year-old dummy – Nte, Ntf, Nce, Ncf – shall not exceed 1.0.

Additionally, the peak neck forces shall not exceed 1130 N in tension or 1380 N in compression.

C. CHEST INJURY CRITERION (Thorax Deflection and Deflection Rate)

The thorax deflection of the 3-year-old dummy is assessed by measuring compression from a rotary potentiometer. The deflection rate may be assessed by measuring compression from a rotary potentiometer and accelerations from sternum and spine accelerometers. These measurements are necessary for test cases 3.3.3.2 and 3.3.4.1 only. For these cases, the peak deflection shall not exceed 36 mm and the peak deflection rate shall not exceed 8.0 m/s.

Appendix B of the TWG document describes in detail the options and procedures for measuring chest deflection rate.

2.2 SAB OOP INJURY CRITERIA – 6-YEAR-OLD DUMMY

A. HEAD INJURY CRITERION (HIC15)

The head injury criterion is computed from the resultant acceleration (ar) in g units at the dummy head’s center of gravity. The following expression describes HIC15:

𝐻𝐼𝐶 = [

𝑡2 − 𝑡1 ∫ 𝑎𝑟𝑑𝑡 𝑡2 𝑡1

2.5

(𝑡2 − 𝑡1)

Where:

𝑎𝑟 = √𝑎𝑥 2 + 𝑎𝑦

2 + 𝑎𝑧

And:

t2 and t1 are any two points in time during the impact event which are separated by no more than 15 milliseconds.

The HIC15 for the 6-year-old dummy shall not exceed 723.

B. NECK INJURY CRITERION (Nij, Tension, Compression)

The Nij combines the effects of the forces and moments on the neck and is described by the following expression:

𝑁𝑖𝑗 = 𝐹𝑧 𝐹𝑧𝑐

Fz is the axial force in the neck in either tension or compression, Fzc is the critical force described in the table below, MOCy is the bending moment about the occipital condyle in either flexion or extension, and Myc is the critical moment described in the table below.

Dummy Type

Fzc [N] Tension

Fzc [N] Compression

Myc [Nm] Flexion

Myc [Nm]

6-year-old 2800 2800 93 37

The Nij values for the 6-year-old dummy – Nte, Ntf, Nce, Ncf – shall not exceed 1.0.

Additionally, the peak neck forces shall not exceed 1490 N in tension or 1820 N in compression.

2.3 SAB OOP INJURY CRITERIA – SID-IIs 5th PERCENTILE FEMALE

A. HEAD INJURY CRITERION (HIC15)

The head injury criterion is computed from the resultant acceleration (ar) in g units at the dummy head’s center of gravity. The following expression describes HIC15:

𝐻𝐼𝐶 = [

𝑡2 − 𝑡1 ∫ 𝑎𝑟𝑑𝑡 𝑡2 𝑡1

2.5

(𝑡2 − 𝑡1)

Where:

𝑎𝑟 = √𝑎𝑥 2 + 𝑎𝑦

2 + 𝑎𝑧

And:

t2 and t1 are any two points in time during the impact event which are separated by no more than 15 milliseconds.

The HIC15 for the SID-IIs dummy shall not exceed 779.

B. NECK INJURY CRITERION (Nij, Tension, Compression)

The Nij combines the effects of the forces and moments on the neck and is described by the following expression:

𝑁𝑖𝑗 = 𝐹𝑧 𝐹𝑧𝑐

Fz is the axial force in the neck in either tension or compression, Fzc is the critical force described in the table below, MOCy is the bending moment about the occipital condyle in either flexion or extension, and Myc is the critical moment described in the table below.

Dummy Type

Fzc [N] Tension

Fzc [N] Compression

Myc [Nm] Flexion

Myc [Nm]

SID-IIs 3880 3880 155 61

The Nij values for the SID-IIs dummy – Nte, Ntf, Nce, Ncf – shall not exceed 1.0.

Additionally, the peak neck forces shall not exceed 2070 N in tension or 2520 N in compression.

C. CHEST INJURY CRITERION (Thorax Deflection and Deflection Rate)

The thorax deflection of the SID-IIs dummy is assessed by measuring compression from a linear potentiometer in the thoracic ribs. The deflection rate may be assessed by measuring compression from a linear potentiometer and accelerations from rib and spine accelerometers.

These measurements are necessary for test cases 3.3.3.6 and 3.3.4.5 only. For these cases, the peak deflection shall not exceed 34 mm and the peak deflection rate shall not exceed 8.2 m/s.

Appendix B of the TWG document describes in detail the options and procedures for measuring chest deflection rate.

3. SECURITY

The Contractor must provide appropriate security measures to protect the OCWS test vehicles, dummies, and other government-furnished property (GFP) from unauthorized personnel during the entire testing program. The Contractor is financially responsible for any acts of theft and/or vandalism which occur during the storage of test vehicles and GFP. Any security problems which arise shall be reported by telephone to the Industrial Property Manager (IPM), Office of Contracts and Procurement, within two working days after the incident. A letter containing specific details of the security problem will be sent to the IPM (with a copy to the COR) within 48 hours.

The Contractor shall protect and segregate the data that evolves from testing before and after each vehicle test. No information concerning the vehicle testing program shall be released to anyone except the COR, unless specifically authorized by the COR, or the COR’s Branch or Division Chief.

No individuals, other than contractor personnel directly involved in the testing program, shall be allowed to witness any OCWS vehicle test unless specifically authorized by the COR. It is the

Contractor’s responsibility to secure the test site area during a test and to shield the test area from the public view by the use of canvas or other blocking devices.

3.1 RULES FOR CONTRACTORS

No vehicle manufacturer’s representatives or anyone other than the Contractor’s personnel working on the OCWS contracts and NHTSA personnel shall be allowed to inspect the OCWS vehicles or witness vehicle preparations without prior permission from the OCWS. Such permission can never be assumed.

All communications with vehicle manufacturers shall be referred to the OCWS. The Contractor shall not release test results or data without the permission of the OCWS.

The Contractor shall permit public access to and inspection of the test vehicles and related data during the times specified by the OCWS COR. The OCWS shall advise interested parties that such access and inspection shall be limited to a specified day and specified hours and require prior approval from the OCWS. This service shall be included as an incidental part of the crash test program and will not result in any additional cost to the OCWS. The Contractor shall make his own arrangements with interested parties for expenses incurred beyond providing access and inspection services.

4. GOOD HOUSEKEEPING

Contractors shall maintain the entire vehicle testing area, dummy calibration 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.

5. TEST SCHEDULING AND MONITORING

The Contractor shall submit a test schedule to the COR prior to testing. Tests shall be completed as required in the contract. The COR will make adjustments to the test schedule in cases of unusual circumstances such as inclement weather or difficulty experienced by the Administration in the procurement of a particular vehicle make and model.

Scheduling shall be adjusted to permit other vehicles to be tested to other FMVSS as may be required by NHTSA. All testing shall be coordinated with the COR to allow monitoring by the COR and/or other Agency personnel if desired.

6. PRE-TEST REQUIREMENTS

6.1 PROJECT PLAN

Every contractor is required to submit a detailed project plan to the COR before initiating the test program. The project plan must include a step-by-step description of the methodology to be used.

The Contractor’s project plan shall contain check-off sheets and a complete listing of test equipment and instrumentation used to conduct the SAB OOP test. The list of test equipment shall include make, model, instrument accuracy, and calibration dates. All equipment shall be calibrated in accordance with the manufacturer’s instructions. There shall be no contradictions between the

OCWS Laboratory Test Procedure and the Contractor’s project plan. Written approval of the

Contractor’s project plan shall be obtained from the COR before initiating the SAB OOP test program.

6.2 FACILITY AND EQUIPMENT

A. TEST BUILDING/AREA

The building or area used to conduct the SAB OOP test shall be temperature-controlled and large enough to house the test vehicle, test equipment, and instrumentation while allowing room for personnel to move freely about the test vehicle. The temperature inside the test vehicle must be maintained between 20.6°C and 22.2°C for a minimum of four (4) hours prior to the test.

B. DATA ACQUISITION SYSTEM

The contractor-furnished data acquisition system shall have a sufficient number of channels available for recording and processing signals from the dummy and vehicle sensors starting at least 20 ms prior to air bag deployment. The system must record time histories of the 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 interconnecting cables, and must conform to the appropriate section of SAE Recommended Practice SAE J211/1. The data acquisition system must be capable of deploying the required air bags for each test, or be capable of measuring the signal that triggers the air bags and syncing that signal with the other recorded data channels.

C. HIGH-SPEED CAMERAS

The contractor-furnished high-speed cameras shall be capable of recording at least 1,000 frames per second for the duration of the side air bag test. The high-speed camera system shall be capable of being synced with the data acquisition system. The Contractor shall ensure sufficient lighting such that the high-speed video is properly exposed.

7. GOVERNMENT FURNISHED PROPERTY (GFP)

7.1 TEST VEHICLES

In circumstances where the Contractor has the responsibility of accepting test vehicles, the

Contractor acts on the OCWS’s behalf when signing and acceptance of test vehicles. If a vehicle is delivered by a dealer, the Contractor must check to verify the following:

• All options listed on the window sticker are present on the test vehicle.

• Tires and wheel rims are the same as listed.

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

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

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

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

• Spare tire, jack, lug wrench and tool kit (if applicable) is located in the vehicle cargo area.

• The odometer reflects that the vehicle has been driven ≤ 200 miles.

• The VIN on the “Report of Vehicle Condition” form matches the VIN on the vehicle.

• The vehicle is equipped as specified by the COR.

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. A GFP vehicle shall not be driven by the Contractor on public roadways unless authorized by the COR.

If the vehicle being tested is in ‘new’ condition (not previously used for any other NHTSA testing), a

“Report of Vehicle Condition” form (see Form No. 1 in Section 4 of Appendix D) shall be completed by the Contractor and submitted to the COR as part of the “QC Package.” The upper half of the form is used to describe the vehicle as initially accepted. The lower half of the form provides space for a detailed description of the post-test condition of the vehicle.

7.2 ANTHROPOMORPHIC TEST DEVICES

The Government will furnish the Contractor with test vehicles and an adequate number of Part 572, Subpart P (3-year-old) test dummies, Subpart N (6-year-old) test dummies, and Subpart V (SID-IIs) side impact test dummies. The test dummies will be instrumented with upper neck load cells, lower neck load cells, head accelerometers, and thorax or rib potentiometers, as appropriate. Contractors are required to supply all other equipment and instrumentation necessary to properly conduct SAB

OOP testing according to this test procedure.

The 6-year-old and SID-IIs dummies shall be stored in an upright-seated position with the weight supported by the internal structure of the pelvis. The dummies shall be held upright using a strap around the chest or base of the neck so that the neck is not supporting the weight of the dummy.

The eye-bolt in the top of the dummy’s head shall not be used to support the dummy during storage between tests. The 3-year-old dummy shall be stored in a hanging position using the bracket and positioning shown Appendix C. The dummies shall be stored in a secured room, which is kept between 18.9°C and 25.5°C and 10-70% relative humidity.

The Contractor shall check the dummy components for damage after each SAB OOP test and complete a Dummy Damage Checklist if any damage is found. The Dummy Damage Checklist can be found in the respective calibration test procedure appendices. The COR will be kept informed of the dummies’ condition so that replacement parts can be provided. The Contractor shall keep a detailed record for each dummy, describing parts replaced and the results of the qualification tests.

8. CALIBRATION AND TEST INSTRUMENTATION

8.1 GENERAL REQUIREMENTS

Before the Contractor initiates the OCWS 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 at a minimum:

• Standards for calibrating the measuring and test equipment will be stored and used under appropriate environmental conditions to assure their accuracy and stability.

• 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 6 months for accelerometers and potentiometers and 12 months for load cells. Records, showing the calibration traceability to the National Institute of Standards and Technology

(NIST), shall be maintained for all measuring and test equipment.

o An accelerometer must be calibrated prior to 6 months if any indication from calibration checks that there may be a problem with a particular accelerometer.

• All instrumentation, test equipment, and measuring standards will be labeled with the following information:

o Date of calibration o Date of next scheduled calibration o Name of the technician who calibrated the equipment

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

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

o Measurement range o Accuracy o Calibration interval o Type of standard used to calibrate the equipment (calibration traceability of the standard must be evident) o The actual procedures and forms used to perform the calibrations

• Records of calibration for all test instrumentation shall be kept by the Contractor in a manner that assures the maintenance of established calibration schedules.

• All such records shall be readily available for inspection when requested by the COR. The calibration system will need approval of the COR before testing commences.

• The contractor-furnished data acquisition and processing system for recording signals from test dummies and vehicle sensors in SAB OOP tests shall be given a functional check prior to each test.

• A polarity check should be conducted for all ATD and vehicle sensors prior to the test to ensure that all data is accurately recorded and reported.

8.2 ANTHROPOMORPHIC TEST DEVICES

The SAB OOP test concept requires the use of a human surrogate to determine the injury levels associated with each vehicle and air bag design. The following ATDs and instrumentation have been chosen for NCAP SAB OOP tests:

• Subpart P: 3-year-old ATD instrumented with:

o Primary and redundant tri-axial head accelerometers o Six-axis upper neck load cell o Six-axis lower neck load cell o Thorax (chest) displacement potentiometer for test cases 3.3.3.2 and 3.3.4.1

▪ Contractor to use sternum and spine accelerometers in addition to the potentiometer

• Subpart N: 6-year-old ATD instrumented with:

o Primary and redundant tri-axial head accelerometers o Six-axis upper neck load cell o Six-axis lower neck load cell

• Subpart V: SID-IIs 5th percentile female ATD instrumented with:

o Primary and redundant tri-axial head accelerometers o Six-axis upper neck load cell o Six-axis lower neck load cell o Thorax (ribs) displacement potentiometers for test cases 3.3.3.6 and 3.3.4.5

▪ Contractor to use rib and spine accelerometers in addition to the potentiometer

In addition to the ATD requirements outlined in Part 572, several additional setup steps ensure that the ATD interaction with the air bag is optimal. The ATD should be dressed in tight fitting cotton knit shirt and pants. The skullcap seam should be taped with 4mm electrical tape to prevent the air bag from getting caught in the seam. The ATD’s head skin should be cleaned with alcohol and dusted with baby powder to achieve acceptable frictional characteristics. There should be sufficient amount of baby powder to be seen in pre-test close-up photographs, but not so much that it interferes with video coverage when the air bag contacts the ATD head during the deployment.

Prior to testing the ATD temperature should be within a temperature range of 20.6°C and 22.2°C and a humidity range of 10 and 70 percent relative humidity for four hours.

The ATD and associated instrumentation must be grounded. The ATD should be grounded with cables attached to the head, thorax, abdomen, and pelvis. The dummy may also be sprayed with an anti-static spray.

Anthropomorphic test devices shall be qualified before the OOP SAB test program begins. The ATD must be re-qualified after 8 weeks. The qualification data for the ATD shall be submitted as part of the Quality Control (QC) Package, the Draft Test Report, and the Final Test Report. Calibration data must also be available electronically if requested by the COR. Electronic data collected for all dummy calibrations must be saved and retained by the Contractor for at least five years from the test date. Appendices A, B, and C contain qualification procedures for the three ATDs.

In the event of a test failure (e.g. if one of the Injury Reference Values is exceeded) or data anomaly, that region of the ATD must be inspected for damage and then re-qualified. Additional calibration checks of 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.

9. PHOTOGRAPHIC DOCUMENTATION

9.1 CAMERAS

A. HIGH-SPEED DIGITAL CAMERAS

The Contractor shall document the air bag event in color with three high-speed digital cameras that operate at a minimum of 1,000 frames per second (fps) for at least 20 ms before the air bag is deployed and for at least 300 ms after. The minimum resolution for the cameras must be

1024 x 1024 pixels. Due to the speed of air bag deployments, the Contractor is encouraged to use a higher framerate when recording the event, if the equipment is feasible of doing so without sacrificing image quality.

The three high-speed cameras shall document the test from the side, the front, and an oblique angle. The Contractor shall report the locations of the three high-speed cameras on the appropriate Data Sheet in the Final Test Report.

The test area must be equipped with sufficient lighting to provide the proper exposure. Glare or lights showing on any glass area must be minimized so that the view of the dummy during the test is visible. Shadows should be minimized to the extent possible. A time zero mark must be registered in the frame to indicate when the air bag deployment occurs.

Digital videos from each camera shall be provided with the Quality Control package in .avi, .wmv, or .mpeg format with a standard or generally available codec. Other types of files can be used if prior approval is granted by the COR. The test laboratory’s name or logo should not appear in any high-speed videos.

B. REAL-TIME CAMERA

The Contractor may use a real-time camera to document the air bag event. If a real-time camera is used it should be shot in color at either 24, 30, or 60 frames per second. The digital file delivered to NHTSA should be .avi, .mpeg, or .wmv with a standard and generally available codec. The test laboratory’s name and logo should not appear in the real-time video.

C. CAMERA LOCATIONS

• Camera 1: High-speed camera to view air bag deployment and ATD interaction from the side of the vehicle.

• Camera 2: High-speed camera to view air bag deployment and ATD interaction from the front of the vehicle.

• Camera 3: High-speed camera to view air bag deployment and ATD interaction from an oblique view from the front/side of the vehicle.

• Camera 4: Real-time camera to provide a static front/side oblique view of the air bag deployment and ATD interaction.

9.2 COLORING, MARKERS, AND OTHER TARGETS

To the extent possible, vehicle interior surfaces such as the A, B, C-pillar trim panels, door trim panels, etc. shall be painted a flat white. The ATDs are not required to be painted

A time zero indicator must be synchronized with the event time zero point (when the air bags are deployed). A strobe or flash bulb may be used such that it illuminates at time zero in the field of view of each high-speed camera. Alternatively, if the test lab’s equipment allows, the timestamp on the high-speed video can indicate a time zero point.

9.3 VEHICLE INFORMATION PLACARDS

Test vehicle information placards shall be positioned so that at least one placard will be visible and legible in each of the cameras’ field of view. The following information shall be shown:

• The vehicle’s NHTSA number followed by “TWG2” or “TWG3” depending on seating location

• The words “NCAP SAB OOP Test”

• The TWG test section and title

• Date of the side air bag test

• Vehicle year, make, and model

The test laboratory’s name and logo shall not appear on the vehicle information placards.

9.4 IMPACT EVENT VIDEO TITLE HEADING AND SEQUENCE

The Contractor shall create a video file for each camera used to record the impact event. The video file names shall be as follows:

• Camera No. 1 – Side View

• Camera No. 2 – Oblique View

• Camera No. 3 – Front View

• (Optional) Camera No. 4 – Real-Time View

The test laboratory’s name and logo shall not appear in any high-speed video.

9.5 STILL PHOTOGRAPHS

Clear and properly focused digital photographs in .jpg format shall be taken to document the test.

Information placards which identify the following information shall be present in each photograph:

• The vehicle’s NHTSA number followed by “TWG2” or “TWG3” depending on seating location

• The words “NCAP SAB OOP Test”

• The TWG test section and title

• Date of the side air bag test

• Vehicle year, make, and model

• Indication if the photo is pre-test or post-test

The photograph names shall be as follows:

• No. 01 – Right Front ¾ View of Test Vehicle as Delivered

• No. 02 – Vehicle Certification Label

• No. 03 – Pre-Test Vehicle Left Side View

• No. 04 – Post-Test Vehicle Left Side View

• No. 05 – Pre-Test Dummy Left Side View

• No. 06 – Post-Test Dummy Left Side View

• No. 07 – Pre-Test Dummy Left Side Close-up View

• No. 08 – Post-Test Dummy Left Side Close-up View

• No. 09 – Pre-Test Dummy Left ¾ Front View

• No. 10 – Post-Test Dummy Left ¾ Front View

• No. 11 – Pre-Test Dummy Left ¾ Front Close-up View

• No. 12 – Post-Test Dummy Left ¾ Front Close-up View

• No. 13 – Pre-Test Dummy Front View

• No. 14 – Post-Test Dummy Front View

• No. 15 – Pre-Test Dummy Front Close-up View

• No. 16 – Post-Test Dummy Front Close-up View

• No. 17 – Pre-Test Dummy Right ¾ Front View

• No. 18 – Post-Test Dummy Right ¾ Front View

• No. 19 – Pre-Test Dummy Right Side Front View

• No. 20 – Post-Test Dummy Right Side Front View

• No. 21 – Post-Test Dummy Right Side Front View (Door Open)

• No. 22 – Post-Test Curtain Air Bag Left Side View

• No. 23 – Post-Test Curtain Air Bag Left ¾ Front View

• No. 24 – Post-Test Curtain Air Bag Front View

• No. 25 – Post-Test Curtain Air Bag Right Side View (Door Open)

10. DEFINITIONS

There are no unique definitions required for this test procedure.

11. TEST EXECUTION

11.1 TEST VEHICLE PREPARATION

A. TEST VEHICLE INFORMATION

Using the owner’s manual, information provided by the COR, and any other data available, determine the following vehicle information and record it on Data Sheet No. 2 of Appendix D:

• NHTSA No. (supplied by COR)

• Vehicle model year, make, model, and body style

• Body color

• VIN

• Current odometer reading (in km and mi)

• Engine data to include displacement, type and number of cylinders, and placement

(longitudinal or lateral)

• Transmission data, to include type (manual or automatic), number of speeds, and whether the vehicle is equipped with overdrive

• Final drive (rear, front, or four-wheel drive)

• All major options (indicate “Yes” if the vehicle is equipped with an option and “No” if it is not)

• All available occupant safety restraints

B. DATA FROM CERTIFICATION LABEL

Record the following vehicle information from the vehicle’s certification label on Data Sheet No.

2 of Appendix D:

• Manufacturer

• Build date (or month and year)

• Vehicle type

• Gross vehicle weight rating (GVWR)

• Gross axle weight rating (GAWR) for the front and rear of the vehicle

C. VEHICLE SEAT TYPE

Record the following information onto the applicable data sheet. Visually inspect the seat to verify seat type.

• Type of front seat pan (bucket, bench, or split bench)

• Type of front seat back (fixed or adjustable w/ lever or knob)

• Type of second row seat pan (bucket, bench, split bench, or contoured)

• Type of second row seat back (fixed or adjustable w/ lever or knob)

• Type of third row seat pan (bucket, bench split bench, or contoured)

• Type of third row seatback (fixed or adjustable w/ lever or knob)

D. VEHICLE CONDITION AFTER CRASH TEST

Test vehicles used for SAB OOP testing have often been previously tested. The test lab should ensure that the test vehicle is not damaged to the point of affecting the planned test and that any previous damage is properly recorded in the vehicle condition form. Some vehicle components, such as windows, may have been previously removed for other testing. If those items are believed to affect the outcome of the planned SAB OOP test they should be reinstalled prior to other preparation work or test execution. Any questions about vehicle damage and reparability should be directed to the NHTSA COR.

E. ADJUSTABLE SEATS

Each SAB OOP test will be conducted in either the front right passenger seat, the second row right passenger seat, or the third row right passenger seat. The NHTSA COR will provide the test lab guidance on which seating location should be used for each test. The test lab should then setup the vehicle seat according to the guidance outlined in the Recommended Procedures for valuating Occupant Injury Risk from Deploying Side Airbags, referenced as the “TWG

Procedure.” Section 3.3.1 of the TWG Procedure outlines General Seat Preparation Procedure and is copied below for reference:

The TWG emphasizes that these instructions apply to initial positioning efforts. Test engineers must determine if these instructions are consistent with their particular system and modify them as appropriate to meet the objectives of the individual test.

1. To aid dummy positioning, identify and mark the centerline of the seat back and seat cushion.

For seat mounted air bag systems, draw a horizontal line on the seat corresponding to the top edge of the side air bag module.

2. Unless otherwise noted in the TWG guidance document, tests are to be conducted with the seat in the rearmost and lowest adjustment. The seat back should be adjusted to the manufacturers design angle or to achieve a torso angle of 25 degrees as measured on the SAE

J826 H-Point machine. If any of these adjustments is found to interfere with the inflation of the air bag or with the stated test objective, then the seat track position and or seat back angle may be adjusted the minimum amount necessary to avoid obstruction and fulfill the required test objective with the seat still in a nominally normal position for travel.

3. The head restraint is adjusted to its full-down position.

4. The upper safety belt anchor is adjusted to its highest position. The seat belt may be taped to the B-pillar to avoid entanglement with the side air bag.

5. All windows on the tested (inflation) side of the vehicle should be in the closed position unless otherwise specified.

F. ADJUSTABLE HEADRESTS

For seating positions with adjustable headrests, the headrest should be in the full-down position unless otherwise specified in the TWG guidance document.

G. ADJUSTABLE SUPPORTS

Seating locations with adjustable supports, such as a lumbar support, should be placed in the lowest, retracted, and/or deflated adjustment position unless otherwise stated in the TWG guidance document.

H. ADJUSTABLE BELT ANCHORAGES

If an adjustable upper seat belt anchor is present, it should be adjusted to the highest position.

I. WINDOWS

SAB OOP tests should be conducted with windows in the closed position. If, because of prior damage, the window cannot stay closed on its own, tape may be used on the exterior side of the window to assist in keeping the window closed.

J. CONVERTIBLE TOPS

Convertibles should be tested with the roof in the closed position.

K. DOORS

Place the door adjacent to the tested seating position in the fully closed position. Other doors may remain open during the test to aid in setup and camera visibility provided the open door would not affect the results of the test.

L. AIR BAG TRIGGERS

After determining which air bags are required to deploy for the test, connect the required equipment used to deploy the air bags. If the test vehicle must be altered to access the air bags, such as removing trim or moving portions of the headliner, take care to not permanently damage the parts or surrounding area. Ensure cables connected to the air bags do not interfere with the air bag deployment trajectory. If there are any questions on how to access or connect to the air bags for firing, please contact the NHTSA COR.

11.2 DUMMY PREPARATION, POSITIONING, AND PLACEMENT

A. ATD Selection and Instrumentation

Based on NHTSA COR instructions and test mode, select an appropriate ATD. Ensure the ATD is instrumented to collect the necessary data. For reference, relevant sections of Table 3 from the

TWG document are copied below:

ATD TWG Section Test Position Body Region Requiring Instrumentation

H yb ri d

II

I 3

-Y ea r- O ld

3.3.3.1 Forward facing on booster seat Head, neck

3.3.3.2 Rearward facing Head, neck, thorax

3.3.3.3 Lying on seat, Head on armrest – for seat

mounted bag

Head, neck

3.3.3.4 Lying on seat – for seat mounted bag Head, neck

3.3.4.1 Outboard facing Head, neck, thorax

3.3.4.2 Inboard facing Head, neck

3.3.4.3 Lying on seat, Head on armrest – for

door/QP mounted bag

Head, neck

3.3.4.4 Lying on seat – for door/QP mounted bag Head, neck

H yb ri d

II

I 6

Ye ar

-O ld

3.3.3.5 Forward facing on booster seat Head, neck

3.3.5.1 Inboard facing on booster seat Head, neck

SI

D

-I Is

3.3.3.6 Inboard facing – for seat mounted bag Head, neck, thorax

3.3.4.5 Forward facing Head, neck, thorax

3.3.5.2 Forward facing with raised seat Head, neck

3.3.5.3 Inboard facing with raised seat Head, neck

Body Region

Injury Measure Instrumentation Required

Notes

Head HIC15 Ax, Ay, Az A redundant set may be used

Neck Nij, Tension, Compression

Fx, Fy, Fz, Mx, My, Mz

Chest Deflection, Deflection Rate

Chest potentiometer and sternum/ribs and spine accelerometers

The TWG recommends utilizing the sternum/rib and spine accelerometers as well as the chest potentiometer

B. ATD Preparation

The chosen ATD should be qualified (“calibrated”) and clothed per the appropriate appendix. All dummy joints should be inspected for mobility prior to each crash test and reset to hold 1G.

This amount of friction will just barely restrain the weight of the individual limb when it is extended horizontally. Ensure that the ATD’s skullcap seam has been covered with tape and that the ATD’s head has had baby powder applied. Ensure that the ATD’s umbilical cable is routed and positioned in a way that is consistent with the PADI and TWG document and such that it will not interfere with the air bag deployment.

C. ATD Positioning

If a foam booster block is to be used in the test setup, ensure it is in position before positioning the ATD in the test vehicle. Once all ATD preparations have been made place the ATD into the designated position per guidance in the relevant section of the TWG document.

D. Connection to DAS

Ensure the ATD instrumentation is connected to the DAS.

11.3 AIR BAG DEPLOYMENT

A. Instrumentation and Triggers

Ensure test instrumentation, triggers, and data acquisition are connected and functioning properly. Ensure system used to deploy the air bag(s) is functioning properly.

B. Video and Lighting

Ensure lighting for video cameras is setup as necessary. Ensure all high-speed and real-time video cameras are properly framed, focused, exposed, recording at the correct frame rate, and recording. Ensure video system trigger is functioning properly.

C. Pre-Test Photographs

Pre-test photographs should be taken once the ATD and all test equipment is in the final test position. Review pre-test photographs for completeness, framing, exposure, and focus before proceeding. If requested, pre-test photographs should be sent to the NHTSA COR for review prior to conducting the air bag deployment test.

D. Conduct Test

After a final check of data, photo, video, and trigger systems has been conducted, ensure that personnel in the area are in a safe place and wearing eye and ear protection as necessary.

Deploy the air bags.

12. POST-TEST MEASUREMENTS AND OBSERVATIONS

After the test, relevant information should be recorded on the applicable Data Sheets in Appendix D.

12.1 TEMPERATURE AND HUMIDITY

Record the dummy/vehicle temperature and humidity stabilization data.

12.2 POST-TEST PHOTOGRAPHS

Some post-test photographs must be taken before the ATD is removed.

12.3 REMOVAL OF DUMMY

Once all post-test photographs outlined in section 12.2 have been taken, remove the ATD from the test vehicle and take the remaining post-test photos of the vehicle interior. Record any post-test observations related to ATD and air bag contact.

12.4 REMOVAL OF TEST INSTRUMENTATION

After all post-test photographs have been taken and the ATD has been removed, the Contractor shall remove all test-related instrumentation from the test vehicle.

12.5 PREPARATION FOR STORAGE

After removal of all test instrumentation, the test vehicle should be prepared for storage. Raise all windows on the test vehicle, if possible, close any hatches, if applicable, and close and latch all doors to the extent permitted by the vehicle crush. Exposed window openings should be covered with a covering that will protect the vehicle from the elements for a period of one year (e.g. self-adhesive plastic film).

13. TEST DATA DISPOSITION

The Contractor shall provide a QuickLook report (see Form 2 in Appendix D) and a copy of the preliminary test data plots to the NHTSA representative within one day via email. Additionally, the

Contractor shall analyze the preliminary test results as directed by the COR. The test data tape

(Entrée EV5) shall be submitted within three days of the test via email.

13.1 TEST DATA LOSS

A. INVALID TEST DESCRIPTION

The test dummies are instrumented in order to obtain data needed for the New Car Assessment

Program. The dummy data and kinematics are essential to NCAP. An invalid SAB OOP test is one which does not conform precisely to all requirements/specifications of the NCAP Laboratory

Test Procedure and Statement of Work applicable to the test.

B. INVALID TEST NOTIFICATION

The Contractor shall notify NHTSA of any test not meeting all requirements/specifications of the

SAB OOP Laboratory Test Procedure and Statement of Work applicable to the test by telephone within 24 hours of the test. Written notice must be sent to the COR within 48 hours of test completion.

C. RETEST NOTIFICATION

The Contracting Officer of NHTSA is the only NHTSA official authorized to notify the Contractor that a retest is required. The retest shall be completed within 2 weeks after receipt of notification by the Contracting Officer that a retest is required.

D. WAIVER OF RETEST

NHTSA, in its sole discretion, reserves the right to waive the retest requirement. This provision shall not constitute a basis for dispute over the NHTSA’s waiving or not waiving any requirement.

E. TEST VEHICLE

NHTSA shall furnish only one vehicle for each test ordered. The Contractor shall furnish the test vehicle required for a retest, should a retest be required. The retest vehicle shall be equipped as the original vehicle. The original vehicle used in the invalid test shall remain the property of

NHTSA, and the retest vehicle shall remain the property of the Contractor. The Contractor shall retain the retest vehicle for a period not exceeding 180 days if there is a test anomaly or if the

ATD injury measurements exceed the thresholds outlined in this test procedure. If the retest is deemed valid and no ATD injury measurements exceed the outlined thresholds, the Contractor may dispose of the retest vehicle upon notification from the COR that the Final Test Report has been accepted.

F. TEST REPORT

No test report is required for any test that is determined to be invalid unless NHTSA specifically decides, in writing, to require the contractor to submit such report. The test data from the invalid test must be safeguarded until the data from the retest has been accepted by the COR.

The Final Test Report and other required deliverables for the retest vehicle are required to be submitted to the COR within three weeks after completion of the retest.

G. DEFAULT

The Contractor is subject to the default and subsequent re-procurement costs for non-delivery of valid or conforming tests.

H. CONDITIONS FOR PARTIAL PAYMENT

The Contractor shall exercise reasonable and foreseeable control to ensure that no data is lost or rendered useless. If some non-critical data (such as camera failure) and critical data (ATD injury data) are not obtained for the crash test and the test is accepted by NHTSA, NHTSA will not pay for the missing or lost data.

13.2 DATA PROCESSING

A. General

Prior to the air bag deployment test a zero and shunt calibration check should be performed on all data channels. This same check should be performed post-test as well. As a secondary check, it is suggested that pre-test ATD instrumentation be lightly tapped with a rubber mallet to ensure sensors are recording and that instrumentation connections are secure.

The data acquisition system shall have a means of providing a time reference for all recorded data.

The system should identify the precise instant of air bag deployment.

The test data should not be pre-filtered and should be submitted at a channel filter class that is higher than CFC1000. It should be digitized at a minimum rate of 10,000 samples per second.

Additionally, the data should begin at a maximum of -50 ms and be truncated at 300 ms.

Data should be filtered after the test per SAE Recommended Practice J211-1 “Instrumentation for

Impact Tests.” Time zero for all data shall be the instant the air bags were signaled to deploy.

The Contractor must meet all the requirements in the NHTSA Test Reference Guide Volume I: Vehicle

Tests. It is recommended that the contractor visit NHTSA’s website for the most updated version of the guide. The guide is also available from the OCWS:

U.S. Department of Transportation

National Highway Traffic Safety Administration

Office of Crashworthiness Standards

1200 New Jersey Ave. S.E.

Washington, D.C. 20590

When reporting injury measures that have redundant channel capability, the following process is used when a primary channel contains questionable data or fails completely:

• All channels should be labeled and submitted as they are recorded in the crash according to the channel list in Section 13.3. Primary channels should never be switched with (or labeled

as) redundant channels for any reason, even if the primary channel fails and is required for a resultant injury reading.

• Resultant injury readings should be calculated using as many primary channels as possible.

If a required primary channel fails, its corresponding redundant should be used in the resultant calculation along with the remaining (preserved) primary channels. In the case of a failed primary head Z acceleration, for example, HIC should be calculated using the primary X and Y along with the redundant Z.

• Entrée INSCOM fields indicating the channels used in a resultant calculation are encouraged for clarity. In the case of a failed head Z acceleration, for example, the Contractor should indicate in the INSCOM field that the redundant Z channel was used to calculate the HIC reported for that occupant.

If a test signal contains intermittent noise, the original data channel (as recorded) should still be added to the appropriate slot in the data tape. NCAP staff will edit the signal as necessary and provide it to the Contractor to be included in the test report or other final deliverables. It is rare that a data channel would require editing of this nature. The Contractor should not edit test data unless instructed to do so in a dialogue with the COR.

B. Filtering Requirements

Channel Filter Class Cut-off Frequency

Head Acceleration 1000 1650

Neck Forces 1000 1650

Neck Moments 600 1000

Chest Acceleration 180 300

Chest/Rib Deflection 600 1000

Sternum/Rib Acceleration 1000* 1650*

Spine Acceleration 1000* 1650*

*Per the TWG document Appendix B

13.3 RECOMMENDED DATA TRACE ORDER

CURNO INSCOM

01 HEAD X – PRIMARY

02 HEAD Y – PRIMARY

03 HEAD Z – PRIMARY

04 HEAD X – REDUNDANT

05 HEAD Y – REDUNDANT

06 HEAD Z – REDUNDANT

07 UPPER NECK X – FORCE

08 UPPER NECK Y – FORCE

09 UPPER NECK Z – FORCE

10 UPPER NECK X – MOMENT

11 UPPER NECK Y – MOMENT

12 UPPER NECK Z – MOMENT

13 LOWER NECK X – FORCE

14 LOWER NECK Y – FORCE

15 LOWER NECK Z – FORCE

16 LOWER NECK X – MOMENT

17 LOWER NECK Y – MOMENT

18 LOWER NECK Z – MOMENT

19 CHEST DEFLECTION*

20 STERNUM ACCELERATION*

21 SPINE ACCELERATION

22 CURTAIN AIR BAG – VOLTAGE

23 CURTAIN AIR BAG – CURRENT

24 TORSO AIR BAG – VOLTAGE

25 TORSO AIR BAG – CURRENT

*Use “RIB DEFLECTION” and “RIB ACCELERATION” for the SID-IIs

13.4 NOTIFICATION OF APPARENT TEST FAILURE

The performance requirements are found in Section 2 (General Requirements) of this test procedure. If the test results indicate that the test vehicle has exceeded any of the injury criteria the Contractor shall notify the COR in accordance with Appendix D.

13.5 DELIVERABLES

Required deliverables for each test are discussed in Appendix D. A Schedule of Deliverables is also provided in that Appendix.

13.6 DATA AND VEHICLE RETENTION BY CONTRACTOR

The Contractor shall retain reproducible copies of all data tapes, high-speed and real-time videos, and photographs for at least five years.

Tested vehicles,…