J.2 Laboratory Test Procedure for New Car Assessment Program Side Pole Barrier Impact Testing, March 2020.pdf

Side NCAP - Pole

MARCH 2020

U.S. DEPARTMENT OF TRANSPORTATION

NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION

LABORATORY TEST PROCEDURE

for

NEW CAR ASSESSMENT PROGRAM

SIDE IMPACT RIGID POLE

TESTING

U.S. Department of Transportation National Highway Traffic Safety Administration

Office of Crashworthiness Standards Mail Code: NRM-111

1200 New Jersey Ave. S.E., Room W43-410 Washington, DC 20590

J.2 Laboratory Test Procedure for New Car Assessment Program Side Pole Barrier Impact Testing, March 2020 i

This publication is distributed by the U.S. Department of Transportation, National Highway Traffic Safety Administration, in the interest of information exchange. The opinion, findings, and conclusion 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 manufacturer’s name or products are mentioned, it is because they are considered essential to the object of the publication and shall not be construed as an endorsement. The United States Government does not endorse products or manufacturers.

ii

LABORATORY TEST PROCEDURE FOR NCAP SIDE IMPACT RIDGID POLE TEST

TABLE OF CONTENTS

1. PURPOSE AND APPLICATION

2. GENERAL REQUIREMENTS

2.1 SIDE IMPACT RIGID POLE TEST

2.2 DOOR OPENING CRITERION

2.3 INDICANT FMVSS NO. 301, FUEL SYSTEM INTEGRITY

2.4 INDICANT FMVSS NO. 305, ELECTRIC POWERED VEHICLES: ELECTROLYTE SPILLAGE

AND ELECTRICAL SHOCK PROTECTION

2.5 ADDITIONAL TESTING

2.6 METRIC SYSTEM OF MEASUREMENT

3. SECURITY

3.1 RULES FOR CONTRACTORS

4. GOOD HOUSEKEEPING

5. TEST SCHEDULING AND MONITORING

6. FACILITY AND EQUIPMENT - PRE-TEST REQUIREMENTS

6.1 TEST SURFACE

6.2 TOW ROAD

6.3 TEST VEHICLE PREPARATION BUILDING/STRUCTURE

6.4 TOW AND GUIDANCE SYSTEMS

6.5 RIGID POLE

6.6 TEST VEHICLE VELOCITY MEASUREMENT

6.7 TEST BRAKE ABORT SYSTEM

6.8 STATIC ROLLOVER DEVICE

6.9 DATA ACQUISITION SYSTEM

7. GOVERNMENT FURNISHED PROPERTY (GFP)

7.1 TEST VEHICLES

7.2 ANTHROPOMORPHIC TESTING DEVICES

7.3 RESTRAINT DEACTIVATION FOR TEST VEHICLES

8. CALIBRATION AND TEST INSTRUMENTATION

8.1 GENERAL REQUIREMENTS

8.2 ANTHROPOMORPHIC TESTING DEVICES

9. 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

iii

9.5 PHOTOGRAPHIC TARGETS, TAPE, AND VEHICLE ALIGNMENT WITH POLE

9.6 TARGET VEHICLE INFORMATION PLACARDS

9.7 REAL-TIME DOCUMENTATION VIDEO RECORDING AND EDITING

9.8 STILL PHOTOGRAPHS

10. DEFINITIONS

11. TEST EXECUTION

11.1 TEST VEHICLE PREPARATION

11.2 DUMMY PREPARATION, POSITIONING, AND PLACEMENT

11.3 TEST VEHICLE MEASUREMENTS

11.4 SIDE POLE TEST CONDITION

12. POST-TEST MEASUREMENTS AND OBSERVATIONS

12.1 TEST SPEED

12.2 TEMPERATURE AND HUMIDITY STABILIZATION

12.3 DUMMY CONTACT POINTS

12.4 IMPACT POINT

12.5 VEHICLE DOORS, SEAT MOVEMENT, RESTRAINT SYSTEMS, AND PROFILE

MEASUREMENTS

12.6 REMOVAL OF ANTHROPOMORPHIC TEST DEVICE

12.7 INDICANT FMVSS NO. 301/305 STATIC ROLLOVER

12.8 POST-TEST VEHICLE EXTERIOR CRUSH MEASUREMENTS

12.9 REMOVAL OF TEST INSTRUMENTATION

12.10 PREPARATION FOR STORAGE

13. TEST DATA DISPOSITION

13.1 TESTING ISSUES AND TEST DATA LOSS

13.2 DATA PROCESSING

13.3 REQUIRED DATA TRACE ORDER

13.4 PERFORMANCE REQUIREMENTS - NOTIFICATION OF TEST RESULTS

13.5 DATA AND VEHICLE RETENTION BY CONTRACTOR

13.6 DATA AVAILABILITY TO THE PUBLIC

APPENDICES

A. SID-IIs Qualification Procedure

B. Positioning 5th Percentile SID-IIs Dummy in Driver Position in the Test Vehicle

C. Deliverable Guidelines for New Car Assessment Program Side Impact Pole Testing

D. Head Angular Rate Sensor Polarity Check Procedure

E. FMVSS No. 301 and 305 Indicant Test Requirements for Side Impact Rigid Pole NCAP

F. Alterations to the SID-IIsD Procedure for Assembly, Disassembly, and Inspection (PADI) iv

REVISION CONTROL LOG

FOR NCAP LABORATORY

TEST PROCEDURES

SIDE NCAP RIGID POLE TEST

TEST PROCEDURE Side NCAP Pole DESCRIPTION

REV.

No.

DATE

AMENDMENT

EFFECTIVE

DATE

00 06/23/2010

Seating procedure revision. APPENDIX C revision to correct errors, add information to Form No. 1. As Delivered Weight condition revision.

01 08/30/2011 Minor revisions/clarifications.

02 05/17/2012 Revisions/clarifications to main procedure.

Appendix C revised. Added Appendix D.

03 07/23/2012 Revisions to Appendix C.

04 09/19/2012 Revisions to main procedure and Appendix C.

05 08/27/2013 Revisions to main procedure (data processing) and Appendix C.

06 09/12/2014 Revisions to main procedure, Appendix A, and Appendix C.

07 06/12/2015 Revisions to main procedure, Appendix A, and Appendix C

08 10/30/2018 Revisions to main procedure, Appendices

A, B, and C. Added Appendices D, E, and F.

09 03/03/2020 Revisions to main procedure, Appendices

A, B, C, and E.

Side NCAP – POLE 1

1. PURPOSE AND APPLICATION

The New Car Assessment Program (NCAP) side impact rigid pole test procedure is based on Section 9 of Federal Motor Vehicle Safety Standard (FMVSS) No. 214. Whereas the primary objective of FMVSS No. 214 is to reduce the risk of serious and fatal injury to occupants of passenger vehicles in side impact crashes, the primary purpose of the NCAP side impact program is to provide comparative vehicle side protection information to assist consumers in making vehicle purchase decisions. This will provide an incentive for vehicle manufacturers to design safer vehicles.

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.

NOTE: The OCWS Laboratory Test Procedures, prepared for the limited purpose of use by independent laboratories under contract to conduct tests for the OCWS, are not rules, regulations or NHTSA interpretations regarding the meaning of an associated FMVSS.

The Laboratory Test Procedures are not intended to limit the requirements of the applicable FMVSS(s).

In addition, 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 Side NCAP test protocol and the applicable parts of S9 of FMVSS No. 214, “Vehicle to pole requirements.”

2. GENERAL REQUIREMENTS

2.1 SIDE IMPACT RIGID POLE TEST

For all tests conducted using this NCAP Side Impact Rigid Pole Laboratory Test Procedure, the contract laboratories are directed to use an impact speed of 32.20 km/h. This speed, which is the upper test speed limit required by FMVSS No. 214, is specified in order that the NHTSA can obtain new car assessment and research data. Additionally, the Part 572, Subpart V (SID-IIs) dummy will be the only acceptable anthropomorphic testing device used in the Side NCAP pole test. The 32.20 km/h pole crash tests conducted by NCAP will be viewed as “indicant tests” to the requirements of the FMVSS No. 214.

Each vehicle subjected to a crash test in accords with this Laboratory Test Procedure shall be tested by impacting it into a fixed, rigid pole 254 mm ± 3 mm (10 inches) in diameter, at a speed of 32.20 km/h.

When tested according to the test conditions outlined in this test procedure, each vehicle shall comply with the following criteria:

Side NCAP – POLE 2

MEASURED INJURY CRITERIA – SID-IIS FEMALE DUMMY

(1) HEAD INJURY CRITERION (HIC36) - 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 HIC36:

HIC = [ 1

t2 t1

Ar dt ]2.5 t2 t1 (t 2 t )1 where AR= [Ax2 + A y2 + Az2]½ is the resultant acceleration magnitude in g units at the dummy head center of gravity (CG), and t1 and t2 are any two points in time during the impact event which are separated by not more than a 36 millisecond time interval.

The HIC shall not exceed 1000.

(2) THORACIC RIB DEFLECTION – The injury criterion for thoracic injury is the peak deflection of any of the thoracic ribs. The limit established for the thoracic rib deflection in Side NCAP testing is 38 mm.

(3) LOWER SPINE INJURY CRITERION – The injury criterion for the lower spine is the peak resultant lower spine acceleration. The resultant lower spine acceleration may not exceed 82 g’s.

(4) ABDOMINAL RIB DEFLECTION – The injury criterion for abdominal rib deflection is the peak deflection of either of the abdominal ribs. The limit established for the peak abdominal rib deflection in Side NCAP testing is 45 mm.

(5) PELVIS INJURY CRITERION - The sum of the acetabular and iliac pelvic forces may not exceed 5,525 N (1,242 lb).

2.2 DOOR OPENING CRITERION

Any side door that is struck by the pole shall not separate totally from the vehicle. It may not swing open. The door should remain latched or jammed shut throughout the crash.

Any door (including a rear hatchback or tailgate) that is not struck by the pole must meet the following requirements:

A. The door shall not disengage from the latched position.

B. The latch shall not separate from the striker, and the hinge components shall not separate from each other or from their attachment to the vehicle.

C. Neither the latch nor the hinge systems of the door shall pull out of their anchorages.

NOTE: All examination results must be recorded in the Final Test Report.

2.3 INDICANT FMVSS NO. 301, FUEL SYSTEM INTEGRITY

A. GENERAL REQUREMENTS: BARRIER IMPACT

When a vehicle is subject to a side impact rigid pole NCAP test, Stoddard spillage shall not exceed 1 ounce by weight from impact until motion of the vehicle has ceased, and shall not exceed a total of 5 ounces by weight in the 5-minute period following cessation of motion. For the subsequent 25-minute period of time that elapses prior to the static rollover, fuel spillage during any 1 minute interval shall not exceed 1 ounce by weight.

Side NCAP – POLE 3

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 barrier 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 degrees, following an impact crash, Stoddard spillage in any rollover test, 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 90o increment. For the remaining test period, at each increment of 90o, Stoddard spillage during any 1 minute interval shall not exceed 1 ounce by weight.

NOTE: All results must be recorded in the Final Test Report.

2.4 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 only to vehicles that use electricity as propulsion power.

The test vehicle must meet the requirements outlined in CFR §571.305 S5.1, S5.2, and S5.3. 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 side impact rigid pole 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.

NOTE: All results must be recorded in the Final Test Report.

2.5 ADDITIONAL TESTING

The COR may direct the Contractor to conduct additional testing on vehicles subject to side MDB testing.

Side NCAP – POLE 4

A. SIDE AIR BAG OUT OF POSITION TESTING

At the COR’s discretion, the Contractor may be asked to perform out-of-position air bag testing on any vehicle previously subject to a side impact rigid pole NCAP test. The Contractor should follow Laboratory Test Procedure for New Car Assessment Program Side Air Bag Out-of-Position Testing when conducting these tests.

B. CHILD RESTRAINT SYSTEM IN-VEHICLE TESTING

At the COR’s discretion, the Contractor may be asked to install child restraint systems (CRS) in the rear seats of any side MDB NCAP vehicle. The Contractor should follow Laboratory Test Procedure for New Car Assessment Program Child Restraint System Research when such tests are required.

2.6 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).

Accordingly, this laboratory test procedure includes revisions to comply with governmental directives in using the metric system. Regulatory standards converted to metric units are required to use metric measurements in the test procedures, whereas standards using English units are allowed to use English measurements or to use English measurements in combination with metric equivalents in parentheses. 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 test reports are required to include metric measurements for standards using metrication.

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.”

3. SECURITY

The Contractor must provide appropriate security measures to protect NCAP 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 Acquisition Management, within two (2) working days after the incident. A letter containing specific details of the security problem will be sent to the IPM (with copy to the COR) within 48 hours.

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

IMPACT AREA FROM THE PUBLIC VIEW BY THE USE OF CANVAS OR OTHER BLOCKING

DEVICES.__________________________________________________________

Side NCAP – POLE 5

3.1 RULES FOR CONTRACTORS

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

B. All communications with vehicle manufacturers shall be referred to the OCWS. At no time shall the Contractor shall not release crash test results or data without the permission of the OCWS. The Contractor may, however, provide the one-page Quicklook (see S5 in Section 3 of APPENDIX C) and ratings-related data plots to the vehicle manufacturer post-test. No other crash test results or data may be provided to the vehicle manufacturer without permission from the OCWS.

C. Unless otherwise specified, the vehicle manufacturer’s representative(s) shall only be authorized to visit the Contractor’s test facility on the day that the test is scheduled, and the representative(s) 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. Post-test inspection shall be limited to one hour after the Contractor’s personnel have completed their test tasks. No parts shall be removed from the vehicle during the post-test inspection without the approval of the

COR.

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 videos 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 videotaping of vehicle preparation at the vehicle manufacturer’s request must be approved by the OCWS. The Contractor’s personnel shall not respond to any questions from the manufacturer’s representatives regarding the OCWS test. All questions shall be referred to the COR, an OCWS representative present at the test site, or to the 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. 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. The Contractor shall refer all visit requests from vehicle manufacturer’s representatives to 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 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.

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 adjust the crash test schedule in cases of unusual

Side NCAP – POLE 6 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 the NHTSA. All testing shall be coordinated with the COR to allow monitoring by the COR and/or other administration personnel if desired.

6. FACILITY AND EQUIPMENT - PRE-TEST REQUIREMENTS

6.1 TEST SURFACE

The test surface on which the vehicle rests prior to impact shall be level, smooth, of uniform construction, and shall remain in the same plane during the impact. The surface must be large enough to support the test vehicle throughout the event. Additionally, the coefficient of friction of the test surface shall be such that the test vehicle remains in the same plane throughout the main event, and does not roll (angular movement about the vehicle’s x-axis) into the pole. The COR may approve the Contractor to take certain steps to reduce the friction of the test surface.

6.2 TOW ROAD

The tow road surface shall be straight, level, smooth and of uniform construction. The tow road must have sufficient length to allow the vehicle velocity to stabilize (zero acceleration) prior to impacting the pole.

6.3 TEST VEHICLE PREPARATION BUILDING/STRUCTURE

A test vehicle preparation building/structure must be constructed (if the test surface is located outdoors) to enclose the area where the test vehicle is prepared immediately prior to the impact test. This building or structure 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 20.6º C and 22.2º C (69º F and 72º F) for a minimum of eight (8) hours prior to the side impact event.

6.4 TOW AND GUIDANCE SYSTEMS

A. The tow system must be capable of ensuring that the test vehicle impacts the rigid pole laterally at a speed of 32.20 km/h ± 0.80 km/h. The tow cable attachment device must release from the tow cable before impact. The test vehicle velocity measurement shall be taken after cable release.

NOTE: 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.

B. The system must operate smoothly and permit minimal movement of the dummy’s head and/or torso during vehicle acceleration and towing such that the dummy’s head remains level at impact. It will be at the COR’s discretion to deem any movement of the dummy’s head and/or torso as acceptable. Accordingly, if approved by the COR, the Contractor may take additional steps to eliminate or reduce head movement during towing.

C. A guidance system is required to assure that the test vehicle is propelled sideways so that its line of forward motion forms an angle of 75 degrees (± 3 degrees) with the vehicle’s longitudinal centerline and the pole, and within ± 38 mm (± 1.5 in) horizontally of the vehicle’s vertical impact reference line, as specified in the standard from which this test was derived, FMVSS No. 214.

NOTE: Modification of the test vehicle to allow for towing is not permitted.

Side NCAP – POLE 7

6.5 RIGID POLE

The impact face of the rigid pole shall be a vertically oriented metal structure with a diameter of 254 mm ± 3 mm (10 inches). It shall consist of four solid half-circle steel impact faces mounted to two load cells via two high-strength connecting rods per face (for a total of eight load cells). The load cells shall be mounted at the heights specified in Figure 1. The pole face shall be offset from its mounting and support such that the vehicle will not contact the mounting and support structures within 100 ms from the initial vehicle-to-pole contact. The pole illustrated in the following figures (Figure 1 and Figure 2) is from the Federal Highway Administration’s Turner- Fairbank Highway Research Center and is provided for illustrative purposes only.

Figure 1 – FOIL 300K Rigid Pole – Side View

(All measurements in mm)

Figure 2 – FOIL 300K Rigid Pole – ¾ View

Side NCAP – POLE 8

6.6 TEST VEHICLE VELOCITY MEASUREMENT

A. The test vehicle’s velocity shall be constant (essentially having zero acceleration or deceleration) for a minimum of the last 1.5 meters of travel before impact. The final impact velocity is measured after the tow system releases, when the test vehicle is within 305 mm ± 10 mm of the initial contact surface of the pole.

B. Final impact velocity is measured by no less than two sets of independent timing devices that are accurate to within ± 0.08 km/h. 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 measurement recorded closest to the point of impact should be regarded as the primary measurement. The impact velocity measurement shall be permanently recorded, at a minimum, by the photograph taken to satisfy the requirements of this procedure’s APPENDIX C. 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 backup. The reported final impact velocity shall take into consideration all of the response characteristics of the entire velocity measurement system utilized in its determination.

NOTE: For test vehicle conveyance systems that utilize a platform upon which the test vehicle rests during towing, the final velocity of the platform must also be measured by no less than two sets of independent timing devices that meets the specifications listed above.

The final velocity of the platform shall be taken within 600 mm ± 60 mm of vehicle impact.

C. 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 (see Section 6.7). A third timing device may be placed along the tow road at a sufficient distance from the test vehicle for monitoring the velocity of the vehicle and permitting aborting of the test if the vehicle’s speed is outside of the velocity range specified. 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.

6.7 TEST BRAKE ABORT SYSTEM

A. The vehicle conveyance system shall be equipped with a brake abort system that, when triggered, is capable of preventing the vehicle from impacting the pole. Abort criteria consists of vehicle velocity, data acquisition and instrumentation system readiness, and stability of the vehicle conveyance system on the tow road. The first two criteria are to be automatically monitored by the test brake abort system. The third criterion shall be monitored manually by test personnel.

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.

6.8 STATIC ROLLOVER DEVICE

The laboratory shall provide a static rollover device, used to conduct an indicant FMVSS No. 301 and/or indicant FMVSS No. 305 tests, which must be capable of rotating the impacted test vehicle about its 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.

Side NCAP – POLE 9

6.9 DATA ACQUISITION SYSTEM

The contractor-furnished data acquisition system shall have a sufficient number of channels available for recording and processing signals from the test dummy and vehicle sensors starting 30 ms prior to impact. 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 all interconnecting cables, and must conform to the appropriate section of SAE Recommended Practice SAE J211/1 MAR95.

7. GOVERNMENT FURNISHED PROPERTY (GFP)

The Government will furnish the Contractor with test vehicles and an adequate number of Part 572, Subpart V 5th percentile small female side impact (SID-IIs) test dummies. The test dummies will be provided to the Contractor with instrumentation unless other arrangements are agreed upon. Contractors are required to supply all additional equipment and instrumentation necessary to properly conduct vehicle side impact testing according to this test procedure. This may include, but is not limited to, the vehicle conveyance system, the rigid pole, and all other instrumentation (including accelerometers) necessary to collect data from the test dummies, the pole, and the test vehicle.

7.1 TEST VEHICLES

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

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

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

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

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

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

F. The proper fuel filler cap is supplied on the test vehicle.

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

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

I. The vehicle is equipped as specified by the COR.

J. No damage is present. Such damage may have occurred prior to or during transit. The COR is to be notified of any damage via telephone immediately.

K. The VIN (vehicle identification number) on the “Report of Vehicle Condition” matches the VIN on the vehicle.

A “Report of Vehicle Condition” (see S2 in APPENDIX C) shall be completed by the Contractor and submitted to the COR as part of the QCPackage.zip file. The first half of the report is used to describe the vehicle as initially accepted. The second half of the report provides space for a detailed description of the post-test condition of the vehicle.

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

7.2 ANTHROPOMORPHIC TESTING DEVICES

An adequate number of Part 572 Subpart V, 5th percentile female small side impact anthropomorphic testing devices (ATDs) (e.g., 5th female SID-IIs dummies) will be furnished to the contract laboratory by the NHTSA. The dummies shall be stored in an upright-seated position with the weight supported by the internal structure of the pelvis. The eye-bolt in the top of the dummy's head shall not be used to support the dummy during storage between tests. These dummies shall be allowed to soak for 24 hours in an environment that is maintained between 18.9o C and 25.5o C and at a relative humidity from 10% to 70% prior to placement in the test

Side NCAP – POLE 10 vehicle. The test dummy shall be positioned in the test vehicle the morning of the test.

The test dummy should not be placed in the test vehicle the day before the test.

The Contractor will check the dummy components for damage when performing the qualification tests and will notify the COR in writing (email) if damage is found.

The Contractor shall report to the COR the condition of the dummies so that replacement parts can be provided or refurbishment can be scheduled.

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

7.3 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 S6 of APPENDIX C, 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.

8. CALIBRATION AND TEST INSTRUMENTATION

8.1 GENERAL REQUIREMENTS

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 at a minimum:

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

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(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, at 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 sheets used to perform the calibrations.

E. Records of calibration for all test instrumentation shall be kept by the Contractor in a 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 calibration system will need the approval of the COR before testing commences.

G. The contractor-furnished data acquisition and processing system for recording signals from test dummies and vehicle sensors in vehicle tests shall be qualified prior to each test. Furthermore, a polarity check should be conducted for all ATD and vehicle sensors immediately prior to the test to ensure that all data is accurately recorded and reported.

All checks shall be recorded by the test technician(s).

H. Test equipment shall receive a system functional check using a known test input immediately before and after the test. This check shall be recorded by the test technician(s).

I. The Contractor may be directed by NHTSA to evaluate its data acquisition system.

NOTE: Further guidance is provided in the International Standard ISO 10012-1, “Quality

Assurance Requirements for Measuring Equipment” and American National Standard ANSI/NCSL Z540-1, “Calibration Laboratories and Measuring and Test Equipment General Requirements.”

8.2 ANTHROPOMORPHIC TESTING DEVICES

The full-vehicle test concept requires the use of human surrogates to determine the injury levels listed previously in Section 2.1. The Part 572 V (SID-IIs) has been chosen as the appropriate Anthropomorphic Testing Device for the Side NCAP pole test.

A. For the purposes of rating and research purposes, test dummies shall be instrumented with the following:

(1) Primary and redundant tri-axial head accelerometers

(2) Head angular rate sensors, when available

(3) Thorax upper rib, middle rib, and lower rib y-axis displacement potentiometers

(4) Abdomen upper rib and lower rib y-axis displacement potentiometers

(5) Lower spine (T12) tri-axial accelerometers

(6) Acetabulum and iliac wing y-axis load cells

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Record the number of actual number of channels used for the driver dummy on Data Sheet No. 5. Also record the serial numbers, manufacturer, and calibration date of each accelerometer, potentiometer, and load cell for incorporation into Appendix D of the Final Report (See APPENDIX C, Section 1.9).

B. APPENDIX A contains qualification procedures for GFE Part 572 V (SID-IIs) ATDs. If additional clarification is required, contact the COR.

C. Anthropomorphic test devices shall be qualified before and after each crash test (unless otherwise instructed by the COR) ON-SITE. The post-test qualification data obtained after a side pole test can be used as the pre-test qualification data for a subsequent side pole test as long as the dummy is used in a side pole test within 8 weeks of the post-test qualification. Qualification data must also be available electronically (in UDS format with .ev5 header) if requested for the COR. Electronic data collected for all dummy qualification tests must be retained by the Contractor for at least five years from the test date.

All qualification data for the test device shall be recorded and submitted as part of the Quality Control Package, the Draft Test Report, and the Final Test Report (see Deliverables). 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 elevated dummy injury criterion (as compared to established limits) or a data anomaly, that region on the anthropomorphic test device must be inspected for damage prior to being requalified. Additional calibration checks of some critically sensitive test equipment and instrumentation may be required for verification of accuracy.

The necessity for the calibration or qualification will be at the COR's discretion and will be performed without additional cost.

D. The SID-IIs dummy shall wear a short-sleeved form-fitting top and knee-length pants, both made of 100% cotton stretch material, during the qualification test and Side NCAP test. Each foot of the Part 572 V (SID-IIs) dummy shall have a size 7.5W shoe that meets the configuration and size specification of MIL-S-21711E or its equivalent. All articles of clothing must be clean prior to testing and should not exhibit evidence of extreme wear.

Shoes should not show separation(s) at the seams, and clothing should not be ripped.

E. Prior to positioning, the dummy’s limb joints shall be set between 1 and 2 g. Adjust the leg joints with the torso in the supine position.

F. SID–IIs dummies shall be fitted with new, unstruck pelvis plugs on both the left and right sides prior to being used in a crash test. After the crash test, both plugs should be removed and discarded.

9. PHOTOGRAPHIC DOCUMENTATION

9.1 CAMERAS

A. HIGH-SPEED DIGITAL CAMERAS

The Contractor shall document the crash event in color with high-speed digital cameras that operate at a minimum speed of 1000 frames per second (fps). These cameras must operate for at least 50 ms before the vehicle contacts the pole and for at least 300 ms

Side NCAP – POLE 13 after the vehicle contacts the pole. The cameras shall be positioned as indicated in Figure 3 and should have a minimum resolution of 1024 x 1024 pixels.

The Contractor shall record the frame speed and lens length for all cameras on Data Sheet No. 5. Camera lens locations shall be referenced to the test vehicle’s struck side and the centerline of the pole. X, Y, and Z coordinates of the lens shall be recorded for cameras 2,3,4,8,9, and 10. Specifically, the X and Y coordinates shall reference the designated impact point on the target vehicle’s struck side and the Z coordinate shall reference the ground (+X = forward of impact, +Y = right of impact, +Z = Down). The coordinate system shall be aligned with the test vehicle’s struck side.

A time zero (T(0)) impact event marker to indicate when the test vehicle contacts the pole must be present in each high speed video camera view. This may be accomplished by placing strobe lights or flash bulbs that illuminate at t(0) in each field-of-view. The strobes are wired to contact switch plates tapes to the test vehicle or pole impact face.

Each video frame shall contain the camera speed and the frame number beginning with the time zero frame labeled as “Frame 0.” The frame numbers prior to time zero shall be negative numbers.

The impact area must be equipped with sufficient lighting to provide the proper exposure without producing excess glare or shadows. The vehicle interior may require auxiliary onboard lighting to facilitate video analysis. Any action taken by the Contractor to reduce the friction of the test surface shall not interfere with the quality or clarity of the test video views.

Post-test, the Contractor shall verify that all high-speed cameras operated at or above 1000 fps and produced video at or above the minimum resolution specification of 1024 x 1024 pixels. The Contractor shall also verify that the real-time cameras operated within specification. If any camera view was not captured, or if a camera did not operate within specifications, the camera number and the reason why it did not operate as intended should be indicated on the appropriate Data Sheet.

A digital file for each camera shall be provided with the Quality Control Package in .avi, .mpeg, or .wmv format with a standard or generally available ‘codec’. Other types of files can be used if prior approval is granted by the COR. The standard resolution of the digital video files is 1024 x 1024 pixels. However, a duplicate impact video for the NHTSA website shall also be included. This duplicate video file shall have a resolution that results in a file size of 300-400 kb and shall be in .wmv format. Any other resolution level for these test videos must be approved by NHTSA personnel.

NOTE: The test laboratory’s name or logo shall not appear in any high-speed videos.

B. REAL TIME CAMERA

The Contractor shall use a “real time” color digital video camera that operates at 24-30 frames per second. It shall be used to document the views indicated below for Cameras 1 and 11. The video footage shall also be uploaded to the established FTP site as part of the Quality Control Package and transferred as .avi, .mpeg, or .wmv files with a standard or generally available ‘codec’.

NOTE: The test laboratory’s name shall only appear in the documentary real-time video as part of the title frame.

C. CAMERA LOCATIONS

Figure 3 provides a schematic that should be referenced when determining camera locations

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Figure 3 – Camera Locations

Camera 1 Filename: Camera No. 1 – Real Time Pan View of Impact

Real-time (24-30 fps) camera to provide the following pre-test, test, and post-test coverage:

(1) side panned view of the test vehicle traveling down the track and impacting the pole

(2) impact side, front, non-impact side and rear of the test vehicle, and condition of the pole prior to impact

(3) pre-test dummy position (including, but not limited to the placement of lap and shoulder belt on the dummy)

(4) cycling of air bag indicator light

(5) door closings (including any rear hatchback or tailgate)

(6) lab technician installing fuel filler cap onto the filler neck and the rotation of the cap to the installed position

(7) speed traps, post-test

(8) front, front ¾ view of impact side, impact side, rear ¾ view of impact side, rear, and non-impact side of test vehicle, and condition of the pole after impact

(9) post-test dummy position

(10) chalk markings on air bag(s)

(11) static rollover

(12) other vehicle failures or anomalies, including door openings and any fluid spillage (along with its collection after impact)

Camera 2 Filename: Camera No. 2 – Front Impact View

A high-speed digital camera positioned at the front of the test vehicle, in-line with

(or parallel to) the vertical plane of impact.

Camera 3 Filename: Camera No. 3 – 45 Degree Front Impact View

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A high-speed digital camera positioned approximately 45º to the impacted side of the vehicle viewing the impact area forward of the pole.

Camera 4 Filename: Camera No. 4 – Overhead Close Up View

A high-speed digital camera, positioned directly overhead, to provide a view of the top of the rigid pole and a close-up view of impact. (The cement tack (or other marker) required in Section 9.4,A(5) of this laboratory test procedure should be visible, as should the top of the pole and the impact reference line required in Section 9.4,B(2).

Camera 5 Filename: Camera No. 5 – Dummy Front View (Onboard)

A high-speed digital camera, positioned on the hood structure and placed to the left side of the vehicle, to provide a frontal view of dummy kinematics and side air bag deployment. (Should be sufficiently raised above the hood structure and positioned such that it shows not only curtain air bag deployment in relation to the dummy’s head, but also torso air bag deployment in relation to the dummy’s chest, if applicable.)

Camera 6 Filename: Camera No. 6 – Dummy Side View (Onboard)

A high-speed digital camera, mounted to the non-struck side front door structure, to provide a side view of dummy kinematics and rear seat air bag deployment through the vehicle’s front side door window.

Camera 7 Filename: Camera No. 7 – Dummy Rear Oblique View (Onboard)

A high-speed digital camera, mounted to the non-struck side rear door structure or rear window opening, to provide an oblique view of the dummy kinematics.

Camera 8 Filename: Camera No. 8 – Rear Impact View

A high-speed digital camera, positioned at the rear of the test vehicle, in-line with

(or parallel to), the vertical plane of impact.

Camera 9 Filename: Camera No. 9 – 45 Degree Rear Impact View

A high-speed digital camera, positioned approximately 45º to the impacted side of the vehicle viewing the impact area rearward of the pole.

Camera 10 Filename: Camera No. 10 – Overhead Wide View

A high-speed digital camera, positioned directly overhead to provide a wide view of impact. (Should show entire roof of vehicle and the three angle at impact reference lines described in 9.4D. Ensure the vehicle will not cast a shadow over these lines such that they will not be visible immediately prior to impact.)

Camera 11 Filename: Camera No. 11 – Real Time View of Dummy Movement

A real-time (24 fps) camera, positioned on the hood structure and placed to the left side of the vehicle, to provide a frontal view of dummy kinematics from onset of towing until the vehicle comes to rest.

The exact camera coordinates and specifications shall be noted as requested on Data Sheet No.

5. (See Section 2 of APPENDIX C.)

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9.2 COLORING REQUIREMENTS FOR PHOTOGRAPHIC PURPOSES

A. Vehicle interior surfaces that chalked ATD body parts may contact, such as the A, B, C-pillars and trim panels, interior door trim panels, etc., on the impact side of the vehicle shall be painted with flat white paint unless otherwise noted in the manufacturer’s submission of Vehicle Setup Information.