Attachment J.1 - SR 1 - Test Vehicle Setup Information.docx

SR 1- Test Vehicle Setup Information NCAP Crashworthiness Pedestrian Protection Tests

Vehicle Model Year and Make: __________________________________________________ Vehicle Model and Body Style: __________________________________________________

FUEL TANK CAPACITY DATA

“Usable capacity” of standard equipment fuel tank (gal):

“Usable capacity” of optional equipment fuel tank (gal):

NORMAL RIDE ATTITUDE

If the suspension height is adjustable, provide details on setting the ride attitude for 40 km/h:

Provide loaded vehicle ride height for each wheel well arch, taking into account an adjustable suspension at 40 km/h:

Front Left

Front Right

Rear Left

Rear Right

GRID POINT DATA

In order to verify test lab markup, provide X,Y,Z data of three locations on the hood surface relative to known hard point(s). All three points provided should be on the hood, spaced sufficiently apart in a triangular fashion, and should be defined such that the test lab can match. The X,Y,Z coordinate system should match that specified in the test procedure, with the origin at C0,0 along the vehicle centerline. Example locations are given below:

Location (specify) X (+ forward) Y (+ passenger side) Z (+ toward ground)

Point 1 – centerline of vehicle towards front of hood (e.g. Origin C0,0)

Point 2 – driver side of vehicle towards rear corner of hood (e.g. WAD 1700 @ -500 mm)

Point 3 – passenger side of vehicle towards rear corner of hood (e.g. WAD 1700 @ +500 mm)

Provide description and location of known hard point(s):

Provide predicted head score color bands for all valid grid points. Include default red and default green or justification why those points should not be default red or green (such as the defined a-pillar points). Note test locations forward of the leading edge reference line (LERL):

Grid Point C0,0

Grid Point 2

Grid Point 3

Grid Point 4

Grid Point 5

Grid Point 6

Grid Point 7

Grid Point 8

Grid Point 9

Grid Point 10

Grid Point …

Grid Point n

Provide predicted upper leg score bands for all valid grid points. Include expected impact angle and impact energy. Note if the point should not be considered for adjacency or symmetry:

Energy Expected Angle Notes

U,-n

U,-7

U,-6

U,-5

U,-4

U,-3

U,-2

U,-1

U,0

U,+1

U,+2

U,+3

U,+4

U,+5

U,+6

U,+7

U,+n

Provide predicted lower leg score bands all valid grid points. Note if the lower bumper reference line height is more than 500 mm above the ground plane. Note if the point should not be considered for adjacency or symmetry:

L,-n

L,-7

L,-6

L,-5

L,-4

L,-3

L,-2

L,-1

L,0

L,+1

L,+2

L,+3

L,+4

L,+5

L,+6

L,+7

L,+n

REPLACEMENT PARTS

Parts Distribution Center Contact If your company utilizes a central parts distribution group that the test lab can access to procure replacement parts, please provide the contact information:

Windshield Replacement If the use of a specific bonding compound will affect the results of pedestrian tests, provide details. Additionally, include required bonding and curing times:

Replacement Parts List List parts, including part numbers, expected to be needed during testing for headform, upper legform, and lower legform testing. This list can be general, or updated with specific parts at a later date once exact test locations are selected:

Replacement Parts Details Describe any special considerations that must be followed when replacing parts during test setup, if applicable:

CONTACT INFORMATION

Provide the name, phone number, and email address of individuals attending testing or involved with collecting the information in this document.

Attendee 1

Attendee 2

Attendee 3

DEPLOYABLE PEDESTRIAN PROTECTION SYSTEM (DPPS) GENERAL INFORMATION

Does this vehicle have a deployable pedestrian protection system (DPPS)? If YES fill out the remainder of this section. If any of the remaining information is not provided then NCAP will test the vehicle without activating the DPPS.

☐ YES ☐ NO

Describe the DPPS operation. Include details such as type (air bag, deployable hood, etc.). Include schematics, if possible, and what parts must be replaced between activations:

Describe any safety concerns associated with the DPPS that the laboratory personnel should be made aware of:

Provide information detailing the sensor system for DPPS activation. Include details such as type of sensor system (e.g., pressure, acceleration), sensor locations, and how to monitor trigger signals:

Provide the operating speed range (km/h) of the active system:

If the DPPS is not active at key-on, describe the procedure required to enable the DPPS:

Does the DPPS interact with the upper leg to WAD775 test? If YES provide details such as the increased protection or increased hazard to the pedestrian:

☐ YES ☐ NO

Provide a deployment time history curve similar to the following detailing the sensing time, deployment time, and total response time relative to deployment height:

Provide a list of grid points not expected to be affected by the DPPS that can be tested with the hood in the undeployed position:

DPPS SENSING INFORMATION

Was the PDI-2 used to demonstrate the system triggering for the hardest to detect pedestrian?

☐ YES ☐ NO

If NO, provide information/report with the following:

· Demonstration of an alternative tool the sensor system's ability to detect a range of pedestrian statures that result in head contacts with the vehicle. The statures should be selected from a 6 year old child, 5th percentile female, 50th percentile male and 95th percentile male. A combination of physical testing and numerical simulations are required to demonstrate the suitability of the sensing system for the range of pedestrian sizes

· The numerical simulations will be required to identify the ‘hardest to detect’ (HTD) pedestrian and support the use of an alternative test tool. The simulations, which must also include the PDI-2 responses, will concern the pedestrian statures that result in head contact with the hood. Head impact times, according to the definitions from Technical Bulletin TB 024, must be provided for all statures regardless of where they contact the vehicle along with the total response time (TRT) of the system. TRT = sensing time (ST) + deployment time (DT)

· A minimum of two numerical simulations per appropriate stature (maximum 8 in total) will be required to identify the ‘hardest to detect’ pedestrian and support the choice of test tool. Pedestrian models should be selected from the different statures (6yo, 5th, 50th, 95th).

· The procedure to certify pedestrian models and the simulation setup is detailed in Technical Bulletin TB 024. No changes to the pedestrian model, control cards or control settings are allowed after the certification. The pedestrian stance to be used in the model will be facing in a direction perpendicular to the vehicle centerline with the legs apart walking towards the vehicle centerline with the rearward leg being impacted by the bumper first. The same simulation shall be used even if the curvature of the bumper results in the front leg being impacted first. The detailed initial posture of the pedestrian is described in Technical Bulletin TB 024. The posture of the pedestrian must not be changed between certification and assessment simulations. The contact settings must be consistent with those used in the certification simulations according to TB 024. The frictional value to be applied between the vehicle and pedestrian shall be 0.3.

· The simulations shall be conducted at the system’s lower deployment threshold (LT) impact speed specified by the vehicle manufacturer. The simulations will be conducted at two separate locations on the bumper. For each of the appropriate statures, simulations will be performed on the vehicle centerline and at the outboard end of the bumper test zone. An additional simulation may be required where the bumper test zone is relatively narrow when compared to the width of the moveable bonnet top.

· Outputs from the simulations shall clearly highlight what the critical pedestrian size is for that particular sensing system. Once the hardest to detect pedestrian is established the appropriate test tool that reflects the characteristics of that pedestrian can be identified for use in the physical tests. The minimum output parameters from the numerical simulations will be:

· Bumper force

· Energy

· Bumper intrusion

· Acceleration (when used as a trigger)

· Effective mass:

· assuming that peak force on the vehicle occurs when the leg velocity reaches 0 m/s or;

· if the system triggers before peak force is imparted onto the bumper cross member

· Me = Effective mass (kg)

· Consider only movement in the X direction. Only the most significant structures that load the leg should be considered, such as the bumper cross member and any upper or lower cross beams. Less significant structures, such as the grille and valence, can be ignored. Viscous effects should be ignored.

· F = Force (N)

· Δv = Change in Velocity (m/s)

· a = Leg acceleration (m/s2)

· dt = Time increment (s)

· t1 = Time of first contact (s)

· t2 = time of peak force (s)

· The most appropriate trigger parameter(s) for the specific type of sensing system will be used to show an appropriate level of correlation between the chosen test tool and the numerical simulations. Trigger parameters must correspond with the system sensing time. The vehicle manufacturer may choose the impact location and vehicle components for inclusion onto the calculation of the output parameters.

Provide physical test result information (e.g. a report) demonstrating the detection capability of the sensing system(s) in the following scenarios:

-Vehicle centerline for non-localized sensors.

-Documentation of test location -Documentation of test speed -Trigger time -Initiation of deployment

Either end of bumper test zone ±50 mm

Farthest from sensor(s), if not already tested, ±50 mm

-Directly in line with front member to produce the highest acceleration levels in the impactor.

40±2 km/h

1 Other appropriate hardest to detect

2 Impactor may be a representative surrogate with equivalent mass and stiffness to prevent damage to instrumentation

The physical detection tests above must be performed with the pedestrian protection system fully functional from the sensing systems to the bonnet actuators/airbag squibs for at least one test. It is acceptable to include an alternative means of highlighting deployment, such as flashes and/or squibs for tests for the remaining tests. The entire system architecture should be present up to the bonnet actuators/airbag for all tests. Flashing hazard warning lights or other indications that are not connected to the actuator wiring system will not be accepted.

DPPS HEAD IMPACT TIME (HIT) INFORMATION:

Provide a head impact time vs. wrap around distance chart similar to the following with the four model sizes, total response time, linear best fit line:

Image courtesy Euro NCAP.

Provide the following files demonstrating adherence to Euro NCAP TB 024 v4.0 (https://cdn.euroncap.com/media/77683/tb-024-pedestrian-human-model-certification-v40.pdf):

· Videos of the animated simulation results should be submitted (from t=0 to H) including timestamp for each submitted simulation. The videos should be named according to the load case and should be named according to cell C1 in the respective excel sheet where the data was filled in (e.g. FCR_50kph_AM50).

· Excel file with impactor simulation results (GV only)

· GV_Check.xlsx

· Excel file specifying the applied models and environment

· Documentation.xlsx

· Excel files with HBM-GV simulation results:

· FCR_AM50.xlsx

· FCR_6yo.xlsx

· RDS_AM50.xlsx

· RDS_6yo.xlsx

· SUV_AM50.xlsx

· SUV_6yo.xlsx

· SUV_AF05.xlsx

DPPS PROTECTION AT SPEEDS BELOW THE DEPLOYMENT THESHOLD INFORMATION:

Provide HIC15 or color band data for tests at the lower deployment threshold with the hood in the undeployed state at the following locations:

· Grid points that have a distance measured in the lateral Y axis of 50mm or more inboard from the side reference line and 50mm or less in the lateral Y axis outboard of the movable hood shut line.

· Grid points in the area from WAD 1000 to the rear of the movable hood top. The Child Headform will be used from WAD 1000 to 1700 inclusive, and the adult headform will apply to grid points rearward of WAD 1700.

· If some only some (not all) of the grid points are to be tested with the hood in the deployed state, protection must be shown at the lower deployment speed on all grid points that are between the rear of the movable hood top and 50mm forward or less from the most forward part of the hood that will be tested in the deployed position.

Image courtesy Euro NCAP.

Provide data for grid point locations within the above area that are predicted green, yellow, or orange at 40 km/h. HIC values at the lower deployment threshold for these points must not exceed 1350. No less than 2/3 of the total number of grid points within this area must have HIC ≤ 1000.

HIC15 ≤ 1000 = Yellow 1000 < HIC15 ≤ 1350 = Orange

DPPS PROTECTION AT HIGHER IMPACT SPEEDS INFORMATION:

Provide the following information demonstrating the system initiates deployment at speeds of at least 50 km/h (it is not required to reach the fully deployed position before head contact at 50 km/h):

-Furthest difference from localized sensor while still in bumper test zone.

-Documentation of test location -Documentation of test speed -Trigger time -Initiation of deployment

DPPS HOOD DEFLECTION DUE TO BODY LOADING:

Provide the following information demonstrating the system does not compromise head protection from hood collapse due to body loading:

· Hood deflection in the deployed state (z2) does not exceed hood deflection in the undeployed state (z1) by more than 75% of the deployed height (h2)

· Hood deflection in the deployed state does not exceed the total available clearance between the deployed hood and under hood hard points The above are to be demonstrated by simulations at 40 km/h with the appropriate sized pedestrian that loads the least supported part of the hood top for that particular size of vehicle along the vehicle centerline. Simulations are conducted without the engine package but with all body in white structures, hood supports, and components that load the legs and pelvis. Pedestrian model and simulation settings from TB 024 must be applied. See following images for details.

Image courtesy Euro NCAP.

Image courtesy Euro NCAP.

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