Attachment J.2 - Euro NCAP VRU Testing Protocol v9.1.pdf

EUROPEAN NEW CAR ASSESSMENT PROGRAMME

(Euro NCAP)

VULNERABLE ROAD USER

TESTING PROTOCOL

Version 9.1

5th December 2023

Copyright ©Euro NCAP 2023 - This work is the intellectual property of Euro NCAP. Permission is granted for this material to be shared for non-commercial, educational purposes, provided that this copyright statement appears on the reproduced materials and notice is given that the copying is by permission of Euro NCAP. To disseminate otherwise or to republish requires written permission from Euro NCAP.

Preface

• Where text is contained within square brackets this denotes that the procedure being discussed is currently being trialled in Euro NCAP. Its incorporation in the Test Protocol will be reviewed at a later date.

• During the test preparation, vehicle manufacturers are encouraged to liaise with the laboratory and to check that they are satisfied with the way cars are set up for testing. Where a manufacturer feels that a particular item should be altered, they should ask the laboratory staff to make any necessary changes. Manufacturers are forbidden from making changes to any parameter that will influence the test, such as dummy positioning, vehicle setting, laboratory environment etc.

• It is the responsibility of the test laboratory to ensure that any requested changes satisfy the requirements of Euro NCAP. Where a disagreement exists between the laboratory and manufacturer, the Euro NCAP secretariat should be informed immediately to pass final judgment.

Where the laboratory staff suspect that a manufacturer has interfered with any of the set up, the manufacturer's representative should be warned that they are not allowed to do so themselves.

They should also be informed that if another incident occurs, they will be asked to leave the test site.

• Where there is a recurrence of the problem, the manufacturer’s representative will be told to leave the test site and the Secretary General should be immediately informed. Any such incident may be reported by the Secretary General to the manufacturer and the person concerned may not be allowed to attend further Euro NCAP tests.

DISCLAIMER: Euro NCAP has taken all reasonable care to ensure that the information published in this protocol is accurate and reflects the technical decisions taken by the organisation. In the unlikely event that this protocol contains a typographical error or any other inaccuracy, Euro NCAP reserves the right to make corrections and determine the assessment and subsequent result of the affected requirement(s).

Contents Page No.

1 VEHICLE PREPARATION 1

1.1 Unladen Kerb Weight 1

1.2 Additional Weights 1

1.3 Suspension Settling 1

1.4 Normal Ride Attitude 1

2 ASSESSMENT OF VEHICLES WITH DEPLOYABLE SYSTEMS 3

2.1 Prerequisites to Assessment 3

2.2 Detection of Pedestrians 3

2.3 Timing of System Deployment 6

2.4 Protection at Speeds below the Deployment Threshold 7

2.5 Protection at Higher Impact Speeds 9

2.6 Bonnet Deflection due to Body Loading 9

3 VEHICLE MARKING 12

3.1 General 12

3.2 Bonnet Side Reference Line 13

3.3 Bonnet Leading Edge Reference Line 14

3.4 Bonnet Rear Reference Line 15

3.5 Windscreen Rear Reference Line 17

3.6 Marking Wrap Around Distances 18

3.7 Corner Reference Point 20

3.8 Bumper Reference Lines 21

3.9 Bumper Corners, Bumper Test Zone and Internal Bumper Reference Line 22

3.10 Marking Headform Impact Area Grid Points 25

3.11 Identification of the Headform Grid Points 28

3.12 Marking Upper Legform to WAD775mm Grid Points 30

3.13 Marking Legform Grid Points 30

3.14 Labelling the Upper Legform and Legform Grid Points 31

4 Headform DATA 32

4.1 Manufacturer Supplied Data 32

4.2 Unpredictable Grid Locations 33

4.3 Absence of Manufacturer Data 33

5 HEADFORM VERIFICATION TESTS 34

5.1 Verification Tests 34

5.2 Headform Tests 34

5.3 Testing Glazed Points 35

6 DETERMINATION OF UPPER LEGFORM AND LEGFORM IMPACT POINTS36

6.1 Legform to Bumper Tests 36

6.2 Upper Legform to WAD775mm Tests 36

7 RECORDING THE IMPACT POINT LOCATIONS 37

7.1 General 37

7.2 Measuring Impact Points 37

7.3 Transferring Impact Points to Replacement Vehicle Parts 37

8 PERFORMING OF PEDESTRIAN IMPACT TESTS 38

8.1 General 38

8.2 Propulsion System 38

8.3 Fitting Replacement Parts to Vehicles 38

8.4 Photographic Record 38

8.5 Testing Active Systems 39

9 LEGFORM TESTS 41

9.1 Description of Legform and its Instrumentation 41

9.2 Certification 41

9.3 Test Procedure - Pre Test 41

9.4 Compensation for Gravity (horizontal firing) 42

9.5 Ballistic Compensation 43

9.6 Test Procedure - Post Test 45

10 UPPER LEGFORM TO WAD775mm TESTS 46

10.1 Description of Upper Legform and its Instrumentation 46

10.2 Certification 46

10.3 Determination of Impact Angle, Impact Energy and Impact Velocity 46

10.4 Test procedure - Pre-test 47

10.5 Test Procedure - Post Test 48

11 HEADFORM TESTING 49

11.1 Description of Headforms and Their Instrumentation 49

11.2 Certification - Dynamic 49

11.3 Test Procedure - Pre Test 49

11.4 Test Procedure - Post Test 50

GLOSSARY OF TERMS 51

REFERENCES 51

1 VEHICLE PREPARATION

1.1 Unladen Kerb Weight

1.1.1 The capacity of the fuel tank will be specified in the manufacturer’s booklet. This volume will be referred to throughout as the ‘fuel tank capacity’.

1.1.2 Syphon most of the fuel from the tank and then run the car until it has run out of fuel.

1.1.3 Refill the fuel tank with fuel (or an equivalent mass of water or other ballast) to its fuel tank capacity.

1.1.4 Check the oil level and top up to its maximum level if necessary. Similarly, top up the levels of all other fluids to their maximum levels if necessary.

1.1.5 Ensure that the vehicle has its spare wheel on board along with any tools supplied with the vehicle. Nothing else should be in the vehicle.

1.1.6 Ensure that all tyres are inflated according to the manufacturer’s instructions for half load.

1.1.7 Where the vehicle has been supplied directly by the OEM and has a license plate holder attached, this shall not be removed for testing. If the vehicle has been sourced from a dealership, license plate holders that have been added to the vehicle shall be removed.

1.1.8 Measure the front and rear axle weights and determine the total weight of the vehicle. The total weight is the ‘unladen kerb weight’ of the vehicle. Record this weight in the test details.

1.2 Additional Weights

1.2.1 Put the fore-aft adjustment of both front seats in their mid-positions. If there is no notch at the mid-position, use the first notch immediately rearward.

1.2.2 Place a 75kg mass on the driver’s seat and a 75kg mass on the front passenger’s seat.

1.2.3 Ensure that the front wheels are in the straight ahead position.

1.2.4 If the suspension is adjustable in any way, ensure that the vehicle is at the correct attitude for travelling at 40km/h. See Section 1.4.

1.3 Suspension Settling

1.3.1 Roll the vehicle forwards by a distance of at least 1 metre

1.3.2 Roll the vehicle backwards by a distance of at least 1 metre

1.3.3 Repeat steps 1.3.1 and 1.3.2 for three complete cycles. Note: This procedure may be inappropriate for cars which have to be set up as described in Section 1.2.4.

1.3.4 Measure and record the ride heights of the vehicle at the point on the wheel arch in the same transverse plane as the wheel centres. Do this for all four wheels.

1.4 Normal Ride Attitude

1.4.1 After following the above procedures the vehicle is in its Normal Ride Attitude when the vehicle attitude is in running order positioned on the ground, with the tyres inflated to the recommended pressures, the front wheels in the straight-ahead position, with maximum capacity of all fluids necessary for operation of the vehicle, with all standard equipment as provided by the vehicle manufacturer, with a 75kg mass placed on the driver's seat and with a 75kg mass placed on the front passenger's seat, and with the suspension set for a driving speed of 40km/h in normal running conditions specified by the manufacturer (especially for vehicles with an active suspension or a device for automatic levelling).

1.4.2 The manufacturer shall specify the Normal Ride Attitude with reference to the vertical (Z) position of any marks, holes, surfaces and identification signs on the vehicle body, above the ground. These marks shall be selected such as to be able to easily check the vehicle front and rear ride heights and vehicle attitude. If the reference marks are found to be within

25mm of the design position in the vertical (Z) axis, then the design position shall be considered to be the normal ride height. If this condition is met, either the vehicle shall be adjusted to the design position, or all further measurements shall be adjusted, and tests performed, to simulate the vehicle being at the design position. Where this is not the case, the normal ride height as determined within Section 1.3 will be used.

1.4.3 All ride heights measured are the Normal Ride Attitude ride heights.

2 ASSESSMENT OF VEHICLES WITH DEPLOYABLE SYSTEMS

2.1 Prerequisites to Assessment

2.1.1 Prior to the testing and assessment of a vehicle equipped with a deployable system, the vehicle manufacturer must liaise with the Euro NCAP secretariat and test laboratory. This should begin several weeks before the scheduled test date.

2.1.2 In order for systems to be assessed in the deployed position or for the system to be deployed during the tests, it will be necessary for the vehicle manufacturer to provide the Euro NCAP

Secretariat with the relevant detailed information highlighted in the following sections before any testing begins.

2.1.3 The vehicle manufacturer is responsible for providing all necessary information, detailed in this protocol, to the Euro NCAP Secretariat regarding detection of pedestrians and the deployment of the system. Based on the evidence provided, the Secretariat will decide whether or not the vehicle qualifies for assessment in either the deployed or undeployed position or if dynamic tests are required.

2.1.4 General information is also required regarding the functionality of the system along with specific details of the sensing, trigger and deployment systems.

2.1.5 The vehicle manufacturer must ensure that the test laboratory is given adequate information regarding the replacement of consumable components, system trigger requirements, details of any health hazards and sufficient spare parts to ensure that testing can be performed on schedule.

2.1.6 Where there is no information, a lack of sufficient information or the system does not meet the Euro NCAP requirements; the vehicle will be assessed without triggering of the active pedestrian protection elements.

2.1.7 The moveable bonnet top is defined as all structures connected to the bonnet that move with the whole assembly when activated in a pedestrian impact. The rear edge of the bonnet is the most rearward point of the moveable bonnet top when it is closed.

2.2 Detection of Pedestrians

2.2.1 PDI2 is the default test tool to be used when demonstrating system triggering for the hardest to detect (HTD) pedestrian. Where PDI2 has been used, it will not be necessary for CAE data to be provided justifying the HTD as detailed in 2.2.2. However, head impact times and physical testing will still be required as in 2.2.3 along with the total response time (TRT) of the system. TRT = sensing time (ST) + deployment time (DT).

2.2.2 Where the vehicle manufacturer believes that the PDI2 is not an appropriate test tool for replicating the HTD pedestrian, they must demonstrate with 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 will be required to demonstrate the suitability of the sensing system for the range of pedestrian sizes.

2.2.2.1 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 PDI2 responses, will concern the pedestrian statures that result in head contact with the bonnet, as studied and proven in Section 2.3. 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).

2.2.2.2 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 specified in Section 2.2.2.

2.2.2.3 The procedure to certify pedestrian models and the simulation setup is detailed in Technical

Bulletin TB 024.

2.2.2.4 No changes to the pedestrian model, control cards or control settings are allowed after the certification.

2.2.2.5 The pedestrian stance to be used in the model will be facing in a direction perpendicular to the vehicle centreline with the legs apart walking towards the vehicle centreline 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.

Note: Accident analyses performed using the GIDAS database have shown that over 80% of pedestrian impacts are in crossing the road situations. This was used as the basis for modelling the pedestrian in the lateral stance only.

2.2.2.6 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.

2.2.2.7 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.

2.2.2.8 The simulations shall be conducted at the system’s lower deployment threshold (LT) impact speed specified by the vehicle manufacturer.

2.2.2.9 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 centreline and at the outboard end of the bumper test zone defined in Section 3.9.8. An additional simulation may be required where the bumper test zone is relatively narrow when compared to the width of the moveable bonnet top.

2.2.2.10 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

• Effective mass

• Energy

• Bumper intrusion

• Acceleration (when used as trigger)

2.2.2.11 Effective mass will be calculated as follows. This calculation assumes that peak force on the vehicle occurs when the leg velocity reaches 0m/s:

v

Fdt

M t t e

Me = Effective mass (kg)

F = Force (N)

Δv = Change in Velocity (m/s) dt = Time increment (s) t1 = Time of first contact (s) t2 = Time of peak force (s)

2.2.2.12 In the event that a system triggers before the peak force is imparted onto the bumper cross member, the following calculation should be used:

dta

Fdt

M t t t t e

Me = Effective mass (kg)

F = Force (N) a = Leg acceleration (m/s2) dt = Time increment (s) t1 = Time of first contact (s) t2 = Time of system trigger (s)

2.2.2.13 For the calculation of effective mass, only movement in the X direction is considered. 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 grills and valances may be ignored. Viscous effects should be ignored.

2.2.2.14 Of the outputs specified in Section 2.2.2.10, 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.

2.2.3 Physical testing will be used to assess the capability of the sensing system(s). As a surrogate for a pedestrian that is larger/heavier than a 50th percentile male, the legform detailed in

2.2.3.2 (test 4) for legform to bumper tests shall be used. This is to ensure that the system deploys when impacting larger or ‘upper limit’ pedestrians.

2.2.3.1 To ensure that the pedestrian impact sensor(s) are effective across the full bumper width, a minimum of three tests shall be performed at locations within the bumper test zone.

2.2.3.2 Test matrix:

Test Impactor Impact point Speed Output

1 PDI2/HTD(1 • Directly on localised sensor e.g. accelerometer +/-

50mm. If the sensing system uses a combination of contact strip switches and localised accelerometers, the positions of the accelerometers should be used to define the impact locations.

• For non-localised sensor systems, such as contact switches, test the vehicle centreline.

LT(2

+/-2km/h • High speed film

• Actuator trigger time

• Initiation of deployment

2 PDI2/HTD Bumper test zone end, left or right hand side, +/-

50mm.

LT

+/-2km/h

• High speed film

• Actuator trigger time

• Initiation of deployment

3 PDI2/HTD Farthest from sensor(s) if not tested already, +/-

50mm.

LT

+/-2km/h

4(3 FlexPLI or

WG17

impactor to account for larger pedestrians

Directly on localised sensor e.g. accelerometer, +/-

50mm. For non-localised sensor systems test directly in line with the front longitudinal member to produce the highest acceleration levels on the impactor. This test may be performed using a representative surrogate with equivalent mass and stiffness to prevent damage to instrumentation.

40km/h +/-2km/h

Notes:

1. HTD = Other appropriate hardest to detect (as defined by section 2.2.2);

2. LT = Lower deployment Threshold.

3. The impactor for test 4 may be chosen by the vehicle manufacturer.

2.2.3.3 At least test #3 shall be witnessed or performed by Euro NCAP to verify deployment of the system at the lower threshold. Alternatively, it may be performed by the manufacturer and witnessed at their facility.

2.2.3.4 Where a test is performed below the lower threshold speed but within the velocity tolerance or outside the bumper test zone and the system does not deploy, the test must be repeated at a speed no less than the lower threshold and not outside the bumper test zone.

2.2.3.5 The outputs from all physical tests shall include, but is not limited to:

• Good quality high speed film showing an overview of the test.

• Documentation of the correct test location, e.g. using paint marks and post test photographs.

• Documentation of test speed (vehicle or impactor as applicable), e.g. using known road markings or speed measurement systems etc.

• Actuator trigger time (current clamp/ECU).

• Evidence of system deployment initiation, i.e. film showing the first movement of the bonnet top or frangible break wires/contacts/squibs.

2.2.3.6 The first physical test, or tests, must be performed with the pedestrian protection system fully functional from the sensing systems to the bonnet actuators/airbag squibs. At the same time, it is acceptable to include an additional means of highlighting deployment, such as flashes and/or squibs for that first test. Once a valid firing time and system deployment has been confirmed, the remaining tests may then be performed with the flashes/squibs connected in place of the bonnet actuators or airbag; thus negating the need for deployment. 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.

2.3 Timing of System Deployment

2.3.1 Grid points that are not affected by the active system will be tested statically.

2.3.2 Where the manufacturer has demonstrated, by numerical simulations or alternative means

(vehicle speed of 45km/h), that a system is fully deployed and remains in the intended position prior to the head impact time of the smallest appropriate stature pedestrian, then all headform tests shall be performed with the bonnet in the fully deployed position. There will be no need to trigger any active elements during the sub system pedestrian tests. This does not apply to airbag systems.

2.3.3 However, where the system is not fully deployed before the HIT for any appropriate stature, all grid points forwards of the corresponding wrap around distance will be tested dynamically.

2.3.4 For systems that do not remain in a permanently deployed position then dynamic pedestrian testing will be required for all test locations.

2.3.5 The simulations shall be performed using the unchanged pedestrian model and simulation setting from Technical Bulletin TB 024. Numerical simulations shall be performed with the bonnet in the undeployed position with all pedestrian statures that result in head contact to the bonnet. Pedestrian models shall be selected from the following statures, a six year old, 5th percentile female, 50th percentile male and 95th percentile male. The pedestrian position and stance to be used in the model is defined in Technical Bulletin TB 024, positioning the pedestrian’s head centre of gravity on the vehicle centreline.

2.3.6 From the simulation, the vehicle manufacturer must determine the wrap around distance for each test location and establish the relevant head impact time for that stature of pedestrian.

A graph shall be plotted with a best fit straight line which also identifies the total response time (TRT) of the system as shown in Figure 1. The plot of wrap around distance vs head impact time shall be provided for the assessed vehicle fitted with a deployable system. The determination of HIT must be consistent with the definition from Technical Bulletin TB 024.

2.3.7 Further details on performing dynamic tests are provided in Section 8.5.

Figure 1: WAD vs HIT

In this example

• Up to WAD 1390 tests are conducted dynamically

• From WAD 1390 tests are performed with bonnet in fully deployed position

2.4 Protection at Speeds below the Deployment Threshold

2.4.1 Exemption zones

2.4.1.1 Euro NCAP maintains that vehicles that offer protection without a deployable device, offer protection at lower speeds and some protection at higher speeds. Therefore, Euro NCAP requires that vehicles equipped with deployable pedestrian protection systems also provide protection at impact speeds below the system deployment threshold on the part of the vehicle affected by the deployable pedestrian protection system.

2.4.1.2 The area of the vehicle considered will be all grid points that have a distance measured in the lateral Y axis of 50mm or more inboard from the side reference lines and 50mm or less measured in the lateral Y axis outboard from the movable bonnet shut line. See Figure 2.

2.4.1.3 The area will also extend rearward from the 1000mm wrap around distance (WAD) up to the rear of the movable bonnet top defined in 2.1.7. Child/small adult headforms will apply to grid points from wrap around distances 1000mm to 1700mm WAD inclusive and adult headforms will apply to grid points rearward from 1700mm up to the rear of the movable bonnet top. See Figure 2.

2.4.1.4 Where parts of the movable bonnet are to be tested in the deployed position e.g. based on head impact time, and others are not, the area of consideration will include all grid points that are located between the rear of the movable bonnet top and 50 mm forward or less from the most forward part of the bonnet that will be tested in the deployed position. See Figure

2.

2.4.1.5 The vehicle manufacturer is required to provide the Euro NCAP Secretariat HIC15 or colour data showing that, at the lower deployment threshold speed, no grid point within the area mentioned above that is predicted green, yellow or orange at 40km/h shall produce HIC values above 1350 at the lower deployment threshold.

2.4.1.6 For no less than 2/3rds of the total number of grid points within the prescribed area, HIC values must not exceed 1000.

2.4.1.7 Data shall be provided for each grid point according to the following performance criteria:

HIC15 < 1000 = Yellow

1000 < HIC15 < 1350 = Orange

2.4.1.8 Up to three physical tests may be performed to verify the CAE data at just below the deployment threshold speed. These tests will be selected at random by the Euro NCAP

Secretariat.

2.4.1.9 Where any of the criteria in Section 2.4.1.5to 2.4.1.7 are not met then all pedestrian tests will be performed with the system in the undeployed position.

Figure 2: Area to meet low speed requirements

2.5 Protection at Higher Impact Speeds

2.5.1 Upper deployment threshold

2.5.1.1 All deployable systems must initiate deployment at speeds of at least 50km/h. It is not necessary for a system to be fully deployed and reach the intended position before head impact at 50km/h, but the vehicle manufacturer must show that deployment has initiated.

2.5.1.2 A physical test using the impactor chosen in Section 2.2 is required at 50km/h to show that deployment has initiated. The outputs from the test are as those described in Section 2.2.3.5.

2.5.1.3 The test shall be performed at either the vehicle centreline or, if localised sensors used, as far away from the sensor as a possible while remaining within the bumper test zone.

2.6 Bonnet Deflection due to Body Loading

2.6.1 Given that deployable bonnets may have reduced support from their peripheral structures compared to passive systems, Euro NCAP requires that head protection is not compromised by bonnet collapse.

2.6.1.1 The evaluation shall be calculated with the use of CAE without the ‘package’ being present.

The package meaning engine and ancillaries. All body in white structures and bonnet supports must be present. However, all components that load the legs and pelvis must be included.

2.6.1.2 This is done by measuring and comparing the Z displacement at the position of head contact for both a deployed and undeployed bonnet at the time of first head contact. At the position of head impact the difference between deployed and undeployed bonnet can be no more than

75% of the generated deployment height at that point, see Figure 3.

2.6.1.3 At the point of head impact it is essential that the bonnet deflection in the deployed state does not exceed the total available clearance between deployed bonnet and under bonnet hard point, i.e. (h2 + h3) - z2 > 0, see Figure 4.

2.6.1.4 This would be established using numerical simulations at 40km/h with the appropriate size pedestrian that loads the least supported part of the bonnet top for that particular size of vehicle. For example, on a small vehicle with a short bonnet it may be that the 50th percentile male contacts the vehicle rearward of the bonnet top. Therefore, a smaller pedestrian stature will be required.

2.6.1.5 The stance described in Technical Bulletin TB 024 shall be used positioning the pedestrian’s head centre of gravity on the vehicle centreline. Unchanged certified pedestrian models and simulation settings must be applied.

Note: Impacts at the centreline were chosen to simplify to the modelling needed and to avoid the possibility of glancing blows. It is also assumed there will be the least support to the bonnet at the centreline.

Figure 3: Bonnet deflection deployed and undeployed comparison

Figure 4: Bonnet deflection total clearance requirement

3 VEHICLE MARKING

3.1 General

3.1.1 The vehicle shall be marked with a grid as described in the following sections. The marking procedures divide the front of the car into zones which are then assessed using appropriate impactors.

3.1.2 Where no predicted data is to be provided by the vehicle manufacturer, the testable area shall be marked as described in the Euro NCAP Pedestrian Testing Protocol version 5.3.1, November 2011.

3.1.3 All markings and measurements should be made with the vehicle in its Normal Ride Attitude.

3.1.4 The vehicle manufacturer must provide Euro NCAP with coordinates of all grid points derived from either CAE data or physical mark out.

3.1.5 A comparison of the grid origin C0,0 and two other points on WAD 2100, will be made between the laboratory mark out and the data provided by the vehicle manufacturer. For manufacturer predicted data to be accepted, grid points must be within 10mm of each other.

3.1.6 Where the grid points of Euro NCAP and vehicle manufacturer are within 10mm of each other the laboratory mark-out shall be used.

3.1.7 Where the two grids differ by more than 10mm the vehicle manufacturer shall be informed and both markings will be examined in greater detail to establish the cause of any differences.

The Secretariat will then take a decision as to how to proceed with vehicle marking.

3.1.8 The vehicle manufacturer must provide data for all headform grid locations. Testing will be carried out by Euro NCAP to a number of locations to verify the accuracy of data provided by the vehicle manufacturer.

3.1.9 For vehicles fitted with deployable systems, the headform impactor marking will be applied to the vehicle with the system in the undeployed state. This will be the case regardless of whether or not the bonnet is locking or non-locking or the vehicle uses an airbag.

3.1.10 For vehicles fitted with deployable systems, the WAD 775mm and WAD 930mm will be marked on the vehicle with the system in the un-deployed state. If deployment occurs prior to the pedestrian contact with the WAD 775mm, creating an increased hazard such as increased height, the Euro NCAP secretariat will give consideration to marking out the WAD

775mm and WAD 930mm in the deployed state.

Note: Marking in the undeployed state was chosen to avoid the possibility of discontinuities in the test areas leading to anomalies or inconsistencies in the test results.

3.1.11 Where the vehicle manufacturer provides data showing that a deployable system offers protection to the upper leg, the upper legform tests will be carried out by conducting dynamic tests. The WAD 775mm and WAD 930mm will be marked on the vehicle in the deployed position.

3.1.12 In case of any gaps in the relevant markup areas of the vehicle front such as WAD 930mm and the internal bumper reference line, e.g. in the grille area, approximate the outer contour of the vehicle using tape to span these gaps. Between the lower bumper reference line and the BLE, create a wrap around up to the BLE. All measurements and markings shall be placed on this tape. In case of any doubt how to place the tape use the WAD marking procedure, i.e.

the covering tape is placed like the tape measure during WAD marking.

3.2 Bonnet Side Reference Line

The Bonnet Side Reference Line is defined as the geometric trace of the highest points of contact between a straight edge 700mm long and the side of a bonnet, as defined in Section 3.3.1 and A-Pillar, when the straight edge, held parallel to the lateral vertical plane of the car and inclined inwards by 45 is traversed down the side of the bonnet top and A-Pillar, while remaining in contact with the surface of the body shell, any contact with door mirrors is ignored. See Figure 5. Where multiple or continuous contacts occur the most outboard contact shall form the bonnet side reference line.

Figure 5: Determination of the bonnet side reference lines

3.2.1 Fix a straight edge that is 700mm long at 45 to the vertical. With this edge in a plane parallel to the lateral vertical plane of the car, position the straight edge at the front of the front wing and in contact with, the bonnet.

3.2.2 Mark the uppermost point of contact of the straight edge and wing.

3.2.3 Pull the straight edge away from the wing, move it towards the other end of the vehicle by not more than 100mm and then back into contact with the wing.

3.2.4 Mark the uppermost point of contact of the straight edge and wing.

3.2.5 Repeat Sections 3.2.3 to 3.2.4 moving the edge along the length of the wing, A-Pillar and

Cant Rail if required (depending on the anticipated position of the 2500 Wrap Around

Distance).

3.2.6 Using a flexible rule, join the marks on the vehicle to form a line. This line may not be continuous but may ‘jump’ around the wing/wheel arch.

3.2.7 Repeat for the other side of the vehicle.

3.2.8 A partial modification of the side reference lines may be necessary subsequent to the determination of the corner reference points according to Section 3.7.2.

3.3 Bonnet Leading Edge Reference Line

The Bonnet Leading Edge Reference Line is defined as the geometric trace of the points of contact between a straight edge 1000mm long and the front surface of the bonnet, when the straight edge, held parallel to the vertical longitudinal plane of the car and inclined rearwards by 50 and with the lower end 600mm above the ground, is traversed across and in contact with the bonnet leading edge, see

Figure 6. For vehicles having the bonnet top surface inclined at essentially 50, so that the straight edge makes a continuous contact or multiple contacts rather than a point contact, determine the reference line with the straight edge inclined rearwards at an angle of 40. For vehicles of such shape that the bottom end of the straight edge makes first contact then that contact is taken to be the bonnet leading edge reference line, at that lateral position. For vehicles of such shape that the top end of the straight edge makes first contact then the geometric trace of 1000mm wrap around distance will be used as the

Bonnet Leading Edge reference line at that lateral position. The top edge of the bumper shall also be regarded as the bonnet leading edge, if it is contacted by the straight edge during this procedure.

Figure 6: Determination of the Bonnet Leading Edge Reference Line

3.3.1 The bonnet leading edge is defined as the front upper outer structure including the bonnet and wings, the upper side members of the headlight surround and any other attachments.

3.3.2 Fix a straight edge that is 1000mm long at 50 to the vertical and with its lower end at a height of 600mm. If the top surface of the bonnet is inclined at essentially 50 so that the straight edge makes a continuous contact or multiple contacts rather than a point contact, determine the reference line with the straight edge inclined rearwards at an angle of 40.

With this edge in a plane parallel to the vertical longitudinal plane of the car, position the straight edge at one end of, and in contact with, the bonnet.

3.3.3 Mark the point of contact of the straight edge and bonnet.

3.3.4 If the bottom end of the straight edge makes first contact then mark this point of contact.

3.3.5 If the top end of the straight edge makes first contact behind the 1000mm Wrap Around

Distance, then use the geometric trace of the 1000mm Wrap Around Distance at that lateral position.

3.3.6 Pull the straight edge away from the bonnet, move it towards the other end of the bonnet by not more than 100mm and then into contact with the bonnet.

3.3.7 Mark the point of contact of the straight edge and bonnet.

3.3.8 Repeat Sections 3.3.4 to 3.3.7 across the whole width of the bonnet. Using a flexible rule, join the marks on the bonnet to form a line. This line may not be continuous but may ‘jump’ around the grill and badge area etc. This line is the Bonnet Leading Edge Reference Line.

3.4 Bonnet Rear Reference Line

The Bonnet rear reference line is defined as the geometric trace of the most rearward point of contact between a 165mm sphere and the frontal upper surface, when the sphere is traversed across the frontal upper surface, while maintaining contact with the windscreen.

3.4.1 Remove the wiper blades and arms.

3.4.2 Place a 165mm sphere at the vehicle centreline on the frontal upper surface so that the rearmost point of contact of the sphere is always on the glass.

3.4.3 Mark the most forward point of contact between the sphere and the vehicle’s frontal upper surface. Repeat this at suitable increments moving outboard until the sphere contacts the side reference line on both sides of the vehicle. See Figure 7.

Figure 7: Determination of the bonnet rear reference line

3.4.4 If the bonnet rear reference line is located at a wrap around distance of more than 2100mm, the bonnet rear reference line is defined by the geometric trace of the 2100mm wrap around distance.

3.4.5 Where the bonnet rear reference line and side reference line do not intersect, the bonnet rear reference line is extended and/or modified using a semi-circular template, of radius 100mm.

The template shall be made of a thin flexible sheet material that easily bends to a single curvature in any direction. The template shall, if possible, resist double or complex curvature where this could result in wrinkling. The recommended material is a foam backed thin plastic sheet to allow the template to ‘grip’ the surface of the vehicle.

3.4.6 The template shall be marked up with four points ‘A’ through ‘D’, as shown in Figure 8, while the template is on a flat surface. The template shall be placed on the vehicle with

Corners ‘A’ and ‘B’ coincident with the side reference line. Ensuring these two corners remain coincident with the side reference line, the template shall be slid progressively rearwards until the arc of the template makes first contact with the bonnet rear reference line.

Throughout the process, the template shall be curved to follow, as closely as possible, the outer contour of the vehicle’s bonnet top, without wrinkling or folding of the template. If the contact between the template and bonnet rear reference line is tangential and the point of tangency lies outside the arc scribed by points ‘C’ and ‘D’, then the bonnet rear reference line is extended and/or modified to follow the circumferential arc of the template to meet the side reference line, as shown in Figure 8.

3.4.7 If the template does not make simultaneous contact with the side reference line at points ‘A’ and ‘B’ and tangentially with the bonnet rear reference line, or the point at which the bonnet rear reference line and template touch lies within the arc scribed by points ‘C’ and ‘D’, then additional templates shall be used where the radii are increased progressively in increments of 20mm, until all the above criteria are met.

3.4.8 Once defined, the modified bonnet rear reference line is assumed in all subsequent paragraphs and the original ends of the line are no longer used.

3.4.9 Replace the wiper arms and blades.

Figure 8: Bonnet rear reference line template and extension

3.5 Windscreen Rear Reference Line

The windscreen rear reference line is defined as the physical rearmost edge of the visible windscreen glazing. Glazing at the rear edge of the windscreen that is behind a rubber seals will be counted as the roof. Where a there is no discernible boundary for the windscreen rear reference line e.g. the windscreen has formed part of the roof, then the windscreen rear reference line is defined as the geometric trace of the highest points of contact between a straight edge 700mm long and the front surface of the windscreen when the straight edge, held parallel to the longitudinal vertical plane of the car and inclined rearwards by 45.

3.5.1 Beginning at the vehicle centreline draw a line outboard along the intersection of the rearmost glazing edge with the rubber seal up to the outboard edge of the glazing.

3.5.2 Using the template defined in Section 3.4.5, place it on the vehicle with corners ‘A’ and ‘B’ coincident with the side reference line. Ensuring these two corners remain coincident with the side reference line, the template shall be slid progressively rearwards until the arc of the template makes first contact with the bonnet rear reference line. If the contact between the template and windscreen rear reference line is tangential and the point of tangency lies outside the arc scribed by points ‘C’ and ‘D’, then the windscreen rear reference line is extended and/or modified to follow the circumferential arc of the template to meet the side reference line

3.5.3 If the template does not make simultaneous contact with the side reference line at points ‘A’ and ‘B’ and tangentially with the windscreen rear reference line, or the point at which the windscreen rear reference line and template touch lies within the arc scribed by points ‘C’ and ‘D’, then additional templates shall be used where the radii are increased progressively in increments of 20mm, until all the above criteria are met.

3.6 Marking Wrap Around Distances

The headform test area is defined as the outer structure that includes the upper surface of all outer structures. It includes, but is not limited to, the bonnet, wings, windscreen scuttle, wiper arms/spindles, windscreen frame, A-pillars and roof. It is bounded by the geometric trace of the

1000mm wrap around line in the front, the Bonnet Side Reference Lines and the 2500mm wrap around distance (WAD).

3.6.1 Begin at the vehicle centreline.

3.6.2 Place the end of a flexible tape measure or graduated wire on the floor vertically below the front face of the bumper.

3.6.3 Wrap the tape or wire over the bumper, bonnet windscreen and roof ensuring that it is maintained in a vertical longitudinal (X, Z) plane and that its end is still in contact with the ground. The tape should be held taut throughout the operation, vertically below the front face of the bumper, see Figure 9.

Figure 9: Marking wrap around lines

3.6.4 Mark on the bumper/grille, bonnet top, windscreen, A-pillars and/or roof the wrap around distances of 775mm, 930mm, 1000mm, 1500mm, 1700mm, 2100mm and 2500mm. These are the geometric traces described on the outer surface of the vehicle by the end of flexible tape or wire 775mm, 930mm, 1000mm, 1500mm, 1700mm, 2100mm or 2500mm long, when it is held in a vertical fore/aft plane of the car and traversed across the front of the bonnet and bumper.

3.6.5 Where any of the WAD’s lie below the outer contour of the vehicle, for example in the gap behind the bonnet, using the tape or wire approximate the outer contour of the vehicle horizontally rearward from the last point of contact and project the WAD vertically down onto the underlying structure.

3.6.6 Reposition the end of the tape on the ground no further than 100mm laterally outboard starting at the vehicle centreline up to the Corner of Bumper. The tape should be stretched over the A-pillars where necessary.

3.6.7 Repeat steps 3.6.2 to 3.6.6 until the width of the vehicle has been marked up to the Side

Reference Lines.

3.6.8 Join the points marked on the bonnet to form lines at wrap around distances of 775mm, 930mm, 1000mm, 1500mm, 1700mm, 2100mm and 2500mm. Points located on WAD

1000mm up to and including WAD 1500mm will be assessed using the child/small adult headform. Points rearward of WAD 1700mm up to and including WAD 2500mm will be assessed with the adult headform, see Figure 10. The headform to be used in the area rearward of WAD 1500mm up to and including WAD 1700mm depends on the location of the bonnet rear reference line (BRRL).

3.6.9 Where the BRRL is rearward of WAD 1500mm up to and including WAD 1700mm, points forward of and directly on the bonnet rear reference line will be assessed using the child/small adult headform, while points rearward of the BRRL will use the adult headform.

Where the BRRL is rearward of WAD 1700mm, the child/small adult headform shall be used up to and including WAD 1700mm.

3.6.10 Where the BRRL is between and area rearward of WAD 1500mm up to an including WAD

1700mm, the zone is determined by the designated impactor detailed in Section 3.6.9.

Figure 10: Headform test area

3.7 Corner Reference Point

The Corner Reference Point is defined as the intersection of the Bonnet Leading Edge reference line

(Section 3.3) and the Bonnet Side reference line (Section 3.2), see Figure 11. Where multiple or continuous contacts occur the most outboard contact shall form the corner reference point.

3.7.1 The corner reference point shall be transferred forwards onto the WAD 775mm at the same distance from the vehicle centreline.

3.7.2 In case of the corner reference point being located rearwards the WAD 1000mm, a line connecting the corner reference point and its forward projection onto the WAD 1000mm at the same distance from the vehicle centreline shall replace the section of the side reference line which is located forwards the corner reference point.

Figure 11: Determination of the corner reference point

3.8 Bumper Reference Lines

For vehicles with an identifiable bumper structure the upper Bumper Reference Line is defined as the geometric trace of the upper most points of contact between a straight edge and the bumper, when the straight edge, held parallel to the vertical longitudinal plane of the car and inclined rewards by 20 degrees, is traversed across the front of the car whilst maintaining contact with the upper edge of the bumper. For a vehicle with no identifiable bumper structure it is defined as the geometric trace of the upper most points of contact between a straight edge 700 mm long and the bumper, when the straight edge, held parallel to the vertical longitudinal plane of the car and inclined rewards by 20 degrees, is traversed across the front of the car, whilst maintaining contact with the ground and the surface of the bumper. See Figure 12.

Figure 12: Determination of upper bumper reference line

3.8.1 With a 700mm straight edge fixed at 20 to the vertical and in a plane parallel to the vertical longitudinal plane of the car, position the straight edge at one end of, and in contact with, the bumper and the ground. The straight edge may be shortened to avoid contact with structures above the bumper, the straight edge may also be lengthened to reach the bumper.

3.8.2 Mark the uppermost point of contact of the straight edge and bumper.

3.8.3 Pull the straight edge away from the bumper, move it towards the other end of the bumper by not more than 100mm and then into contact with the bumper.

3.8.4 Mark the uppermost point of contact of the straight edge and bumper.

3.8.5 Repeat Sections 3.8.3 and 3.8.4 along the whole of the length of the bumper.

3.8.6 Using a flexible rule, join the marks on the bumper to form a line. This line may not be continuous but may ‘jump’ around the licence plate area etc. This line is the Upper Bumper

Reference Line (UBRL).

3.8.7 The Lower Bumper Reference Line (LBRL) also needs to be marked on the vehicle. This line identifies the lower limit to significant points of pedestrian contact with the bumper. It is defined as the geometric trace of the lower most points of contact between a straight edge

700mm long and the bumper, when the straight edge, held parallel to the vertical longitudinal plane of the car and inclined forwards by 25º. It is traversed across the front of the car, while maintaining contact with the ground and with the surface of the bumper; see Figure 13.

3.8.8 Proceed as per Sections 3.8.2 to 3.8.6 this line is the Lower Bumper Reference Line.

Figure 13: Determination of the Lower Bumper Reference Line

3.9 Bumper Corners, Bumper Test Zone and Internal Bumper Reference Line

The Corner of Bumper is the point of contact of the vehicle with a vertical plane which makes an angle of 60 with the vertical longitudinal plane of the car and is tangential to the outer surface of the bumper, see Figure 14. Where multiple or continuous contacts occur the most outboard contact shall form the bumper corner.

Figure 14: Determination of bumper corner

3.9.1 Fix a 700mm straight edge at 60 to the longitudinal direction of the car. With this edge horizontal move it into contact with the most forward part of the bumper.

3.9.2 Mark the point of contact between the straight edge and the bumper. This is the Bumper

Corner.

3.9.3 If the bumper is angled at essentially 60, so that the straight edge makes a continuous contact or multiple contacts rather than a point contact, the outermost point of contact shall be the

Bumper Corner.

3.9.4 Repeat for the other side of the vehicle.

3.9.5 Mark a line across the bumper face at a vertical height of 520mm above ground reference level.

3.9.6 Remove the plastic bumper cover and any associated components such as padding and energy absorbers.

3.9.7 Identify the outermost ends of the bumper beam/lower rails/cross beam structures.

3.9.8 The bumper test zone is defined as either the area limited by the bumper corners or the outermost ends of the bumper beam/lower rails/cross beam structures, whichever is larger.

3.9.9 Record the distance from the vehicle centreline to the end of the bumper test zone.

3.9.10 To mark the internal bumper reference line (IBRL):

3.9.11 Measure the height of the bumper from a vertical plane contacting the beam up to 10mm into the profile to get the internal bumper reference line height at 100mm intervals outboard of the vehicle centreline. See Figure 15: Marking IBRL height.

Figure 15: Marking IBRL height

3.9.12 A bumper beam will be deemed structural for determination of the IBRL where the minimum thickness is >=1mm for steel and >=2mm for aluminium.

3.9.13 For every upper legform grid point outboard of the bumper beam, use the average bumper beam height allocated to the outermost grid point on the bumper beam as defined in 3.9.14.

3.9.14 Divide the area between each 100mm mark into three areas of equal width. If the bumper beam extends by 33.3mm or more outboard of the outermost 100mm grid point, mark the distance of 33.3mm on the bumper beam. Take the average height of each 100mm mark and the adjacent two marks. The height at each 100mm interval is the average height of the

100mm mark and adjacent divisions, see Figure 16. If the end of the bumper beam is less than 33.3mm outboard of the outermost grid point, the average height is taken from the height of the grid point and the inboard adjacent mark only.

Figure 16: IBRL height at 100mm intervals

3.9.15…