Attachment-J.6 Laboratory Test Procedure for the Research Side Impact Moving Deformable Barrier Test.pdf

JULY 2017

U.S. DEPARTMENT OF TRANSPORTATION

NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION

LABORATORY TEST PROCEDURE

FOR THE

RESEARCH SIDE IMPACT MOVING

DEFORMABLE BARRIER TEST

U.S. Department of Transportation

National Highway Traffic Safety Administration Office of Vehicle Crashworthiness Research

Mail Code: NSR-200 1200 New Jersey Avenue S.E.

Washington, DC 20590

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

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LABORATORY TEST PROCEDURES

TABLE OF CONTENTS

1. Purpose and Application

2. General Requirements

2.1 Measured Injury Criteria – WorldSID-50M Dummy

2.2 Measured Injury Criteria – SID-IIs Dummy

2.3 Test Vehicle Assessment

3. Security

3.1 Rules for Contractors

4. Good Housekeeping

5. Test Scheduling and Monitoring

6. Pretest Requirements

6.1 Project Plan

6.2 Facility and Equipment

7. Government-Furnished Property (GFP)

7.1 Test Vehicles

7.2 Anthropomorphic Testing Devices

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 Impact Event Markers

9.4 Photographic Targets and Tape for Test Vehicle and Barrier

9.5 Target Vehicle Information Placards

9.6 Crash Video Title Heading and Sequence

9.7 Real-Time Documentation

9.8 Still Photographs

10. Definitions

11. Test Execution

11.1 Test Vehicle and Moving Deformable Barrier Preparation

11.2 Dummy Preparation and Positioning

11.3 Test Vehicle and Moving Deformable Barrier Measurements

11.4 Side Impact 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 Testing Devices

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12.7 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 Test Data Loss

13.2 Data Processing

13.3 Required Data Trace Order

13.4 Notification of Elevated Injury Criterion or Test Anomaly

13.5 Deliverables

13.6 Data, Vehicle, and Barrier Retention by Contractor

13.7 Data Availability to the Public

APPENDICES

A. WorldSID-50M Qualification Procedure

B. SID-IIs Qualification Procedure

C. Positioning Dummies in the Test Vehicle

D. Aluminum Honeycomb Crush Strength Certification

E. Deliverable Guidelines for Research Side Impact Moving Deformable Barrier Testing

F. Head Angular Rate Sensor Polarity Check Procedure

G. WorldSID 50th Percentile Male Procedure for Assembly, Disassembly, and Inspection

H SID-IIsD Procedure for Assembly, Disassembly, and Inspection

I. How to Clean the RibEyeTM Lenses

J. Laboratory Test Procedure for Research Indicant Test for FMVSS No. 305, Electric Powered

Vehicles; Electrolyte Spillage and Electrical Shock Protection

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REVISION CONTROL LOG

FOR RESEARCH LABORATORY

TEST PROCEDURES

SIDE IMPACT MOVING DEFORMABLE BARRIER TEST

TEST PROCEDURE Side Impact MDB

DESCRIPTION REV.

No.

DATE AMENDMENT

EFFECTIVE

DATE

00 7/10/2017 New version.

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1. PURPOSE AND APPLICATION

The purpose of the Research 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 a 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 Research 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 crash 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 Research Laboratory Test Procedures, prepared for the limited purpose of use by independent laboratories under contract to conduct tests for the NHTSA, 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 NHTSA 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 test protocol and the applicable parts of S7 of FMVSS No. 214, “Moving Deformable Barrier (MDB) Requirements.”

2. GENERAL REQUIREMENTS

For all tests conducted using this side impact moving deformable barrier test procedure, the contract laboratories are directed to use an impact speed of 61.90 km/h ± 0.80 km/h. This is 8 km/h greater than the 53.9 km/h impact test speed required in the FMVSS No. 214D. The 61.90 km/h crash test may be viewed as an indicant test of the requirements of the FMVSS No. 214D.

The test is designed to simulate a 90-degree side impact where the impacting vehicle (the moving deformable barrier, or MDB) speed is twice that of the target vehicle. Since the target vehicle is stationary in this test, the impacting vehicle’s velocity and orientation are adjusted to simulate an impact where both vehicles are moving.

Anthropomorphic testing devices (ATDs), or dummies, will be positioned in the target vehicle to assess its performance. The two ATDs chosen for this test are the WorldSID-50M equipped with RibEyeTM and the SID-IIs, which represent a 50th-percentile male and a 5th-percentile female, respectively.

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

2.1. MEASURED INJURY CRITERIA – WORLDSID-50M DUMMY

A. HEAD INJURY CRITERION (HIC15) – HIC15 is computed from the resultant acceleration (AR) in g units at the dummy head’s center of gravity. The following expression describes

HIC15:

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HIC t t A dt t tR t t

( )1

2 1

2 5

2 1 where AR= [Ax

2 + Ay 2 + Az

2]1/2 and t2 and t1 are any two points in time during the impact event which are separated by no more than 15 milliseconds.

B. BRAIN INJURY CRITERION (BrIC) - The brain injury criterion is calculated by combining the angular velocities of the head about its three local axes compared to directionally dependent critical values. The following expression describes BrIC:

max | | max max | |

66.25 ⁄ , 56.45 ⁄ , 42.87 /

C. SHOULDER INJURY CRITERION - The shoulder injury criterion measured is the maximum lateral shoulder force.

D. CHEST (SKELETAL) INJURY CRITERION – The chest injury criterion measured is the maximum deflection recorded in any of the thoracic or abdominal ribs.

E. ABDOMEN (SOFT TISSUE) INJURY CRITERION – The abdominal injury criterion measured is the maximum abdominal rib deflection.

F. PUBIC INJURY CRITERION -- The pubic injury criterion measured is the peak lateral pubic force.

G. SACRO-ILIAC INJURY CRITERION – The sacro-iliac injury criterion measured is the resultant sacro-iliac force.

2.2. MEASURED INJURY CRITERIA – SID-IIs DUMMY

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

HIC t t A dt t tR t t

( )1

2 1

2 5

2 1 where AR= [Ax 2 + Ay

2 + Az 2]1/2 and t2 and t1 are any two points in time during the impact event which are separated by not more than 15 milliseconds.

B. BRAIN INJURY CRITERION (BrIC) - The brain injury criterion is calculated by combining the angular velocities of the head about its three local axes compared to directionally dependent critical values. The following expression describes BrIC:

Side Impact MDB - 6 max | | max max | |

66.25 ⁄ , 56.45 ⁄ , 42.87 /

C. CHEST INJURY CRITERION – The measured criterion for chest injury is the maximum lateral thoracic rib deflection.

D. LOWER SPINE INJURY CRITERION – The injury criterion for the lower spine is the peak resultant lower spine acceleration.

E. ABDOMEN INJURY CRITERION – The injury criterion for the abdomen is the maximum lateral abdominal rib deflection.

F. PELVIS INJURY CRITERION – The injury criterion for the pelvis is the maximum of the sum of the lateral acetabular and iliac pelvic forces.

2.3. TEST VEHICLE ASSESSMENT

A. DOOR OPENING CRITERION - Any side door that is struck by the moving deformable barrier may 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 moving deformable barrier must meet the following requirements;

(1) The door shall not disengage from the latched position.

(2) 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.

(3) Neither the latch nor the hinge systems of the door shall pull out of their anchorages.

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

B. FMVSS NO. 301 - STODDARD SPILLAGE

(1) DUE TO BARRIER CRASH - Stoddard spillage shall not exceed 28 g from impact until motion of the vehicle has ceased, and shall not exceed a total of 142 g in the 5-minute period following cessation of motion. For the subsequent period of time that elapses prior to the static rollover, fuel spillage during any one-minute interval shall not exceed 28 g.

(2) DUE TO STATIC ROLLOVER - Stoddard spillage in any rollover test, from the onset of rotational motion, shall not exceed a total of 142 g for the first five minutes of testing at each successive 90-degree increment. For the remaining test period, at each increment of 90 degrees, Stoddard spillage during any one-minute interval shall not exceed 28 g.

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

C. INDICANT FMVSS NO. 305 (IF APPLICABLE) - ELECTROLYTE SPILLAGE,

ELECTRICAL ISOLATION, AND BATTERY RETENTION

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The test vehicle must meet the requirements outlined in CFR §571.305 S5.1, S5.2, and S5.3. See APPENDIX J, “Laboratory Test Procedure for the Indicant FMVSS No. 305, Electric Powered Vehicles: Electrolyte Spillage and Electrical Shock Protection Test”.

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

3. SECURITY

The Contractor must provide appropriate security measures to protect the test vehicles, dummies, deformable honeycomb barrier face units and any government-furnished property (GFP) from unauthorized personnel during the testing program. The Contractor is financially responsible for any acts of theft and/or vandalism which occur during the storage of test vehicles and deformable honeycomb barrier units. Any security problems which arise shall be reported by telephone to the Industrial Property Manager (IPM), Office of Contracts and Procurement, within two business 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.

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

The tested vehicles and tested honeycomb barrier faces, protected from the elements, shall be retained by the test contractor for a MINIMUM of 60 days so that NHTSA personnel can be given an inspection opportunity.

NO INDIVIDUALS, OTHER THAN CONTRACTOR PERSONNEL DIRECTLY INVOLVED IN

THE TESTING PROGRAM, SHALL BE ALLOWED TO WITNESS ANY 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.

3.1 RULES FOR CONTRACTORS

A. No vehicle manufacturer’s representative(s) or anyone other than the Contractor’s personnel working on the Research Contracts and NHTSA personnel shall be allowed to inspect test vehicles or witness vehicle preparations without prior permission of NHTSA.

Such permission can never be assumed.

B. All communications with vehicle manufacturers shall be referred to NHTSA. The

Contractor shall not release crash test data without the permission of NHTSA.

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 test. Post-test inspection shall be limited to 1 hour after contractor personnel have completed their test tasks.

E. Photographs and videotapes 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 must be approved by NHTSA. The Contractor’s personnel shall not respond to any questions from the manufacturer’s

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Side Impact MDB - 8 representatives regarding the Research test. All questions shall be referred to the COR, a NHTSA representative present at the test site, or to NHTSA staff.

F. The Contractor shall permit public access to and inspection of the test vehicles and related data during the times specified by the Research COR. NHTSA shall advise interested parties that such access and inspection shall be limited to a specified day and specified hours and require prior approval from NHTSA. The Contractor shall refer all visit requests from vehicle manufacturer’s representatives to NHTSA. This service shall be included as an incidental part of the crash test program and will not result in any additional cost to NHTSA. 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. All test instruments shall be arranged in an orderly manner consistent with good test laboratory housekeeping practices.

5. TEST SCHEDULING AND MONITORING

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

Scheduling shall be adjusted to permit the administration’s other sample motor vehicles to be tested to other FMVSS as may be required by the NHTSA. All testing shall be coordinated to allow monitoring by the COR.

6. PRETEST REQUIREMENTS

6.1 PROJECT PLAN

The Contractor must submit a detailed test procedure to the COR before initiating the test program. The procedure must include a step-by-step description of the methodology to be used.

The Contractor’s test procedure shall contain a complete listing of test equipment and a detailed check-off list. There shall be no contradiction between this laboratory test procedure and the Contractor’s in-house test procedure. The list of test equipment shall include instrument accuracy and calibration dates.

6.2 FACILITY AND EQUIPMENT

A. TEST SURFACE

The test surface on which the vehicle rests prior to impact shall be level, smooth, and of uniform construction. Additionally, the path of the target vehicle after being struck by the MDB must be taken into consideration when determining an adequate smooth, flat concrete area for the side impact test surface. The surface must be large enough to support the test vehicle throughout the event.

B. TOW ROAD

The tow road surface must be straight, level, smooth and of uniform construction. The tow road must have sufficient length to allow for stabilization of the MDB velocity (zero

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Side Impact MDB - 9 acceleration) prior to side impact with the test vehicle and to allow time for the MDB to be stopped from a test speed of 61.90 km/h ± 0.80 km/h in case of a test abort.

C. 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.

D. TOW AND GUIDANCE SYSTEM

The tow system must be capable of ensuring that the MDB shall impact the test vehicle at a speed of 61.90 ± 0.80 km/h. The MDB shall be continuously towed until 305 mm from impact, with a tolerance window of 610 mm to 150 mm. The tow cable attachment device must release from the tow cable within the tolerance window. The MDB velocity measurement shall be taken after cable release.

There shall be steel cable attaching the MDB to the tow system. The length of this cable shall not change significantly (± 25 mm) from test to test.

A lateral guidance system is required to assure that the MDB shall impact the side of the target or test vehicle at the designated angle even though the MDB is crabbed to an angle of 27 ± 1 degrees with the forward line of motion. It must also ensure that the MDB impacts the test vehicle within ± 51 mm (2 in) of the vertical impact reference line as specified later in this procedure (Section 9.4A).

E. MOVING DEFORMABLE BARRIER

The Contractor shall provide a moving deformable barrier as specified in Part 587 and Figure 1. Dimensions of the MDB and a summary of MDB & honeycomb face details are provided below:

(1) The total weight of the MDB with impact face shall be 1,361 ± 4.5 kg [1,356.5 kg -

1,365.5 kg). The total configured weight of the MDB with impact face, two cameras, camera mounts, light trap vane, and ballast reduced shall be 1,367.6 kg as stated in 49 CFR 587.6.

(2) The overall length of the MDB with impact face must be 4,115 ± 25 mm.

(3) The overall length of the MDB, excluding impact face, must be 3,632 mm (includes 50.8 mm thick mounting block).

(4) The overall width of the framework carriage must be 1,251 mm.

(5) The tracking width (centerline to centerline of front or rear wheels) must be 1,880 mm.

(6) The wheelbase for the framework carriage must be 2,591 ± 25 mm.

(7) The inertial properties of the MDB (with two cameras and camera mounts and a light trap vane and ballast reduced) are specified. The center of gravity (CG) shall be located:

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X = 1,123 ± 25 mm rear of front axle Y = 7.6 ± 25 mm left of longitudinal centerline Z = 500 ± 25 mm from ground

Moments of inertia (tolerance 5% for testing purposes) are as follows:

Pitch = 2,263 kg-m2 Roll = 508 kg-m2 Yaw = 2,572 kg-m2

(8) The shape of the honeycomb impact face is given by the following measurements:

Width = 1,676 ± 6 mm Height = 559 ± 6 mm Ground Clearance = 279 ± 3 mm Depth at Bumper Height = 483 ± 6 m Depth at upper impact face = 381 ± 6 mm

(9) The force-deflection properties (crush strength) for honeycomb impact face shall be 310 ± 17 kpa and 1,690 ± 103 kpa for the bumper.

(10) The position of all four wheels on the framework carriage must be 27 ± 1 degrees.

All measurements in the following diagram are given in millimeters.

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Figure 1 – Moving Deformable Barrier Dimensions

F. MOVING DEFORMABLE BARRIER VELOCITY MEASUREMENT

The MDB shall impact the side of the target or test vehicle at the predetermined speed and the MDB’s velocity shall be approximately constant (zero acceleration) for the last

1.5 meters of crabbed forward motion before impact. The reported impact velocity shall take into consideration all of the response characteristics of the entire velocity measurement system utilized in its determination.

Impact velocity shall be measured by no less than two sets of independent timing devices that are accurate to within ± 0.08 km/h and which can be calibrated by an instrument traceable to the National Institute of Standards and Technology. The impact velocity measurement recorded closest to the point of impact should be regarded as the primary measurement. The physical locations of the recorded primary and redundant impact velocity readouts should remain the same from test to test; for example, the laboratory

Side Impact MDB - 12 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. Recorded values in these timing devices, displayed to the hundredths, shall be permanently documented in a video or photograph. They should also both be reported on the applicable Data Sheet in APPENDIX E.

G. TEST BRAKE ABORT SYSTEM

The MDB shall be equipped with an on-board brake abort system. Abort criteria consists of MDB velocity, data acquisition and instrumentation system readiness, and stability of the MDB on the tow road. It is recommended that the first two criteria are to be automatically monitored by the test control system while the third is manually monitored by the test director. For added safety, a manual abort shall be available from start until the point at which it is impossible to stop the MDB without impacting the test vehicle.

H. ALUMINUM HONEYCOMB BARRIER FACE UNITS

The Contractor is responsible for procuring aluminum honeycomb barrier face units from a honeycomb barrier manufacturer. The Contractor shall conduct a detailed inspection of the honeycomb barrier for shipping damage. The Contractor shall retain a copy of the barrier manufacturer’s test data used to certify the barrier face and make it available for review by the COR. This shall consist of certification information for the 310 kpa and 1,690 kpa barrier face portions. The Contractor shall have the equipment or access to equipment that will allow them to test honeycomb samples according to the test procedure called for in APPENDIX D, “Aluminum Honeycomb Crush Strength Certification”, to ensure the samples provided meet the requirements of the standard.

See APPENDIX D for more details.

The COR must be notified within 24 hours after a group of certified aluminum honeycomb face units have been delivered.

I. STATIC ROLLOVER DEVICE

A static rollover device, provided by the laboratory and used to conduct an FMVSS No.

301 and/or FMVSS No. 305 test, 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.

J. 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 dummies 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.

K. 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

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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.”

7. GOVERNMENT-FURNISHED PROPERTY (GFP)

The Government will furnish the Contractor with test vehicles and an instrumented WorldSID-50M test dummy and non-instrumented SID-IIs test dummy to perform the test. Contractors are required to supply all additional and instrumentation necessary to properly conduct vehicle side impact testing according to this test procedure. This may include, but is not limited to, the MDB cart, aluminum honeycomb barrier faces, and instrumentation necessary to collect data from the ATDs, the MDB, and the test vehicle.

7.1 TEST VEHICLES

The Contractor has the responsibility of accepting test vehicles. The Contractor acts on the NHTSA’s behalf when signing an acceptance of test vehicles. If a vehicle is delivered by a dealer, 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. 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 vehicle’s odometer confirms that fewer than 200 miles have been driven.

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

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

The Contractor must check for any damage which may have occurred during transit. The COR is to be notified of any damage prior to preparation of the vehicle for testing.

A “Report of Vehicle Condition” form (refer to APPENDIX E) shall be completed by the Contractor and submitted to the COR as part of the QCPackage.zip file. The upper half of the form is used to describe the vehicle as initially accepted. The lower half of the form provides space for a detailed description of the post-test condition of the vehicle.

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7.2 ANTHROPOMORPHIC TESTING DEVICES

An adequate number of Part 572 Subpart V 5th percentile female small side impact test dummies (SID-IIs) and 50th percentile male WorldSID-50M side impact dummies with RibEyeTM will be furnished to the contract laboratory by NHTSA. The dummies shall be stored in an upright, seated position. The WorldSID-50M dummy shall be stored with a lifting bracket installed. The lifting bracket shall be suspended in a chair assembly that keeps the weight of the dummy off of the pelvis/leg flesh and keeps the head and neck assemblies vertical. The chair should support and position the legs so that stresses in the pelvis flesh at the leg openings are minimized. For the SID-IIs, the dummy’s weight shall be supported by the internal structure of the pelvis. The dummy’s head shall be held upright without supporting the weight of the dummy by using an eye bolt that can be secured in the top of the head. These dummies shall be stored in a secured room that is maintained between 18.9o C and 25.5o C (66o F and 78o F) and at any relative humidity from 10% to 70%. For eight hours prior to the test, the ATDs shall be in an environment that is between 20.6º C and 22.2º C (69º F and 72º F). The temperature sensors shall be accurate at least to within ± 0.3º C. The ambient air temperature must be monitored and continuously recorded within 36 inches of the dummies.

The Contractor will check the dummy components for damage when performing the qualifications and will notify the COR in writing (email) if damage is found. The Contractor shall report to the COR the condition of the dummies in order that replacement parts can be provided or refurbishment can be scheduled. The Contractor shall keep a detailed record for each test dummy, describing parts replaced and the results of qualification tests.

8. CALIBRATION AND TEST INSTRUMENTATION

8.1 GENERAL REQUIREMENTS

Before the Contractor initiates the crash 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. This ensures accuracy and stability.

B. All measuring instruments and standards shall be calibrated by the Contractor, or a commercial facility, against a higher order standard at periodic intervals not exceeding 6 months for accelerometers and 12 months for load cells (dummy qualification shall be performed after every test). Records, showing the calibration traceability to the National Institute of Standards and Technology (NIST), shall be maintained for all measuring and test equipment.

Accelerometers must be calibrated prior to 6 months if a vehicle fails to meet the established MDB test performance requirements or after any indication from calibration checks that there may be a problem with a particular accelerometer. In such cases, only those accelerometers directly related to channels that exceeded established injury criteria requirements, or those indicating problems during calibration checks, must be recalibrated prior to 6 months.

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

(1) Date of calibration

(2) Date of next scheduled calibration

(3) Name of the technician who calibrated the equipment

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

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

(2) Measurement range

(3) Accuracy

(4) Calibration interval

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

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

E. Records of calibration for all test instrumentation shall be kept by the Contractor in a manner which 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 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 above. The Part 572 Subpart V SID-IIs and the WorldSID-50M with RibEyeTM have been chosen as appropriate ATDs.

A. The WorldSID-50M with RibEyeTM shall be instrumented with the following:

(1) Primary tri-axial head accelerometers

(2) Head angular rate sensors

(3) Upper and lower neck load cells

(4) Shoulder load cell

(5) RibEyeTM instrumentation on each of the following ribs: shoulder rib, thoracic ribs

1-3, abdominal ribs 1-2

(6) Upper (T1), middle (T4), and lower spine (T12) tri-axial accelerometers

(7) Lumbar load cell

(8) Sacro-iliac and pubic load cells

(9) Pelvis accelerometer

(10) Left femur load cell

The Part 572 Subpart V SID-IIs shall be instrumented with the following:

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(1) Primary and redundant tri-axial head accelerometers

(2) X-, Y-, and Z-axis head angular rate sensors

(3) Chest 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

Record the actual number of channels used for both driver and passenger dummies 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 E, Section 1.9).

B. APPENDIX A contains qualification procedures for GFE WorldSID-50M with RibEyeTM

ATDs. Qualification procedures for Part 572 Subpart V (SID-IIs) ATDs can be found in APPENDIX B. If additional clarification for either dummy type is required, contact the

COR.

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

All qualification data shall be recorded and submitted as part of the Quality Control

Package, the Draft Test Report, and Final Test Report (see Deliverables).

A passing post-test qualification is not required. The failed post-test qualification should be included in all deliverables. However, prior to the next test, the dummy 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.

NOTE: In the event of an elevated dummy injury criterion (as compared to established limits) or a data anomaly, that region on the ATD must be inspected for damage and then re-qualified. Additional qualification checks of some critically sensitive test equipment and instrumentation may be required for verification of accuracy. The necessity for the qualification will be at the COR’s discretion and will be performed without additional cost.

D. The ATDs shall be clothed. The WorldSID-50M dummy shall wear the provided 5mm thick neoprene suit. The suit covers the entire dummy from the top of the shoulders to the ankles. 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 Impact MDB 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, WorldSID-50M and SID-IIs dummy limb joints shall be set between 1 and 2 g. Adjust leg joints with the torso in the supine position.

F. The RibEyeTM instrumentation for the WorldSID-50M shall be cleaned prior to each crash test. Cleaning instructions are provided in APPENDIX I.

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9. PHOTOGRAPHIC DOCUMENTATION

9.1 CAMERAS

A. HIGH-SPEED DIGITAL CAMERAS

Each side impact test shall be documented in color by high-speed digital cameras that operate at a minimum speed of 1000 frames per second (fps). The cameras shall be positioned as indicated in Figure 3. These cameras must operate for at least 50 ms before the MDB contacts the vehicle and for at least 300 ms after the MBD contacts the vehicle. The minimum resolution for these cameras must be 1024 x 1024 pixels.

The Contractor shall report the locations of Cameras 1 through 6 as well as camera speeds and lens focal lengths for all cameras on the appropriate Data Sheet in the Final Test Report. Camera lens locations shall be noted in reference to the impact point in the X and Y directions. The ground shall be referenced when noting camera lens locations in the Z direction. The coordinate system shall be aligned with the test vehicle’s struck side.

A time-zero (t(0)) mark must be registered in a frame to indicate when contact with the MDB occurs. 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 MDB 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 on-board lighting to facilitate video analysis.

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, .wmv, or .mpeg format with a standard or generally available ‘codec’. Other types of files can be used if prior approval is granted by the COR. The 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 should have a resolution that results in a file size of 300-400 kb and should be in .wmv format. Any other resolution level for these test videos must be approved by the COR.

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

B. REAL TIME CAMERA

The Contractor shall use two “real time” color digital video cameras that operate at 24 - 30 frames per second. They shall be used to document the views indicated below for Cameras 11 and 12. The video footage shall be uploaded to the established FTP site as part of the QCPackage.zip file and transferred as .avi, .mpeg, or .wmv files with a standard or generally available ‘codec’.

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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 2 provides a schematic that should be referenced when determining camera locations.

Figure 2 - Camera Locations

Camera 1 High-speed overhead camera to view target vehicle dynamics and positioned directly above the impact plane between the target vehicle and the MDB.

Camera 2 High-speed overhead camera to provide close-up view of the impact plane (should include view of photograph targets on centerline of test vehicle and photograph targets on top of MDB barrier face) and positioned adjacent to Camera No. 1.

Camera 3 High-speed camera positioned along the impactor’s face left vertical edge to cover target vehicle impact point during side impact event.

Camera 4 High-speed camera positioned on MDB’s centerline to view struck side of test vehicle during the side impact event.

Camera 5 High-speed right side view camera to cover both the MDB and the target vehicle during the side impact event.

Camera 6 High-speed left side view camera to cover the motion of the target vehicle after impact.

Camera 7 High-speed camera to provide front view of the front dummy through the vehicle’s windshield from above the engine compartment. (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

Side Impact MDB - 19 head, but also torso air bag deployment in relation to the dummy’s chest, if applicable.)

Camera 8 High-speed camera to view across the test vehicle’s occupant compartment to record the lateral motion of the front dummy during and after side impact.

Camera 9 High-speed camera to view across the test vehicle’s occupant compartment to record the lateral motion of the rear dummy during and after side impact.

Camera 10 High-speed camera to provide a view of the rear occupant area perpendicular to the tow cable.

Camera 11 Real-time (24-30 fps) camera to provide a panning left rear view of the

MDB impacting the target vehicle.

Camera 12 Real-time (24-30 fps) camera to provide a static left rear view of the MDB impacting the target vehicle.

The exact camera coordinates and specifications shall be noted on Data Sheet No. 5.

(See Section 2 of APPENDIX E.)

9.2 COLORING REQUIREMENTS FOR PHOTOGRAPHIC PURPOSES

A. Vehicle interior surfaces such as the A, B, C-pillars and trim panels, impacted interior door trim panels, etc. shall be painted with flat white paint unless otherwise noted in the manufacturer’s submission of test setup information (Form 1). The air bag indicator light on the dash shall NOT be painted so it is visible prior to testing.

B. Body parts of the driver and passenger ATDs shall be coated with a colored chalk/water solution to show contact points with the vehicle’s door and interior components. The solution shall be applied after final dummy positioning. In the event that the solution is partially covered by a latched seat belt, the coloring shall be applied to the seat belt as well to ensure any interior contact is evident post-test.

COLORS TO BE USED ON TEST DUMMIES

DUMMY PART COLOR

Face Blue Top of Head (stop painting at skull cap) Yellow Left Side of Head Green Back of Head (skull cap) Red Left Shoulder Orange Upper Torso Blue Lower Torso Yellow Left Hip Red Left Knee Green

9.3 IMPACT EVENT MARKERS

Time zero indicated on the side impact high-speed video must be synchronized to the event time zero point. Additionally, strobes or flash bulbs with diffused light shall be placed in the field-of-view of all nine high-speed cameras to mark the time zero point. The Contractor shall use pressure switches attached to the test vehicle or moving deformable barrier impact face in order to trigger the time zero indicators.

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9.4 PHOTOGRAPHIC TARGETS AND TAPE FOR TEST VEHICLE AND BARRIER

A. VERTICAL IMPACT REFERENCE LINE AND CENTERLINE OF IMPACT FACE

Place 25 mm (1 inch) wide yellow/black checkerboard tape along the vertical impact reference line, as shown in Figure 3 and as determined by (1) or (2) below.

(1) For passenger vehicles:

Test Vehicle Wheelbase Length Vertical Impact Reference Line

Location

Less than or equal to 2,896 mm 940 mm +/- 5 mm forward of wheelbase centerline

Greater than 2,896 mm 508 mm +/- 5 mm rearward of front axle centerline

(2) For multipurpose vehicles, sport utility vehicles, light trucks, and vans:

Test Vehicle Wheelbase Length Vertical Impact Reference Line

Location

Less than or equal to 2,489 mm 305 mm +/- 5 mm rearward of front axle centerline Greater than 2,489 mm but less than

2,896 mm 940 mm +/- 5 mm forward of wheelbase centerline

Greater than 2,896 mm 508 mm +/- 5 mm rearward of front axle centerline

NOTE: For different wheelbase versions of the same model vehicle, the vertical impact reference line may be determined (at the manufacturer’s option) by the following procedure (refer to

49CFR571.214 §8.11.2):

(1) Select the shortest wheelbase version of the same model and locate the vertical impact reference line as described above.

(2) Measure the distance between the SgRP and the vertical impact reference line.

(3) Maintain the same distance between the seating reference point and the vertical impact reference line for the version being tested as that distance between the seating reference point and vertical impact reference line for the shortest wheelbase version.

Also, 25 mm (1 inch) wide yellow/black checkerboard tape shall be placed on the vehicle such that when the barrier is properly aligned with the test for impact, the tape coincides with the vertical centerline of the barrier’s impact face. See Figure 4 and Figure 5. The tape should be extended across the roof of the vehicle (90° angle to the test vehicle longitudinal centerline) to provide a reference for the overhead camera coverage.

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Figure 3 - Vertical Impact Lines

B. HORIZONTAL IMPACT REFERENCE LINES AND IMPACT POINT TARGET

As shown in Figure 5, place 25 mm (1 inch) wide yellow/black checkerboard tape horizontally along the impact side of the test vehicle at the following five levels above the ground surface and record the height of each level at the vertical impact reference line.

(1) LEVEL 1 – Top of side sill: Affix tape along the door sill from the front to the rear wheel-wells.

(2) LEVEL 2 -- Driver Hip Point: Project the location of the hip point determined by the driver dummy laterally through the door to its exterior panel. Affix tape to the side body panels so that the tape intersects the hip point.

(3) LEVEL 3 -- Mid-door: Measure the height of the front door body panel at two different locations that are at least 600 mm apart. Take the average of the two measurements. Mark this point on the exterior door panel. Affix tape to the side body panels so that the tape intersects this point.

(4) LEVEL 4 -- Window sill: Affix tape just below the front door window sill.

(5) LEVEL 5 -- Top of window: Affix tape just above the top of the front door window.

A 51 mm (2 inch) diameter target shall be positioned on the vehicle at mid-door height (see note below) and along the left edge of the vertical impact reference line. The tip of the welding rod in Section 9.4C will be located in the center of the target (see Figure 5).

NOTE: It is suggested that this height be at mid-door level; however, this is not required as long as whatever height is used is clearly marked on the target vehicle (such as by using a 51 mm (2 inch) diameter photograph target) so that a post-test measurement of relative vertical impact height can be determined.

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C. OTHER VEHICLE TARGETS

Affix targets, labeled appropriately (if applicable), on the test vehicle as follows:

(1) Along LEVEL 4, window sill tape line, at every 300 mm (see Figure 4). Use 51 mm (2 inch) diameter targets.

(2) On the front door, rear door, or side panel to denote the hip pivot centers of the driver and rear passenger test dummies (See Figure 4). Use a 100 mm (4 inch) diameter target and label each target with “HP”.

(3) On the front door and the roof to denote the vehicle CG location, as determined in the “As Tested” condition. (See Figure 4). Use 100 mm (4 inch) diameter targets and label each with “CG”.

Figure 4 - Photographic Tape Location for the Test Vehicle

D. BARRIER PHOTOGRAPHIC TARGETS, TAPE, AND WELDING ROD ALIGNMENT

Tape shall be placed on the barrier face as shown in Figure 5. Place 25 mm (1 inch) wide yellow/black checkerboard tape along the top and front of the honeycomb barrier face centerline and along the top and front of the left edge of the honeycomb barrier face, to align with the vertical impact reference line of the test vehicle.