Attachment-J.7 Laboratory Test Procedure for the Research Side Impact Rigid Pole Test.pdf

July 2017

U.S. DEPARTMENT OF TRANSPORTATION

NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION

LABORATORY TEST PROCEDURE

FOR THE RESEARCH

SIDE IMPACT RIGID POLE TEST

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

Office of Crashworthiness Standards Mail Code: NVS-111

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

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

iii

LABORATORY TEST PROCEDURE FOR RESEARCH SIDE IMPACT RIGID POLE

TEST

TABLE OF CONTENTS

PAGE

1. Purpose and Application

2. General Requirements

3. Security

4. Good Housekeeping

5. Test Scheduling and Monitoring

6. Pre-Test 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, Tape, and Vehicle Alignment

with Pole

9.5 Target Vehicle Information Placards

9.6 Crash Video Title Heading and Sequence

9.7 Real-Time Documentation Video Editing

9.8 Still Photographs

10. Definitions

11. Test Execution

11.1 Test Vehicle Preparation

11.2 Dummy Preparation and Positioning

11.3 Vehicle Measurements

11.4 Side Pole Test Condition

12. Post-Test Measurements And Observations

12.1 Test Speed

12.2 Temperature and Humidity Stabilization

12.3 Dummy Contact Points

12.4 Impact Point

12.5 Vehicle Doors, Seat Movement, Restraint Systems, and

Profile Measurements

12.6 Removal of Anthropomorphic Test Device

12.7 FMVSS No. 301/305 Static Rollover………………………………………

12.8 Post-Test Vehicle Exterior Crush Measurements……………

iv

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 Anamoly

13.5 Deliverables

13.6 Data and Vehicle Retention by Contractor

13.7 Data Availability to the Public

Appendices

A. WorldSID-50M Qualification Test Procedure

B. Positioning 50th Percentile WorldSID Dummy in Driver Position in the Test Vehicle

C. Deliverable Guidelines for Research Side Impact Pole Testing

D. Head Angular Rate Sensory Polarity Check Procedure

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

F. How to Clean the RibEyeTM Lenses

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

Vehicles: Electrolyte Spillage and Electrical Shock Protection v

REVISION CONTROL LOG

FOR RESEARCH LABORATORY

TEST PROCEDURES

SIDE IMPACT RIGID POLE TEST

TEST PROCEDURE Side Pole DESCRIPTION

REV.

No.

DATE

AMENDMENT

EFFECTIVE

DATE

00 07/11/2017 New Version.

SIDE IMPACT POLE –1

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

2. GENERAL REQUIREMENTS

For all tests conducted using this side impact rigid pole test procedure, the contract laboratories are directed to use an impact speed of 32.20 km/h ± 0.80 km/h. This speed, which is the upper test speed limit required by FMVSS No. 214, is specified in order that the NHTSA can obtain new car assessment and research data. Additionally, the WorldSID-50M 50th percentile male dummy with RibEyeTM will be the only acceptable anthropomorphic testing device used in the side impact pole test. The 32.20 km/h ± 0.80 km/h pole crash test may be viewed as an indicant test to the requirements of the FMVSS No. 214.

Each vehicle subjected to a crash test in accords with this Laboratory Test Procedure shall be tested by impacting it into a fixed, rigid pole 254 mm ± 3 mm (10 inches) in diameter, at a speed of 32.20 km/h ± 0.80 km/h.

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

A. MEASURED INJURY CRITERIA – WORLDSID-50M DUMMY

(1) 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:

H IC = [

t 2 t 1 A r d t ] 2 .5 t 2 t 1

( t 2 t )1 where AR= [Ax

2 + A y2 + Az 2]½ is the resultant acceleration magnitude in g units at the dummy head center of gravity (CG), and t1 and t2 are any two points in time during the impact event which are separated by not more than a 15 millisecond time interval.

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(2) 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 /

(3) SHOULDER INJURY CRITERION - The shoulder injury criterion measured is the maximum lateral shoulder force.

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

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

(6) PUBIC INJURY CRITERION -- The pubic injury criterion measured is the peak lateral pubic force.

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

B. DOOR OPENING CRITERIA

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

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

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

ii. 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.

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

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

C. FMVSS NO. 301 – STODDARD SPILLAGE

(1) DUE TO POLE BARRIER CRUSH – 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 1 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 5 minutes of testing at each successive 90o increment. For the remaining test period, at each increment of 90o, Stoddard spillage during any 1 minute interval shall not exceed 28 g.

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

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D. FMVSS NO. 305 (IF APPLICABLE) – ELECTROLYTE SPILLAGE, ELECTRICAL

ISOLATION, AND BATTERY RETENTION

The test vehicle must meet the requirements outlined in CFR §571.305 S5.1, S5.2, and S5.3. See APPENDIX G “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, and other government-furnished property (GFP) from unauthorized personnel during the entire testing program. The Contractor is financially responsible for any acts of theft and/or vandalism which occur during the storage of test vehicles and GFP. Any security problems which arise shall be reported by telephone to the Industrial Property Manager (IPM), Office of Contracts and Procurement, within two working days after the incident. A letter containing specific details of the security problem will be sent to the IPM (with copy to the COR) within 48 hours.

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

NO INDIVIDUALS, OTHER THAN CONTRACTOR PERSONNEL DIRECTLY INVOLVED IN

THE TESTING PROGRAM, SHALL BE ALLOWED TO WITNESS ANY 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.

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 results or data without the permission of the NHTSA. The Contractor may, however, provide the one-page QuickLook (see Form No.

5 in Section 3 of APPENDIX C) and ratings-related data plots to the vehicle manufacturer post-test. No other crash test results or data may be provided to the vehicle manufacturer without permission from 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. Post-test inspection shall be limited to one hour after the Contractor’s personnel have completed their test tasks. No parts shall be removed from the vehicle during the post-test inspection without the approval of the

COR.

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E. Photographs and videos of the test vehicle, associated test equipment, and test event shall be allowed. However, test personnel shall not be included in any photographic coverage, and videotaping of vehicle preparation must be approved by the NHTSA. The Contractor’s personnel shall not respond to any questions from the manufacturer’s representatives regarding the Research test. All questions shall be referred to the COR, a NHTSA representative present at the test site, or to the 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 the 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 with test instruments arranged in an orderly manner consistent with good test laboratory housekeeping practices.

5. TEST SCHEDULING AND MONITORING

The Contractor shall submit a test schedule to the COR prior to testing. Tests shall be completed as required in the contract. The COR will make adjustments to the 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 other vehicles to be tested to other FMVSS as may be required by the NHTSA. All testing shall be coordinated with the COR to allow monitoring by the COR and/or other Administration personnel if desired.

6. PRE-TEST REQUIREMENTS

6.1 PROJECT PLAN

Every contractor is required to submit a detailed project plan to the COR before initiating the test program. The project plan must include a step-by-step description of the methodology to be used. The Contractor’s project plan shall contain check-off sheets and a complete listing of test equipment and instrumentation used to conduct the side impact pole test. The list of test equipment shall include make, model, instrument accuracy, and calibration dates. All equipment shall be calibrated in accordance with the manufacturer’s instructions. There shall be no contradictions between this laboratory test procedure and the Contractor’s project plan. Written approval of the Contractor’s project plan shall be obtained from the COR before initiating the Research Side Pole test program.

6.2 FACILITY AND EQUIPMENT

A. TEST SURFACE

The test surface on which the vehicle rests prior to impact, shall be level, smooth, of uniform construction, and shall remain in the same plane during the impact. The surface must be large enough to support the test vehicle throughout the event. Additionally, the coefficient of friction of the test surface shall be such that the test vehicle remains in the same plane throughout the main event, and does not roll (angular movement about the

SIDE IMPACT POLE –5

vehicle’s x-axis) into the pole. The COR may approve the Contractor to take certain steps to reduce the friction of the test surface.

B. TOW ROAD

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

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 SYSTEMS

The tow system must be capable of ensuring that the test vehicle impacts the rigid pole laterally at a speed of 32.20 km/h ± 0.80 km/h. The system must operate smoothly and permit minimal movement of the dummy’s head and/or torso during vehicle acceleration and towing such that the dummy’s head remains level at impact. It will be at the COR’s discretion to deem any movement of the dummy’s head and/or torso as acceptable.

Accordingly, if approved by the COR, the Contractor may take additional steps to eliminate or reduce head movement during towing.

The tow cable attachment device must release from the tow cable before impact.

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

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

E. RIGID POLE

The impact face of the rigid pole shall be a vertically oriented metal structure with a diameter of 254 mm ± 3 mm (10 inches) and beginning no more than 102 mm above the lowest point of the tires on the struck side of the fully loaded test vehicle and extending at least 150 mm above the highest point of the roof of the test vehicle. It shall consist of four solid half-circle steel impact faces, which are each mounted to two load cells via two high-strength connecting rods per face (for a total of eight load cells). The load cells shall be mounted at the heights specified in Figure 1. The pole face shall be offset from its mounting and support such that the vehicle will not contact the mounting and support structures within 100 ms from the initial vehicle-to-pole contact. The pole illustrated in the following figures (Figure 1 and Figure 2) is from the Federal Highway Administration’s Turner-Fairbank Highway Research Center and is provided for illustrative purposes only.

SIDE IMPACT POLE –6

43 degrees

SIDE IMPACT LAYOUT

2057 ELEV.

1816 ELEV.

1651 ELEV.

978 ELEV.

648 ELEV.

254 DIA.

Load Cells

1168 ELEV.

Figure 1 – FOIL 300K Rigid Pole – Side View

(All measurements in mm)

Figure 2 – FOIL 300K Rigid Pole – ¾ View

F. TEST VEHICLE VELOCITY MEASUREMENT

The test vehicle’s velocity shall be constant (essentially having zero acceleration or deceleration) for a minimum of the last 1.5 meters of travel before impact. The final impact velocity is measured after the tow system releases, when the test vehicle is within 305 mm ± 10 mm of the initial contact surface of the pole. Final impact velocity is measured by no less than two sets of independent timing devices accurate to within ±

0.80 km/h and calibrated by an instrument traceable to the National Institute of Standards and Technology (NIST). The impact velocity measurement recorded closest to the point of impact should be regarded as the primary measurement. The physical locations of the recorded primary and redundant impact velocity readouts should remain the same from test to test; for example, the laboratory may always choose to display the primary speed on the left-hand side, etc. If the display location of the primary and redundant speeds will change, the COR should be notified prior to the test. Recorded values in these timing

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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 C. The reported final impact velocity shall take into consideration all of the response characteristics of the entire velocity measurement system utilized in its determination.

NOTE: For test vehicle conveyance systems that utilize a platform upon which the test vehicle rests during towing, the final velocity of the platform must also be measured by no less than two sets of independent timing devices that meets the specifications listed above. The final velocity of the platform shall be taken within 600 mm ± 60 mm of vehicle impact.

G. TEST BRAKE ABORT SYSTEM

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

H. 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.

I. DATA ACQUISITION SYSTEM

The contractor-furnished data acquisition system shall have a sufficient number of channels available for recording and processing signals from the test dummy and vehicle sensors starting 50 ms prior to impact and continuing through 300 ms after impact. The system must record time histories of the instrumentation specified for the test dummy used. 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.

J. METRIC SYSTEM OF MEASUREMENT

Section 5164 of the Omnibus Trade and Competitiveness Act (Pub. L. 100-418) establishes that the metric system of measurement is the preferred system of weights and measures for trade and commerce in the United States. Executive order 12770 directs Federal agencies to comply with the Act by converting regulatory standards to the metric system after September 30, 1992. In a final rule published on March 15, 1990 (60 FR 13639), NHTSA completed the first phase of metrication, converting English measurements in several regulatory standards to the metric system. Since then, metrication has been applied to other regulatory standards (63 FR 28912).

Accordingly, this laboratory test procedure includes revisions to comply with governmental directives in using the metric system. Regulatory standards converted to metric units are required to use metric measurements in the test procedures, whereas standards using English units are allowed to use English measurements or to use English measurements in combination with metric equivalents in parentheses. For any testing equipment that is not available for direct measurement in metric units, the test laboratory shall calculate the exact metric equivalent by means of a conversion factor carried out to at least five significant digits before rounding consistent with the specified metric

SIDE IMPACT POLE –8

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 instrumented WorldSID-50M 50th percentile male side impact test dummies. Contractors are required to supply all other equipment and instrumentation necessary to properly conduct vehicle side impact testing according to this test procedure. This will include, but is not limited to, the vehicle conveyance system, the rigid pole, and all other instrumentation (including accelerometers) necessary to collect data from the test dummies, the pole, and the test vehicle.

7.1 TEST VEHICLES

The Contractor has the responsibility of accepting 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 odometer reflects that the vehicle has been driven ≤ 200 miles.

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

A “Report of Vehicle Condition” form (see Form No. 2 in APPENDIX C) 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.

If the test vehicle is delivered by a government-contracted transporter, the Contractor should check for damage that may have occurred during transit. If any discrepancy or damage is found at the time of delivery, the COR should be contacted via telephone immediately. A GFP vehicle shall not be driven by the Contractor on public roadways unless authorized by the COR.

7.2 ANTHROPOMORPHIC TESTING DEVICES

An adequate number of WorldSID-50M 50th percentile male side impact dummies with RibEyeTM will be furnished to the contract laboratory by the NHTSA. The dummies shall be stored in an upright, seated position 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. Dummies shall be stored in a secured room

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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 test dummy shall be positioned in the test vehicle the morning of the test. The test dummy should not be placed in the test vehicle the day before the test.

The Contractor will check the dummy components for damage when performing the 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 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 to assure their accuracy and stability.

B. All measuring instruments and standards shall be calibrated by the Contractor, or a commercial facility, against a higher order standard at periodic intervals not 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 injury criteria 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 the 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

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

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

(2) Measurement range

(3) Accuracy

(4) Calibration interval

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

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

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

F. All such records shall be readily available for inspection when requested by the COR.

The calibration system will need the approval of the COR before testing commences.

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

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

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

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

Further guidance is provided in the International Standard ISO 10012-1, “Quality Assurance Requirements for Measuring Equipment” and American National Standard ANSI/NCSL Z540-1, “Calibration Laboratories and Measuring and Test Equipment General Requirements.”

8.2 ANTHROPOMORPHIC TESTING DEVICES

The full-vehicle test concept requires the use of human surrogates to determine the injury levels listed previously in Section 2.1. The WorldSID-50M with RibEyeTM has been chosen as the appropriate Anthropomorphic Testing Device.

A. For the purposes of rating and research purposes, test dummies 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

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

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

ATDs. If additional clarification 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 pole test can be used as the pre-test qualification data for a subsequent side pole test as long as the dummy is used in a side pole test within 8 weeks of the post-test qualification.

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The qualification data for the test device shall be submitted as part of the Quality Control Package, the Draft Test Report, and the Final Test Report (see Section 13.5, Deliverables). Qualification data must also be available electronically (in UDS format with a .EV5 header) if requested by the COR. Electronic data collected for all dummy qualifications must be saved and retained by the Contractor for at least five years from the test date.

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 data anomaly, that region on the anthropomorphic test device 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 ATD 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. Suits should be clean prior to testing and should not exhibit evidence of extreme wear. Suits should not be ripped.

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

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

9. PHOTOGRAPHIC DOCUMENTATION

9.1 CAMERAS

A. HIGH-SPEED DIGITAL CAMERAS

The Contractor shall document the crash event in color with high-speed digital cameras that operate at a minimum speed of 1000 frames per second (fps) for at least 50 ms before the vehicle contacts the pole and for at least 300 ms after the vehicle contacts the pole. The cameras shall be positioned as indicated in Figure 4 and should have a minimum resolution of 1024 x 1024 pixels.

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

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

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

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

Post-test, the Contractor shall verify that all high-speed cameras operated at or above 1000 fps and produced video at or above the minimum resolution specification of 1024 x 1024 pixels. The Contractor shall also verify that the real-time cameras operated within specification. If any camera view was not captured, or if a camera did not operate within specifications, the camera number and the reason why it did not operate as intended should be indicated on Data Sheet No. 5.

A digital file for each camera shall be provided with the QC package and transferred in .avi, .mpeg, or .wmv format with a standard or generally available ‘codec’ (see Section 13.5,A). Other types of files can be used if prior approval is granted by the COR. The standard resolution of the digital video files is 1024 x 1024 pixels. However, a duplicate impact video for the NHTSA website shall also be included. This duplicate video file shall have a resolution of 300-400 kb and shall 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 a “real time” color digital video camera that operates at 24-30 frames per second. It shall be used to document the views indicated below for Camera

1. The video footage shall also 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’ (see Section 13.5,D).

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 4 provides a schematic that should be referenced when determining camera locations

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Figure 4 – Camera Locations

Camera 1 Real-time (24-30 fps) camera to provide the following pre-test, test, and post-test coverage:

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

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

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

(4) cycling of air bag indicator light

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

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

(7) speed traps, post-test

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

(9) post-test dummy position

(10) chalk markings on air bag(s)

(11) static rollover

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

Camera 2 A high-speed digital camera positioned at the front of the test vehicle, in-line with

(or parallel to) the vertical plane of impact.

Camera 3 A high-speed digital camera positioned approximately 45º to the impacted side of the vehicle viewing the impact area forward of the pole.

Camera 4 A high-speed digital camera, positioned directly overhead, to provide a view of the top of the rigid pole and a close-up view of impact. (The cement tack (or

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other marker) required in Section 9.4,A(5) of this laboratory test procedure should be visible, as should the top of the pole and the impact reference line required in Section 9.4,B(2).

Camera 5 A high-speed digital camera, positioned on the hood structure and placed to the left side of the vehicle, to provide a frontal view of dummy kinematics and side air bag deployment. (Should be sufficiently raised above the hood structure and positioned such that it shows not only curtain air bag deployment in relation to the dummy’s head, but also torso air bag deployment in relation to the dummy’s chest, if applicable.)

Camera 6 A high-speed digital camera, mounted to the non-struck side front door structure, to provide a side view of dummy kinematics through the vehicle’s front side door window.

Camera 7 A high-speed digital camera, mounted to the non-struck side rear door structure or rear window opening, to provide an oblique view of the dummy kinematics.

Camera 8 A high-speed digital camera, positioned at the rear of the test vehicle, in-line with

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

Camera 9 A high-speed digital camera, positioned approximately 45º to the impacted side of the vehicle viewing the impact area rearward of the pole.

Camera 10 A high-speed digital camera, positioned directly overhead to provide a wide view of impact. (Should show entire roof of vehicle and the three angle at impact reference lines described in 9.4D. Ensure the vehicle will not cast a shadow over these lines such that they will not be visible immediately prior to impact.)

Camera 11 A real-time (24 fps) camera, positioned on the hood structure and placed to the left side of the vehicle, to provide a frontal view of dummy kinematics from onset of towing until the vehicle comes to rest.

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

5. (See Section 2 of APPENDIX C.)

9.2 COLORING REQUIREMENTS FOR PHOTOGRAPHIC PURPOSES

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

The area around surfaces where an air bag or dynamic system deploys shall NOT be painted. In addition, the air bag or dynamic system indicator light on the instrument panel shall NOT be painted so as to be visible prior to testing.

B. Parts of the anthropomorphic test device 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

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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 pole impact face in order to trigger the time zero indicators.

9.4 PHOTOGRAPHIC TARGETS, TAPE, AND VEHICLE ALIGNMENT WITH POLE

A. VERTICAL IMPACT REFERENCE LINE

(1) Position the vehicle on the test pad area so that its longitudinal centerline is approximately at 75° relative to its intended line of forward motion.

(2) Position the dummy in accordance with the seating procedure in APPENDIX B. .

(3) Adjust the vehicle (or pole) for proper alignment. A vertical plane passing through the 3-dimensional center of gravity of the head of the dummy shall be coincident to the intended forward line of motion.

(4) Affix 25 mm (1 inch) wide yellow/black checkerboard tape vertically along the exterior front door panel to mark to mark where the plane determined in step 3 intersects the door. See Figure 5. This is the vertical impact reference line. At impact, the test vehicle’s vertical impact reference line is aligned with the centerline of the pole ± 38 mm (1.5 in).

(5) Measure the distance from the front axle to the edge of the tape used to denote the vertical impact reference line and record the measurement on Data Sheet No. 8.

(6) Place 25 mm (1 inch) wide yellow/black checkerboard tape laterally across the vehicle’s roof along the vertical transverse plane that passes through the vertical impact reference line, coincident with the intended line of forward motion (after final positioning of the dummy). See Figure 7. Extend this tape line vertically onto the vehicle’s non-struck side along the vertical transverse plane to the lower sill.

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Figure 5 – Vertical Impact Reference Line

B. HORIZONTAL IMPACT REFERENCE LINES

As shown in Figure 6, affix 25 mm (1 inch) wide yellow/black checkerboard tape horizontally along the struck side of the test vehicle at the five levels indicated below.

Measure and record (on Data Sheet No. 10) the vertical distance from ground to each level (top edge of the tapeline) along the vertical impact reference line.

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

LEVEL 2 – Occupant Hip Point: Project the location of the driver dummy’s hip point laterally through the door to its exterior panel. Affix tape to the side body panels so that the tape intersects the hip point.

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.

LEVEL 4 – Window sill: Affix tape just below the front door window sill.

LEVEL 5 – Top of window: Affix tape just above the top of the front door window.

WorldSID-50M HEAD CG

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Figure 6 – Horizontal and Vertical Impact Reference Lines

C. VEHICLE LONGITUDINAL CENTERLINE

Place 25 mm (1 inch) wide yellow/black checkerboard tape on the hood and roof along the longitudinal centerline of the entire vehicle (excluding glazing surfaces) as shown in Figure 7 to provide a reference line for the overhead film coverage.

Figure 7 – Vehicle Longitudinal Centerline

D. ANGLE AT IMPACT REFERENCE LINES

When the vehicle is properly positioned such that it is contacting the pole at the initial point of contact along the vertical impact reference line (in accords with Section 9.4,A(3), strike a plane perpendicular to the ground that passes through the initial point of contact and is parallel to the vehicle’s longitudinal centerline. Accordingly, this plane should form an angle of 75 degrees (± 3 degrees) with a plane perpendicular to the ground along the centerline of the pole (as determined in Section 9.4,A(3)). Place 25 mm (1 inch) wide yellow/black checkerboard tape on the test surface directly in front of the pole along the line determined by the plane passing through the initial point of contact. This line should extend past the front and rear of the vehicle when it is properly positioned. Use the 25 mm (1 inch) wide yellow/black checkerboard tape to place two additional lines on the test surface that are parallel to the first. All lines should be spaced 1 foot apart.

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E. VEHICLE HEIGHT REFERENCE ON POLE

Place 25 mm (1 inch) wide yellow/black checkerboard tape horizontally around the pole in line with the height of the top of window level (LEVEL 5) illustrated in Figure 5.

F. VEHICLE AND POLE TARGETS

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

(1) Along LEVEL 4, window sill tape line, at every 300 mm (see Figure 6). Use 50 mm (2 inch) diameter targets.

(2) On the front door or side panel to denote the hip pivot center of the test dummy

(See Figure 6). Use a 100 mm (4 inch) diameter target and label with “HP”.

(3) On the front door to denote the vehicle CG location (See Figure 6). Use a 100 mm (4 inch) diameter target and label with “CG”.

(3) On the roof to mark the test dummy’s head CG location (See Figure 7). Use a

100 mm (4 inch) diameter target and label with “CG”.

(4) Over the vertical impact reference line at the outermost contour of the front door panel (See Figure 5) at the point where the properly positioned vehicle (as determined in Section 9.4,A(3)) makes contact with the pole. If the properly positioned vehicle contacts the pole at more than one point along the vertical impact reference line, place the target at the location that is closest to the mid-door level. If the driver’s side mirror prohibits the vehicle from contacting the pole along the vertical impact reference line, the mirror should be removed. For vehicles with running boards installed as optional equipment, if the only point of contact along the vertical impact reference line is the running boards, they should be removed. Affix a cement tack (or other marker) to the pole at this same level such that it will transfer into the vehicle’s door skin at the target located on the vehicle’s impact reference line upon initial contact.

(5) Along the roof aligned with the longitudinal centerline of the test vehicle, at every 300 mm (See Figure 7). Use 100 mm (4 inch) diameter targets.

(6) On the windshield of the vehicle at the intersection…