Crash Analysis Criteria 1.6.2
Crash Analysis Criteria 1.6.2
Crash Analysis Criteria 1.6.2
Criteria Description
Version 1.6.2
Crash Analysis Criteria
Data Processing Vehicle Safety Workgroup
Version 1.6.2
Arbeitskreis
Messdatenverarbeitung
Fahrzeugsicherheit
rt
Contents
For a clear presentation of the criteria used to evaluate crash tests, the criteria are briefly summarized
below.
First, there is a description of the criterion. Then the mathematical calculation is specified. This is
followed by a description of how the individual input values are determined (filtered). Then
information about the laws and stipulations relating to the algorithm.
All the descriptions are based on SAE J1733-conform signal polarity (sign
convention).
Note
Chapter 1
Description of the Head Criteria
HIC.................................................................................................................................1-2
HAC ...............................................................................................................................1-4
HIC(d) ............................................................................................................................1-5
HPC................................................................................................................................1-6
HCD ...............................................................................................................................1-8
Chapter 2
Description of the Neck Criteria
MOC ..............................................................................................................................2-2
MTO...............................................................................................................................2-5
Time At Level ...............................................................................................................2-8
NIC (front impact ECE).................................................................................................2-10
NIC (front impact EuroNCAP)......................................................................................2-12
NIC (front impact FMVSS) ...........................................................................................2-15
Nij ..................................................................................................................................2-16
NIC (rear impact)...........................................................................................................2-19
Nkm ...............................................................................................................................2-21
LNL................................................................................................................................2-23
Chapter 3
Description of the Chest Criteria
VC ..................................................................................................................................3-2
THPC .............................................................................................................................3-5
TTI(d).............................................................................................................................3-6
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
iii
Contents
Chapter 4
Description of the Criteria for the Lower Extremities
APF................................................................................................................................ 4-2
PSPF .............................................................................................................................. 4-3
FFC (ECE)..................................................................................................................... 4-4
FFC (EuroNCAP).......................................................................................................... 4-6
TI ................................................................................................................................... 4-8
TCFC ............................................................................................................................. 4-12
Chapter 5
Description of Additional Criteria
Xms................................................................................................................................ 5-2
Xg .................................................................................................................................. 5-6
Acomp ........................................................................................................................... 5-7
Pulse Test....................................................................................................................... 5-9
Gillis Index .................................................................................................................... 5-13
NCAP ............................................................................................................................ 5-15
EuroNCAP..................................................................................................................... 5-17
SI.................................................................................................................................... 5-18
Integration...................................................................................................................... 5-19
Differentiation ............................................................................................................... 5-20
CFC filters ..................................................................................................................... 5-21
FIR100 filter .................................................................................................................. 5-24
Chapter 6
Legislation and Directives
The legislation and directives are written as follows: ................................................... 6-1
Limits............................................................................................................................. 6-3
iv
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
HIC:
HAC:
HIC(d):
Performance Criterion
HPC:
HCD:
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
1-1
Chapter 1
HIC
HIC is the abbreviation for Head Injury Criterion.
Description
The HIC value is the standardized maximum integral value of the head
acceleration. The length of the corresponding time interval is:
unlimited
HIC
maximum of 36 ms
HIC36
maximum of 15 ms
HIC15
Mathematical Calculation
The calculation of the HIC value is based on the equation:
HIC = sup t
a =
1,
t2
t2
1
- a dt
------------ t2 t1
t1
ax + ay + az
2, 5
( t2 t1 )
1-2
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 1
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
1-3
Chapter 1
HAC
HAC is the abbreviation for Head Acceptability Criterion
Caution
This calculation regulation is obsolete. In the current ECE-R80 the HIC is used
instead.
Description
The HAC value is the standardized maximum integral value of the head
acceleration.
Mathematical Calculation
The calculation of the HAC value is based on the equation:
HAC = sup t
1,
t2
a =
t2
1
- a dt
------------t
t
2
1
t1
ax + ay + az
2, 5
( t2 t1 )
1-4
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 1
HIC(d)
HIC(d) is the Performance Criterion
Description
The HIC(d) value is the weighted standardized maximum integral value of
the head acceleration and is calculated from the HIC36 value.
Mathematical Calculation
The calculation of the HPC(d) value is based on the equation:
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
1-5
Chapter 1
HPC
HPC is the abbreviation for Head Performance Criterion (criterion for the
head strain).
Description
The HPC value is the standardized maximum integral value of the head
acceleration. The corresponding time interval is a maximum of 36 ms
(HPC36).
The HPC value is identical to the HIC value.
Mathematical Calculation
The calculation of the HPC value is based on the equation:
HPC = sup t
a =
1,
t2
t2
1
- a dt
------------t
t
2
1
t1
ax + ay + az
2, 5
( t2 t1 )
1-6
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 1
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
1-7
Chapter 1
HCD
HCD is the abbreviation for Head Contact Duration
Description
The HCD value is the standardized maximum integral value of the head
acceleration during head contact intervals. The contact intervals are
determined using the resultant contact force (calculated from neck force of
the upper neck transducer, head acceleration and head mass).
Mathematical Calculation
To determine the contact interval, the resultant contact force F has to be
calculated first.
F =
( m ax Fx ) + ( m ay Fy ) + ( m a z Fz )
with:
m
ai
Fi
Contact intervals are all the intervals in which a lower threshold value
(threshold level = 200 N) is constantly exceeded and a lower search level
(search level = 500 N) is exceeded at least once (see Figure 1-1 below).
1-8
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 1
The HIC value HICj is calculated for each contact interval Kj.
Kj = tj
beg end
;t j
HIC j = HIC ( t 1, t 2 ) ;t j
beg
end
t 1 < t 2 t j
with:
tjbeg
tjend
The HCD value is then the maximum HIC value of all the contact intervals.
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
1-9
Chapter 1
1-10
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
This chapter describes the following neck criteria for a front impact and a
rear impact:
Front Impact:
MOC:
MTO:
Time At Level
Nij:
Rear Impact:
Nkm:
LNL:
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
2-1
Chapter 2
MOC
MOC is the abbreviation for Total Moment about Occipital Condyle.
Description
The criterion for the Total Moment calculates the total moment in relation
to the moment measurement point.
Mathematical Calculation
For the Upper Load Cell, the Total Moment Moc is calculated in
accordance with SAE J1727 and SAE J1733 as follows:
M OCy = M y ( D F x )
M OCx = M x + ( D F y )
with
MOCi
Fi
Mi
D
2-2
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 2
Axial
directions
D[m]
0,01778
0,01778
2062
0,008763
0,01778
0,01778
0,01778
0,0058
Crabi 6 months
0,0102
TNO P 3/4; P3
1485
0,02
TNO Q series
SID-IIs
0,01778
BioRID
4949
0,01778
2062
0,008763
4985
0,01778
W50-1700
0,0195
Dummy type
ES-2
WORLDSID
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
2-3
Chapter 2
2-4
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 2
MTO
MTO is the abbreviation for Total Moment and applies for the lower neck.
Description
The criterion for the Total Moment calculates the total moment in relation
to the moment measurement point.
Mathematical Calculation
For the Lower Load Cell, the Total Moment MTO is calculated in
accordance with SAE J1733 as follows:
M TOx = M x ( D z F y )
M TOy = M y + ( D z F x ) + ( D x F z )
M TOz = M z ( D x F y )
with
MTOi
Fi
Mi
D
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
2-5
Chapter 2
Dx[m]
Dz[m]
0,0508
0,028575
0,04445
0,028575
4894
Hybrid III, male 50%
1794; IF-210,
IF-219
4894
1794; IF-211,
IF-228, IF-238
4541
5124
0,0188
1794; IF-222
0,03175
0,0237236
3303
0,0168
2554LN; IF-954
0,0127
3715
1794; IF-255
0,04445
0,0254
3166
SID HIII
5294
0,0127
THOR 50%
2357
0,0254
THOR 5%
2357
0,0191
0,22
- ; IF-221
0,04445
0,028575
BioRID
1794
0,0508
0,0254
RID2
1794
0,0508
0,0254
W50-1700
0,0145
4366
EuroSID-1
4365; IF-221
3300
ES-2
WORLDSID
You use special formulas for the adjustable load cells 2992, 3471, and 3717. (See
Denton Sign Convention for Load Cells (SAE J211) ( 27AUG02 ))
Note
Note
2-6
Lower Neck Load Cell of BioRID; 1794, validated in dynamic testing (cf. LNL).
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 2
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
2-7
Chapter 2
Time At Level
Time-Dependent Loading Criteria
Description
The time-at-level describes the maximum continuous time interval for
which the measured value of a signal has exceeded a certain lower
threshold. The value is determined either from the continuous time interval
(continuous calculation) or from the sum of all time intervals (cumulative
calculation).
Mathematical Calculation
Continuous Calculation
To determine the relationship between the measured value of the signal
(e.g. the force) and its corresponding time-at-level, the time-related load
criterion curve is determined, as illustrated in Figure 2-1:
2-8
1.
The threshold values are plotted on the ordinate, the times-at-level are
plotted on the abscissa.
2.
The maximum measured value and the time-at-level zero are assigned
to the highest threshold value.
3.
In a matrix with two columns and 101 rows, all the threshold values
are stored in the first column, starting with the maximum value. All the
threshold values in this column are equal to the preceding ones minus
the quotient, which is the maximum value divided by 100. Zero is
assigned to the threshold value in the last line.
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 2
4.
5.
Every line in this matrix describes a value pair (point) that consists of
the threshold value and the time at level the load criterion curve
which are plotted in a coordinate system (criterion graph) and thus
compared to the injury assessment boundary. Times at level are only
taken into account if they are less than 60 ms.
6.
Cumulative Calculation
If the sampling rates are constant, the accumulated values can be calculated
with the following algorithm:
1.
2.
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
2-9
Chapter 2
Description
The neck injury criteria are determined using the axial compression force
Fz(-), the axial tensile force Fz (+), and the shear forces at the head/neck
point Fx(+), in kN, as well as the duration of these forces, as illustrated in
Figure 2-2.
Figure 2-2. Axial Neck Tensile Force and Neck Shear Force at the Side
Note
Annex 3; 2.1.1 applies only for the Hybrid III 50% dummy.
Mathematical Calculation
For all the above-mentioned signals, the time-at-level (cf. Time At Level) is
calculated and compared to the corresponding limits.
2-10
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 2
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
2-11
Chapter 2
Description
The neck injury criteria are determined using the axial tensile force Fz(+),
the shear forces at the head/neck point, Fx(+) and Fx (-), in kN, and the
duration of these forces in milliseconds, as illustrated in Figures 2-3 to 2-5.
2-12
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 2
The dotted lines are determined from the Lower and Upper Limits, using linear
scaling.
Note
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
2-13
Chapter 2
Mathematical Calculation
For all the above-mentioned signals, the cumulative time-at-level (cf. Time
At Level) is calculated and compared to the limits.
2-14
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 2
Description
NIC is the criterion for neck injury. The NIC includes:
(a) the criterion of the Normalized Neck Injury Criterion (Nij) and
(b) the criterion of the limit value monitoring (peak tension and peak
compression).
Mathematical Calculation
a.
cf. Nij
b.
Table 2-3 shows the limits to be adhered to for each dummy type.
Table 2-3. Limits for Various Dummy Types
Fz [N]
Peak Tension
Fz [N]
Peak Compression
4170
-4000
2620
-2520
1490
-1820
1130
-1380
CRABI; 12 months
780
-960
2070
-2520
Position
In Position
Out of Position
Dummy type
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
2-15
Chapter 2
Nij
Nij is the abbreviation for Normalized Neck Injury Criterion and includes
the 4 neck criteria (Neck Injury Predictor) NTE (tension-extension), NTF
(tension-flexion), NCE (compression-extension), and NCF
(compression-flexion).
Description
The criteria for neck injuries are determined using the axial compression
force, the axial tensile force, and the shearing forces at the transition from
head to neck, expressed in kN, and the duration of these forces in ms. The
neck bending moment criterion is determined by the bending moment,
expressed in Nm, around a lateral axis at the transition from the head to the
neck, and recorded.
Mathematical Calculation
The Nij value is calculated according to the equation:
F
M OCy
Nij = -------z + ------------F zc M yc
with
Fz
Fzc
MOCy
Myc
2-16
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 2
Criterion Nij
NCF
NCE
NTF
Moments
Compression(force of
pressure)
F<0
NTE
Table 2-5 shows the critical forces F zc and moments M yc for the in
position test according to the dummy types.
Table 2-5. In position test
Fzc [N]
Tension
Fzc [N] a
Compression
Myc [Nm]
Flexion
Myc [Nm] a
Extension
6806
-6160
310
-135
4287
- 3880
155
- 67
Dummy type
a.
The negative signs of Fzc and Myc make positive Nij values (signal polarity in accordance
with SAE J211 and SAE J1733).
Table 2-6 shows the critical forces F zc and moments M yc for the out of
position test according to the dummy types.
Table 2-6. Out of Position Test
Fzc [N]
Tension
Fzc [N] a
Compression
Myc [Nm]
Flexion
Myc [Nm] a
Extension
3880
-3880
155
-61
2800
-2800
93
-37
2120
-2120
68
-27
1460
-1460
43
-17
Dummy type
a.
The negative signs of Fzc and Myc make positive Nij values (signal polarity in accordance
with SAE J211 and SAE J1733).
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
2-17
Chapter 2
Publications:
Supplement: Development of Improved Injury Criteria for the
Assessment of Advanced Automotive Restraint Systems-II; Rolf
Eppinger, Emily Sun, Shashi Kuppa (NTBRC) and Roger Saul
(VRTC); March 2000 NHTSA
2-18
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 2
Description
The criterion for the neck injury with a rear impact is expressed by the
relative acceleration between the upper and lower neck acceleration, in
m/s, and the relative velocity, in m/s.
Mathematical Calculation
The calculation of the NIC value is based on the equation:
a relative = a x
v relative =
T1
ax
Head
a relative
and
axT1
axHead
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
2-19
Chapter 2
Publications:
A SLED TESTS PROCEDURE PROPOSAL TO EVALUATE THE
RISK OF NECK INJURY IN LOW SPEED REAR IMPACTS
USING A NEW NECK INJURY CRITERION (NIC); Paper no.
98-S7-O-07; Ola Bostrm, Yngve Hland, Rikard Frediksson, Autoliv
Research Sweden, Mats Y Svensoson Hugo Mellander, Chalmers
University of Technology Sweden; 16 th ESV Conference; June 1-4,
1998 Windsor Canada
2-20
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 2
Nkm
Nkm in accordance with the 4 neck criteria Nfa (flexion-anterior), Nea
(extension-anterior), Nfp (flexion-posterior), Nep (extension-posterior).
Description
The criteria for neck injuries for rear impact are determined using the axial
compression force or the axial tensile force x, and the shearing forces at the
transition from head to neck, expressed in kN, and the duration of these
forces in ms. The neck bending moment criterion is determined by the
bending moment, expressed in Nm, around a lateral axis at the transition
from the head to the neck, and recorded.
Mathematical Calculation
The Nkm value is calculated with the equation:
F x ( t ) M OCy ( t )
Nkm ( t ) = ----------- + -------------------F int
M int
with
Fx
Fint
MOCy
Mint
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
2-21
Chapter 2
Forces
Moments
Table 2-8 shows the critical forces Fint and moments Mint for each dummy
type.
Table 2-8. Critical Forces and Moments
a.
Dummy type
Fint [N]
positive shear
Fint [N] a
negative shear
Mint [Nm]
Flexion
Mint [Nm] a
Extension
845
-845
88,1
-47,5
The negative signs of Fint and Mint make positive Nkm values (signal polarity in
accordance with SAE J211 and SAE J1733).
Publications:
A NEW NECK INJURY CRITERION CANDIDATE FOR
REAR-END COLLISIONS TAKING INTO ACCOUNT SHEAR
FORCES AND BENDING MOMENTS (Schmitt, Muser, Niederer)
ESV Conference 2001, Amsterdam NL
2-22
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 2
LNL
LNL is the abbreviation for the Lower Neck Load Index.
Description
The risk of damaging the lower neck vertebrae in a rear-impact crash is
highest when the forces and moments impact simultaneously.
Mathematical Calculation
The LNL value is calculated with the equation:
My lower ( t ) + Mx lower ( t ) 2
Fx lower ( t ) 2 + Fy lower ( t ) 2
Fz lower ( t )
LNL index ( t ) = --------------------------------------------------------------------- + ------------------------------------------------------------------ + -----------------------C moment
C shear
C tension
with
Note
Mylower
Mxlower
Moment in y-direction
Cmoment
Critical moment
Fxlower
Fylower
Cshear
Fz
Ctension
Force in x-direction
Moment in x-direction
Force in y-direction
Critical force
Force in z-direction
Critical force
The formula applies for the Lower Neck Load Cell of the RID2 and Hybrid III.
The result My can be corrected for the Hybrid III with the
Denton 1794, FMVSS IF-210, and IF-219, MSC 4894 power cells,
using the formula below:
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
2-23
Chapter 2
Cmoment
Cshear
Ctension
15 [Nm]
250 [N]
900 [N]
2-24
SAE J1727
SAE J1733
Denton Sign Convention for Load Cells
AN EVALUATION OF EXISTING AND PROPOSED INJURY
CRITERIA WITH VARIOUS DUMMIES TO DETERMINE THEIR
ABILITY TO PREDICT THE LEVELS OF SOFT TISSUE NECK
INJURY SEEN IN REAL WORLD ACCIDENTS; Frank Heitplatz et
all; ESV Conference 2003
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
VC:
THPC:
TTI(d):
ThAC:
CTI:
RDC:
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
3-1
Chapter 3
VC
VC is the abbreviation for Viscous Criterion (velocity of compression), and
is also called the Soft Tissue Criterion.
Description
VC is an injury criterion for the chest area. The VC value [m/s] is the
maximum crush of the momentary product of the thorax deformation speed
and the thorax deformation. Both quantities are determined by measuring
the rib deflection (side impact) or the chest deflection (frontal impact).
Note
Mathematical Calculation
The calculation of the VC value is based on the equation:
In accordance with ECE-R94, ECE-R95 and EuroNCAP (front and side
impact)
dY CFC180
Y CFC180
VC = Scalingfactor ----------------------- ---------------------Defconst
dt
In accordance with SAE J1727: (Frontal impact)
Y CFC600
dY CFC600
VC = Scalingfactor ----------------------- ---------------------Defconst
dt
with:
3-2
(dYCFCxxx/dt)
Deformation velocity
Scalingfactor
Defconst
Dummy constant, i.e. depth or width of half the rib cage [mm]
(see also determination of the input quantities (VC))
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 3
If required, the chest or rib crush/velocity can be calculated with the difference
between opposite acceleration signals, using integration. This method is not included in
any of the listed laws or guidelines.
Note
Deformation
constant [mm]
1,3
254
1,3
229
1,3
187
BioSID
1,0
175
EuroSID-1
1,0
140
ES-2
1,0
140
SID-IIs
1,0
138
Dummy type
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
3-3
Chapter 3
3-4
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 3
THPC
THPC is the abbreviation for Thorax Performance Criterion.
Description
THPC is the criterion for chest strain with side impact. The two elements
of the THPC are the rib deflection criterion (RDC) and the viscous criterion
(VC).
Mathematical Calculation
cf. RDC and VC
ECE-R95, 5.2.1.2
ECE R95, Annex 4, Appendix 1, 2
Directive 96/27 EG Annex 2, 3.2.1.2
Directive 96/27 EG Annex 1, Appendix 1, 2
Directive 96/27 EG Annex 1, Appendix 2
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
3-5
Chapter 3
TTI(d)
TTI(d) is the abbreviation for Thoracic Trauma Index (Thorax Trauma
Index).
Description
The thorax trauma index is an injury criterion for the thorax in the case of
a side impact. The TTI(d) is the mean of the maximum acceleration of the
abdominal spine (12th spinal segment) and the higher of the two values for
the maximum acceleration of the upper (8th) and lower (4th) ribs.
Mathematical Calculation
The calculation of the TTI value is based on the equation:
A(lwr.rib)
A(max.rib)
A(lwr.spine)
3-6
1.
2.
3.
Removal of bias
4.
5.
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 3
Due to the sign regulations in SAE J1733, the acceleration values have to
be positive absolute maximum values. If the test data is to be evaluated with
negative abs. maximum values, the measurement data must first be
inverted.
The calculation must use the original measurement data, not selected data
sections, otherwise the digital filters may have differing transient
responses.
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
3-7
Chapter 3
ThAC
ThAC is the abbreviation for Thorax Acceptability Criterion.
Description
This criterion is determined using the absolute value of the acceleration
expressed in units of earth acceleration and the acceleration duration
expressed in ms.
Mathematical Calculation
cf. Xms
3-8
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 3
CTI
CTI is the abbreviation for Combined Thoracic Index.
Description
The Combined Thoracic Index represents an injury criterion for the chest
area in case of a frontal impact. The CTI is the evaluated 3 ms value from
the resultant acceleration of the spinal cord and the deflection of the chest.
Mathematical Calculation
The calculation of the CIT value is based on the equation:
D max
A max
CTI = ----------- + ------------
A int D int
with:
Amax
Aint
Dmax
Dint
Aint [g]
Dint [mm]
85
102
85
83
85
63
70
57
CRABI; 12 months
55
49
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
3-9
Chapter 3
3-10
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 3
Description
ThCC is the criterion of the compression of the thorax between the sternum
and the spine and is determined using the absolute value of the thorax
compression, expressed in mm.
Mathematical Calculation
ECE-R94, 5.2.1.4
ECE R94, Annex 4, 3
Directive 96/79/EG, Annex II, 3.2.1.4
Directive 96/79/EG, Annex II, Appendix 2, 3.1
In the German directives this criterion was called TCC, but it was called ThCC in
the English directives.
Note
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
3-11
Chapter 3
RDC
RDC is the abbreviation for Rib Deflection Criterion.
Description
RDC is the criterion for the deflection of the ribs, expressed in mm, in a side
impact collision.
Mathematical Calculation
3-12
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
The following criteria for the lower extremities are described in this
chapter:
APF:
PSPF:
FFC (ECE):
TI:
Tibia Index
TCFC:
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
4-1
Chapter 4
APF
APF is the abbreviation for Abdominal Peak Force. This is a criterion for
the European side impact regulations.
Description
APF is the maximum side abdominal strain criterion. It is the highest value
of the sum of the three forces [kN] that are measured on the impact side.
Mathematical Calculation
APF = max F yFront + F yMiddle + F yRear
4-2
ECE-R95, 5.2.1.4
ECE R95, Annex 4, Appendix 1, 3
Directive 96/27 EG Annex 2, 3.2.1.4
Directive 96/27 EG Annex 1, Appendix 1, 3
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 4
PSPF
PSPF is the abbreviation for Pubic Symphysis Peak Force.
Description
PSPF is the criterion for pelvic strain during side impact and is determined
by the maximum strain on the pubic symphysis, expressed in kN.
Mathematical Calculation
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
4-3
Chapter 4
FFC (ECE)
FFC is the abbreviation for Femur Force Criterion.
Description
FFC is the criterion of the force acting on the femur Fz(-) and is determined
by the compression stress in kN that is transmitted axially on each femur of
the dummy as well as the duration of action of the compression force in ms.
Mathematical Calculation
cf. Time At Level
Note
4-4
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 4
ECE-R94, 5.2.1.6
ECE R94, Annex 4, 4
Directive 96/79/EG, Annex II, 3.2.1.6
Directive 96/79/EG, Annex II, Appendix 2, 4.1
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
4-5
Chapter 4
FFC (EuroNCAP)
FFC is the abbreviation for Femur Force Criterion
Description
FFC is the criterion of the force acting on the femur Fz(-) and is determined
by the compression stress in kN that is transmitted axially on each femur of
the dummy as well as the duration of action of the compression force in ms.
The dotted lines are determined from the Lower and Upper Limits, using linear
scaling.
Note
Mathematical Calculation
cf. Time At Level
Note
4-6
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 4
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
4-7
Chapter 4
TI
TI is the abbreviation for the Tibia Index.
Description
The Tibia Index (TI) is an injury criterion for the lower leg area. It involves
the bending moments around the x and y-axes as well as the axial force of
pressure in the z direction at the top or bottom end of the tibia. When a
single-moment transducer is used, the absolute measured value is valid
for the calculation. If there are two directions, the resultant moment is to be
calculated and used.
Mathematical Calculation
The tibia index (TI) is calculated in accordance with:
MR
FZ
TI = ---------------+ -------------( MC )R
( FC )Z
with:
MR =
4-8
( Mx ) + ( My )
Mx
My
(Mc)R
Fz
(Fc)z
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 4
Crit. compression
force [kN]
307,0
44,2
225,0
35,9
115,0
22,9
Dummy type
Figure 4-3 shows the possible forces and moments of a lower leg (using the
example of a Hybrid III dummy, lower left leg) for calculating the Tibia
Index.
TIBILEUPH3M0Y
y
TIBILEUPH3M0X
TIBIA
TIBILEUPH3F0Z
x
z
TIBILELOH3M0Y
TIBILELOH3M0X
TIBILELOH3M0Z
LOWER
LEG
LEFT
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
4-9
Chapter 4
with
TIBILEUPH3M0X
TIBILEUPH3M0Y
TIBILEUPH3F0X
TIBILEUPH3F0Y
TIBILEUPH3F0Z
TIBILELOH3M0X
TIBILELOH3M0Y
TIBILELOH3F0X
TIBILELOH3F0Y
TIBILELOH3F0Z
Table 4-2 shows the differences in calculation of the upper or lower Tibia
Index with a 5-channel and a 6-channel lower leg.
Table 4-2. Calculation of Tibia Indices for 5 and 6-Channel Lower Leg
TIBILEUPH3M0X
TIBILEUPH3M0X
TIBILELOH3F0X or
TIBILELOH3F0Y
TIBILELOH3F0Z
TIBILELOH3M0X or
TIBILELOH3M0Y
Upper tibia
Resultant moment
MR =
(TIBILEUPH3M0X )2 + (TIBILEUPH3M0Y )2
Fz=TIBILELOH3FOZ
MR =
(TIBILEUPH3M0X )2 + (TIBILEUPH3M0Y )2
Fz=TIBILEUPH3FOZ
Lower tibia
Resultant moment
4-10
MR=|TIBILELOH3MOX|
MR=|TIBILELOH3MOY|
Fz=TIBILELOH3FOZ
or
MR =
(TIBILELOH3M0X )2 + (TIBILELOH3M0Y )2
Fz=TIBILELOH3FOZ
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 4
Table 4-3 shows the differences in the calculation of the upper or lower
tibia-index with two different 8-channel lower legs.
Table 4-3. Calculation of Tibia Indices for 8-Channel and Lower Leg
TIBILEUPH3F0X
TIBILEUPH3F0Z
TIBILEUPH3M0X
TIBILEUPH3M0X
TIBILELOH3F0X
TIBILELOH3F0Z
TIBILELOH3M0X
TIBILELOH3M0Y
TIBILEUPH3F0X
TIBILEUPH3F0Z
TIBILEUPH3M0X
TIBILEUPH3M0X
TIBILELOH3F0X
TIBILELOH3F0Y
TIBILELOH3M0X
TIBILELOH3M0Y
Upper tibia
Resultant moment
(TIBILEUPH3M0X )2 + (TIBILEUPH3M0Y )2
MR =
MR =
Fz=TIBILELOH3FOZ
(TIBILEUPH3M0X )2 + (TIBILEUPH3M0Y )2
Fz=TIBILELOH3FOZ
Lower tibia
Resultant moment
MR =
(TIBILELOH3M0X )2 + (TIBILELOH3M0Y )2
Fz=TIBILELOH3FOZ
MR =
(TIBILELOH3M0X )2 + (TIBILELOH3M0Y )2
Fz=TIBILELOH3FOZ
ECE-R94, 5.2.1.8
ECE R94, Annex 4, 5.2
Directive 96/79/EG, Annex II, 3.2.1.8
Directive 96/79/EG, Annex II, Appendix 2, 5.2
SAE J1727, 3.11
SAE J211, Table 1
EuroNCAP, Front Impact, 10.6
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
4-11
Chapter 4
TCFC
TCFC is the abbreviation for Tibia Compression Force Criterion.
Description
TCFC is the criterion for the tibia strain and is the force of pressure Fz,
expressed in kN, that is transferred axially to each tibia on the test dummy
(cf. TI).
Mathematical Calculation
4-12
ECE-R94, 5.2.1.7
ECE R94, Annex 4, 5.1
Directive 96/79/EG, Annex II, 3.2.1.7
Directive 96/79/EG, Annex II, Appendix 2, 5.1
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Description of Additional
Criteria
Xms:
Xg:
Acomp:
Pulse Test:
Gillis Index:
NCAP:
EuroNCAP:
SI:
Severity Index
Integration:
Differentiation:
CFC filters:
FIR100 filter:
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
5-1
Chapter 5
Xms
Xms is a generalization of the 3ms value.
Description
The xms value is the highest amplitude in a measured signal that lasts x
milliseconds. The Xms value specifies either as a single peak (SAE), or
multiple peaks (ECE-R94, FMVSS). In the cumulative calculation,
separate periods of the measurement signal are added, until x milliseconds
are reached.
Mathematical Calculation
The xms value can be calculated using one peak, as shown in Figures 5-1
and 5-2, or using several peaks, as shown in Figure 5-3.
5-2
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 5
Since the SAE prescribes a time span of at least x ms, the total time
(4.5 ms) has to be specified, as shown in Figure 5-2.
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
5-3
Chapter 5
If the sampling rates are constant, the calculation of the accumulated xms
value shown in Figure 5-3 can be based on the following algorithm:
1.
2.
5-4
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 5
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
5-5
Chapter 5
Xg
Description
The Xg value is the time range for an acceleration that is greater than X[g]
was.
Mathematical Calculation
The Xg-value is determined either individually (single peak) or
cumulatively (multiple peaks) and is the time range in which the resultant
head acceleration was greater than X[g].
In the cumulative calculation, disconnected time ranges for which the
resultant head acceleration was greater than X[g], are added up.
5-6
ECE-R12, 5.3
ECE-R17, 5.1.3.1
ECE-R24
ECE-R96, 3.2.1.1
ADR69/00, 5.3.2
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 5
Acomp
Acomp is the abbreviation for Average Acceleration During Compression
Phase.
Description
In a front impact crash, the mean acceleration during the deformation phase
is calculated for the vehicle acceleration in the x-direction.
Mathematical Calculation
The calculation is done in the following steps:
1.
2.
3.
Figure 5-4. Alternative 1: Point of Intersection t2 of the Velocity with the Time Axis
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
5-7
Chapter 5
Figure 5-5. Alternative 2: Point of Intersection t2 of the Tangent to the Time Axis
4.
5.
5-8
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 5
Pulse Test
Deceleration corridor for Trolley
Description
In sled tests, you check whether the measured acceleration is within a
specific corridor, as shown in Figures 5-6 to 5-11.
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
5-9
Chapter 5
Acceleration inGs
A
-5
-10
-15
B
-20
25
C
50
75
100
125
Time in ms
5-10
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 5
Mathematical Calculation
The test must determine whether straight lines between two points exceed
the specified range, not only whether the points themselves are within the
given range, as shown in Figure 5-12.
Figure 5-12. Points and Connecting Lines Must be Within the Corridor.
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
5-11
Chapter 5
5-12
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 5
Gillis Index
Description
The Gillis index is a characteristic value for the assessment of the vehicle
security during frontal impact. To calculate the Gillis index, the
acceleration measurement points of the head and thorax are required as
well as the forces on the femur of the driver and the passenger.
Mathematical Calculation
1.
Calculate the HIC value and the HIC36 value for the driver and the
passenger.
2.
Determine the 3ms values of the resultant thorax acceleration for driver
and passenger.
3.
Determine the absolute maxima of the forces on the femur of the driver
and the passenger.
F, l
F, r
B, l
B, r
D
3 F
+F
G = HIC + ---------------------- 16, 7 --- + ----------------------------- 0, 44 9, 80665
4 4, 448232
4
F
1--D
3 F
+F
1
B
HIC + ---------------------- 16, 7 --- + ----------------------------- 0, 44 --2
9, 80665
4 4, 448232
4
The Gillis-Index for 36 milliseconds is calculated according to:
F
F, l
F, r
B, l
B, r
3 F
D
+F
G36 = HIC36 + ---------------------- 16, 7 --- + ----------------------------- 0, 44 9, 80665
4 4, 448232
4
F
1
D
3 F
+F
1
--- HIC36 B + ---------------------- 16, 7 --- + ----------------------------- 0, 44 --9, 80665
4 4, 448232
4
2
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
5-13
Chapter 5
with:
Indices
HIC
HIC value
HIC36
HIC36 value
5-14
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 5
NCAP
NCAP is the abbreviation for New Car Assessment Program.
Description
In order to evaluate the test results, the probabilities of head and thorax
injuries according to Mertz (GM) and Prasad (Ford) are used.
Mathematical Calculation
The likelihood of head injuries is calculated according to:
HIC36
HIC36 value
achest, 3ms
3ms ) ) ]
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
5-15
Chapter 5
5-16
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 5
EuroNCAP
EuroNCAP is the abbreviation for European New Car Assessment
Program.
Description
Vehicles are assessed and given stars that indicate the level of safety. The
following tests are performed:
Front Impact
Side Impact
Pedestrian Test
Mathematical Calculation
A EuroNCAP spreadsheet shows the test results as points.
33 - 40 points
25 - 32 points
17 - 24 points
9 - 16 points
1 - 8 points
0 points
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
5-17
Chapter 5
SI
SI is the abbreviation for the Severity Index.
Description
The SI value assesses the danger of a chest injury (obsolete, similar to HIC
{head injury}). This procedure is based on the Wayne-State Curve of
Human Tolerance of the human head.
Mathematical Calculation
The incremental SI value is calculated in accordance with:
Nj
1
= ------------ N
1000
inc
SI j
0,
2, 5
5 ( Ai
2, 5
+ Ai + 1 )
i = N( j 1 )1
with:
j
j=1,2, ... T
Values per ms
Ai
SI 1
cum
= SI 1
inc
SI j
cum
= SI j 1 + SI j
cum
inc
5-18
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 5
Integration
Description
All those numeric integration processes (differentiation processes) are
suitable, which return the starting values after an integration followed by
differentiation or a differentiation with a subsequent integration.
Mathematical Calculation
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
5-19
Chapter 5
Differentiation
Description
All those numeric differentiation processes (integration processes) are
suitable, which return the starting values after an integration followed by
differentiation or a differentiation with a subsequent integration.
Mathematical Calculation
The differentiation method in accordance with ECE R94 is (cf. VC):
d
8 ( Y [ t + t ] Y [ t t ] ) ( Y [ t + 2t ] Y [ t 2t ] )
y [ t ] = V [ t ] = -------------------------------------------------------------------------------------------------------------------------------------dt
12t
with:
5-20
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 5
CFC filters
CFC is the abbreviation for Channel Frequency Class
Description
The CFC filters are analog or digital filters. The filters can be phased or
un-phased. The filter types usually used are listed in Table 5-1.
Table 5-1. Filter Types
Filter type
CFC60
CFC180
CFC600
CFC1000
Filter parameters
3 dB limit frequency
100Hz
Stop damping
-30 dB
Sampling frequency
at least 600 Hz
3 dB limit frequency
300Hz
Stop damping
-30 dB
Sampling frequency
at least 1800 Hz
3 dB limit frequency
1,000Hz
Stop damping
-40 dB
Sampling frequency
at least 6 khz
3 dB limit frequency
1,650Hz
Stop damping
-40 dB
Sampling frequency
at least 10 khz
Mathematical Calculation
In accordance with SAE J211, a 4-channel Butterworth low pass with linear
phase and special starting conditions is used as a digital filter.
The filter sequence is described by the following difference equation:
Y [ t ] = a0 X [ t ] + a1 X [ t 1 ] + a2 X [ t 2 ] + b1 Y [ t 1 ] + b2 Y [ t 2 ]
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
5-21
Chapter 5
w d = 2 CFC 2, 0775
T
sin w d --2w a = -----------------T
cos w d --2
2
wa
a 0 = ----------------------------------2
1 + 2w a + w a
a 1 = 2a 0
a2 = a0
2
2 ( wa 1 )
b 1 = ----------------------------------2
1 + 2w a + w a
2
1 + 2w a w
b 2 = ---------------------------------------a2
1 + 2w a + w a
with:
X[t]
Y[t]
5-22
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Chapter 5
Note
The filter constant wd is calculated differently to SAE J211 in the ISO 6487 sample
code:
5
w d = 2 CFC 1, 25 --3
is
w d = 2 CFC 2, 0833
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
5-23
Chapter 5
FIR100 filter
FIR is the abbreviation for Finite Impulse Response
Description
FIR filters are digital filters.
Mathematical Calculation
Filter characteristics in accordance with FMVSS 214, S6.13.5.4
Passband frequency
100 Hz
Stopband frequency
189 Hz
Stopband gain)
-50 dB
Passband ripple
0.0225 dB
CFC180 unphased
Subsampling to 1600 Hz
Removal of bias
5-24
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
American Legislation
Federal Motor Vehicle Safety Standard (49 CFR Part 571)
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
6-1
Chapter 6
6-2
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
6-3
HIC, HPC
Temperature
(measurement time)
SAFETY
CRITERIAa
Pos. 6 - behind
passenger
Driver
Restraint syst.
PASSENGERS
Test weight
Velocity
Barrier
Overlapping
Impact angle
Validity
Type
Limits
/ 1368 kg
1000 (HIC36)
700 (HIC15)
190/57 Nm
HIII
5, 50, 95%
HIII
12m, 3-year,
6-year
HIII
12m, 3-year,
6-year
20.55
-22.22C
18.89 -25.56C
1000
HIII -50%
US-SID
US-SID;
Spec.
1,368 kg
56/61 km/h
Rigid/def. bar.
100%/
0
1972
1000
80g
MOC, Fz
18-26C
Euro-SID
950 kg
90
50 km/h
Mob.Def.Bar.
From 1998
Side ODB
ECE-R95
96/27/EG
1000
19-22C
HIII - 50 %
HIII - 50 %
56 km/h
Def. bar.
40%
0
Addit.
weight
X
From 1998
Front ODB
Front/
Side-Impact
HIII
5, 50, 95%
NPRM
18.9.98
54 km/h
Mob.Def.Bar
27
NPRM
12.5.00
56/48 km/h
Fixed bar.
100%
0
NCAP
Active
Side Impact
Front Impact
ECE-R94
96/79/EG
Passive
FMVSS214
FMVSS208
America
20g
MOC, Fz
80ga
1000 (HIC36)b
19-22 (>5h)
P11/2
P3
HIII - 50 %
HIII - 50 %
64 km/h
Def. bar.
40%
0
Addit.
weight
X
From 2003
Front Impact
EuroNCAP
Europe
1000 (HIC36)
18-26C (>5h)
P3
P11/2
80g
1000 (HIC36)
18-26C
(>5h)
Euro-SID
ES-2 from
11/02
Euro-SID
ES-2 from
11/02
950 kg
X
29 km/h carrier
Pole
90
From 2003
Side Pole
EuroNCAP
50 km/h
Mob.Def.Bar.
90
From 2003
Side Impact
EuroNCAP
AMuS
1000
80g
80g
50%/Eurosid
50%/Eurosid
1000
HIII-50%/Eu
rosid
HIII-50%/Eu
rosid
950 kg
50%
90
40%
0
Plus luggage
55 km/h
Front/ Side
Impact
60 km/h
Front/ Side
Impact
ADAC
Other methods
6-4
Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.2
85/90g
130g
Side Impact
Front Impact
60g
76.2 mm
1.0 m/s
10 kN
FMVSS214
FMVSS208
America
130g
10 kN
Front/
Side-Impact
60g/
76.2 mm
1.0 m/s /
85/90g
NCAP
Ribs
ChestRes 3ms
Head vert. 3ms
Chest compression
VC
TTI
Abdomen
Pelvis
Pubic Symphysis
Femur
Knee
Lower leg
Tibia Index
Type
60g
50 mm
1.0 m/s
Force/Time
15 mm
8 kN
1,3
Front ODB
ECE-R94
96/79/EG
42.0 mm
1.0 m/s
2.5 kN
6 kN
Side ODB
ECE-R95
96/27/EG
60g
30g
50 mm
1.0 m/s
Force/Time
15 mm
8 kN
1,3
Front Impact
EuroNCAP
Europe
42.0 mm
1.0 m/s
2.5 kN
6 kN
Side Impact
EuroNCAP
Side Pole
EuroNCAP
Front/ Side
Impact
60g
50 /42mm
1.0 m/s
2.5 kN
6 kN
Force/Time
15 mm
8 kN
1,3
ADAC
Front/ Side
Impact
60g
50 /42mm
1.0 m/s/
2.5 kN
6 kN
Force/Time
15 mm
8 kN
1,3
AMuS
Other methods