Europäische Union

2005/614/EG: Beschluss des Rates vom 18. Juli 2005 über den Beitritt der Gemeinschaft zu zwei Regelungen der Wirtschaftskommission der Vereinten Nationen für Europa: Regelung Nr. 94 über Bedingungen für die Genehmigung der Fahrzeuge hinsichtlich des Schutzes der Insassen bei einem Frontaufprall und Regelung Nr. 95 über Bedingungen für die Genehmigung der Fahrzeuge hinsichtlich des Schutzes der Insassen bei einem Seitenaufprall (Text von Bedeutung für den EWR)

Amtliche Ursprungsfassung

Quellenkennung: 32005D0614. Spätere Änderungen sind nicht automatisch in dieser Fassung enthalten.

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her level adjustment of the 3-D H machine is necessary, rotate the back pan forward, re-level, and repeat the procedure from paragraph 4.12. Take all measurements: 4.14.1. The coordinates of the ‘H’ point are measured with respect to the three-dimensional reference system. 4.14.2. The actual torso angle is read at the back angle quadrant of the 3-D H machine with the probe in its fully rearward position. 4.15. If a re-run of the installation of the 3-D H machine is desired, the seat assembly should remain unloaded for a minimum period of 30 min prior to the re-run. The 3-D H machine should not be left loaded on the seat assembly longer than the time required to perform the test. If the seats in the same row can be regarded as similar (bench seat, identical seats, etc.) only one ‘H’ point and one ‘actual torso angle’ shall be determined for each row of seats, the 3-D H machine described in Appendix 1 to this Annex being seated in a place regarded as representative for the row. This place shall be: 4.16.1. in the case of the front row, the driver’s seat; 4.16.2. in the case of the rear row or rows, an outer seat. Appendix 1 Description of the three-dimensional ‘H’ point machine (18) (3-D H machine) 1. BACK AND SEAT PANS The back and seat pans are constructed of reinforced plastic and metal; they simulate the human torso and thigh and are mechanically hinged at the ‘H’ point. A quadrant is fastened to the probe hinged at the ‘H’ point to measure the actual torso angle. An adjustable thigh bar, attached to the seat pan, establishes the thigh centreline and serves as a baseline for the hip angle quadrant. 2. BODY AND LEG ELEMENTS Lower leg segments are connected to the seat pan assembly at the T-bar joining the knees, which is a lateral extension of the adjustable thigh bar. Quadrants are incorporated in the lower leg segments to measure knee angles. Shoe and foot assemblies are calibrated to measure the foot angle. Two spirit levels orient the device in space. Body element weights are placed at the corresponding centres of gravity to provide seat penetration equivalent to a 76 kg male. All joints of the 3-D H machine should be checked for free movement without encountering noticeable friction. Figure 1 3-D H machine elements designation Text von Bild Back pan Torso weight hanger Back angle level Hip angle quadrant Seat pan Thigh weight pad T-bar joining the knees Head room probe Back angle quadrant H-point sight button H-point pivot Lateral level Thigh bar Knee angle quadrant Foot angle quadrant Figure 2 Dimensions of the 3-D H machine elements and load distribution Text von Bild Dimensions in millimetres Direction and point of application of load Variable from 108 to 424 Torso weight Buttock weight Thigh weight Leg weight Appendix 2 Three-dimensional reference system 1. The three-dimensional reference system is defined by three orthogonal planes established by the vehicle manufacturer (19). 2. The vehicle measuring attitude is established by positioning the vehicle on the supporting surface such that the coordinates of the fiducial marks correspond to the values indicated by the manufacturer. 3. The coordinates of the ‘R’ point and the ‘H’ point are established in relation to the fiducial marks defined by the vehicle manufacturer. Appendix 3 Reference data concerning seating positions 1. Coding of reference data Reference data are listed consecutively for each seating position. Seating positions are identified by a two-digit code. The first digit is an Arabic numeral and designates the row of seats, counting from the front to the rear of the vehicle. The second digit is a capital letter which designates the location of the seating position in a row, as viewed in the direction of forward motion of the vehicle; the following letters shall be used: L = left C = centre R = right Description of vehicle measuring attitude 2.1. Coordinates of fiducial marks X … Y … Z … List of reference data Seating position: … 3.1.1. Coordinates of ‘R’ point X … Y … Z … 3.1.2. Design torso angle: … 3.1.3. Specifications for seat adjustment (20) horizontal : … vertical : … angular : … torso angle : … Note: List reference data for further seating positions under 3.2, 3.3, etc. ANNEX 4 Collision test procedure 1. INSTALLATIONS 1.1. Testing ground The test area shall be large enough to accommodate the mobile deformable barrier propulsion system and to permit after-impact displacement of the vehicle impacted and installation of the test equipment. The part in which vehicle impact and displacement occur shall be horizontal, flat and uncontaminated, and representative of a normal, dry, uncontaminated road surface. 2. TEST CONDITIONS 2.1. The vehicle to be tested shall be stationary. 2.2. The mobile deformable barrier shall have the characteristics set out in Annex 5 to this Regulation. Requirements for the examination are given in the Appendix to Annex 5. The mobile deformable barrier shall be equipped with a suitable device to prevent a second impact on the struck vehicle. 2.3. The trajectory of the mobile deformable barrier longitudinal median vertical plane shall be perpendicular to the longitudinal median vertical plane of the impacted vehicle. 2.4. The longitudinal vertical median plane of the mobile deformable barrier shall be coincident within ± 25 mm with a transverse vertical plane passing through the ‘R’ point of the front seat adjacent to the struck side of the tested vehicle. The horizontal median plane limited by the external lateral vertical planes of the front face shall be at the moment of impact within two planes determined before the test and situated 25 mm above and below the previously defined plane. 2.5. Instrumentation shall comply with ISO 6487:1987 unless otherwise specified in this Regulation. 2.6. The stabilised temperature of the test dummy at the time of the side impact test shall be 22 ± 4 °C. 3. TEST SPEED The mobile deformable barrier speed at the moment of impact shall be 50 ± 1 km/h. This speed shall be stabilised at least 0,5 m before impact. Accuracy of measurement: 1 %. However, if the test was performed at a higher impact speed and the vehicle met the requirements, the test shall be considered satisfactory. 4. STATE OF THE VEHICLE 4.1. General specification The test vehicle shall be representative of the series production, shall include all the equipment normally fitted and shall be in normal running order. Some components may be omitted or replaced by equivalent masses where this omission or substitution clearly has no effect on the results of the test. 4.2. Vehicle equipment specification The test vehicle shall have all the optional arrangements or fittings likely to influence the results of the test. 4.3. Mass of the vehicle 4.3.1. The vehicle to be tested shall have the reference mass as defined in paragraph 2.10 of this Regulation. The mass of the vehicle shall be adjusted to ± 1 % of the reference mass. 4.3.2. The fuel tank shall be filled with water to a mass equal to 90 % of the mass of a full load of fuel as specified by the manufacturer. 4.3.3. All the other systems (brake, cooling, etc.) may be empty; in this case, the mass of the liquids shall be offset. 4.3.4. If the mass of the measuring apparatus on board of the vehicle exceeds the 25 kg allowed, it may be offset by reductions which have no noticeable effect on the results of the test. 4.3.5. The mass of the measuring apparatus shall not change each axle reference load by more than 5 %, each variation not exceeding 20 kg. 5. PREPARATION OF THE VEHICLE 5.1. The side windows at least on the struck side shall be closed. 5.2. The doors shall be closed, but not locked. 5.3. The transmission shall be placed in neutral and the parking brake disengaged. 5.4. The comfort adjustments of the seats, if any, shall be adjusted to the position specified by the vehicle manufacturer. The seat containing the dummy, and its elements, if adjustable, shall be adjusted as follows: 5.5.1. the longitudinal adjustment device shall be placed with the locking device engaged in the position that is nearest to midway between the foremost and rearmost positions; if this position is between two notches, the rearmost notch shall be used; 5.5.2. the head restraint shall be adjusted such that its top surface is level with the centre of gravity of the dummy’s head; if this is not possible, the head restraint shall be in the uppermost position; 5.5.3. unless otherwise specified by the manufacturer, the seat-back shall be set such that the torso reference line of the three-dimensional H point machine is set at an angle of 25 ± 1° towards the rear; 5.5.4. all other seat adjustments shall be at the mid-point of available travel; however, height adjustment shall be at the position corresponding to the fixed seat, if the vehicle type is available with adjustable and fixed seats. If locking positions are not available at the respective mid-points of travel, the positions immediately rearward, down, or outboard of the mid-points shall be used. For rotational adjustments (tilt), rearward will be the adjustment direction which moves the head of the dummy rearwards. If the dummy protrudes outside the normal passenger volume, e.g. head into roof lining, then 1 cm clearance will be provided using: secondary adjustments, seat-back angle, or fore-aft adjustment in that order. 5.6. Unless otherwise specified by the manufacturer, the other front seats shall, if possible, be adjusted to the same position as the seat containing the dummy. 5.7. If the steering wheel is adjustable, all adjustments are positioned to their mid-travel locations. 5.8. Tyres shall be inflated to the pressure specified by the vehicle manufacturer. 5.9. The test vehicle shall be set horizontal about its roll axis and maintained by supports in that position until the side impact dummy is in place and after all preparatory work is complete. 5.10. The vehicle shall be at its normal attitude corresponding to the conditions set out in paragraph 4.3. Vehicles with suspension enabling their ground clearance to be adjusted shall be tested under the normal conditions of use at 50 km/h as defined by the vehicle manufacturer. This shall be assured by means of additional supports, if necessary, but such supports shall have no influence on the crash behaviour of the test vehicle during the impact. 6. SIDE IMPACT DUMMY AND ITS INSTALLATION 6.1. The side impact dummy shall comply with the specifications given in Annex 6 and be installed in the front seat on the impact side according to the procedure given in Annex 7 to this Regulation. 6.2. The safety-belts or other restraint systems, which are specified for the vehicle, shall be used. Belts should be of an approved type, conforming to Regulation No 16 or to other equivalent requirements and mounted on anchorages conforming to Regulation No 14 or to other equivalent requirements. 6.3. The safety-belt or restraint system shall be adjusted to fit the dummy in accordance with the manufacturer’s instructions; if there are no manufacturer’s instructions, the height adjustment shall be set at middle position; if this position is not available, the position immediately below shall be used. 7. MEASUREMENTS TO BE MADE ON THE SIDE IMPACT DUMMY The readings of the following measuring devices are to be recorded. 7.1.1. Measurements in the head of the dummy The resultant triaxial acceleration referring to the head centre of gravity. The head channel instrumentation shall comply with ISO 6487:1987 with: CFC: 1 000 Hz, and CAC: 150 g 7.1.2. Measurements in the thorax of the dummy The three thorax rib deflection channels shall comply with ISO 6487:1987, CFC: 1 000 Hz and CAC: 60 mm 7.1.3. Measurements in the pelvis of the dummy The pelvis force channel shall comply with ISO 6487:1987 CFC : 1 000 Hz CAC : 15 kN 7.1.4. Measurements in the abdomen of the dummy The abdomen force channels shall comply with ISO 6487:1987 CFC : 1 000 Hz CAC : 5 kN Appendix 1 Determination of performance data The required results of the tests are specified in paragraph 5.2 of this Regulation. 1. HEAD PERFORMANCE CRITERION (HPC) When head contact takes place, this performance criterion is calculated for the total duration between the initial contact and the last instant of the final contact. HPC is the maximum value of the expression: Text von Bild (t2-t1) (1 t2-t1 t1∫t2 adt)2.5 where a is the resultant acceleration at the centre of gravity of the head in metres per second per second divided by 9,81 recorded versus time and filtered at channel frequency class 1 000 Hz; t1 and t2 are any two times between the initial contact and the last instant of the final contact. 2. THORAX PERFORMANCE CRITERIA 2.1. Chest deflection: the peak chest deflection is the maximum value of deflection on any rib as determined by the thorax displacement transducers, filtered at channel frequency class 180 Hz. 2.2. Viscous criterion: the peak viscous response is the maximum value of VC on any rib which is calculated from the instantaneous product of the relative thorax compression related to the half thorax and the velocity of compression derived by differentiation of the compression, filtered at channel frequency class 180 Hz. For the purposes of this calculation the standard width of the half thorax rib cage is 140 mm. Text von Bild VC = max [D 0.14 . dD dt] where D (metres) = rib deflection The calculation algorithm to be used is set out in Annex 4, Appendix 2. 3. ABDOMEN PROTECTION CRITERION The peak abdominal force is the maximum value of the sum of the three forces measured by transducers mounted 39 mm below the surface on the crash side, CFC 600 Hz. 4. PELVIS PERFORMANCE CRITERION The pubic symphysis peak force (PSPF) is the maximum force measured by a load cell at the pubic symphysis of the pelvis, filtered at channel frequency class 600 Hz. Appendix 2 The procedure for calculating the viscous criterion for Eurosid 1 The Viscous Criterion, VC, is calculated as the instantaneous product of the compression and the rate of deflection of the rib. Both are derived from the measurement of rib deflection. The rib deflection response is filtered once at Channel Frequency Class 180. The compression at time (t) is calculated as the deflection from this filtered signal expressed as the proportion of the half width of the Eurosid 1 chest, measured at the metal ribs (0,14 metres): Text von Bild C(t) = D(t) 0.14 The rib deflection velocity at time ∂(t) is calculated from the filtered deflection as: Text von Bild V(t) = 8[D(t+1) - D(t-1)] - [D(t+2) - D(t-2)] 12∂t where D(t) is the deflection at time ∂(t) in metres and t is the time interval in seconds between the measurements of deflection. The maximum value of t shall be 1,25 x 10- 4 seconds. This calculation procedure is shown diagrammatically below: Measured Deflection D(t) Filter at CFC 180 Calculated Deflection Velocity: V(t) Calculate Compression: C(t) Calculate Viscous Criterion at time (t): (VC)(t) = V(t) . C(t) Determine the Maximum value of VC: (VC)max = max [ (VC)(t) ] ANNEX 5 Mobile deformable barrier characteristics 1. CHARACTERISTICS OF THE MOBILE DEFORMABLE BARRIER 1.1. The mobile deformable barrier (MDB) includes both an impactor and a trolley. 1.2. The total mass shall be 950 ± 20 kg. 1.3. The centre of gravity shall be situated in the longitudinal median vertical plane within 10 mm, 1 000 ± 30 mm behind the front axle and 500 ± 30 mm above the ground. 1.4. The distance between the front face of the impactor and the centre of gravity of the barrier shall be 2 000 ± 30 mm. 1.5. The ground clearance of the impactor shall be 300 ± 5 mm measured in static conditions from the lower edge of the lower front plate, before the impact. 1.6. The front and rear track width of the trolley shall be 1 500 ± 10 mm. 1.7. The wheelbase of the trolley shall be 3 000 ± 10 mm. 2. CHARACTERISTICS OF THE IMPACTOR The impactor consists of six single blocks of aluminium honeycomb, which have been processed in order to give a progressively increasing level of force with increasing deflection (see paragraph 2.1). Front and rear aluminium plates are attached to the aluminium honeycomb blocks. 2.1. Honeycomb blocks 2.1.1. Geometrical characteristics 2.1.1.1. The impactor consists of six joined zones whose forms and positioning are shown in Figures 1 and 2. The zones are defined as 500 ± 5 mm x 250 ± 3 mm in Figures 1 and 2. The 500 mm should be in the W direction and the 250 mm in the L direction of the aluminium honeycomb construction (see Figure 3). 2.1.1.2. The impactor is divided into two rows. The lower row shall be 250 ± 3 mm high, and 500 ± 2 mm deep after pre-crush (see paragraph 2.1.2), and deeper than the upper row by 60 ± 2 mm. 2.1.1.3. The blocks must be centred on the six zones defined in Figure 1 and each block (including incomplete cells) should cover completely the area defined for each zone). 2.1.2. Pre-crush 2.1.2.1. The pre-crush shall be performed on the surface of the honeycomb to which the front sheets are attached. 2.1.2.2. Blocks 1, 2 and 3 should be crushed by 10 ± 2 mm on the top surface prior to testing to give a depth of 500 ± 2 mm (Figure 2). 2.1.2.3. Blocks 4, 5 and 6 should be crushed by 10 ± 2 mm on the top surface prior to testing to give a depth of 440 ± 2 mm. 2.1.3. Material characteristics 2.1.3.1. The cell dimensions shall be 19 mm ± 10 % for each block (see Figure 4). 2.1.3.2. The cells must be made of 3003 aluminium for the upper row. 2.1.3.3. The cells must be made of 5052 aluminium for the lower row. 2.1.3.4. The aluminium honeycomb blocks should be processed such that the force deflection-curve when statically crushed (according to the procedure defined in paragraph 2.1.4.) is within the corridors defined for each of the six blocks in Appendix 1 to this Annex. Moreover, the processed honeycomb material used in the honeycomb blocks to be used for constructing the barrier, should be cleaned in order to remove any residue that may have been produced during the processing of the raw honeycomb material. 2.1.3.5. The mass of the blocks in each batch shall not differ by more than 5 % of the mean block mass for that batch. 2.1.4. Static tests 2.1.4.1. A sample taken from each batch of processed honeycomb core shall be tested according to the static test procedure described in paragraph 5. 2.1.4.2. The force-compression for each block tested shall lie within the force deflection corridors defined in Appendix 1. Static force deflection corridors are defined for each block of the barrier. 2.1.5. Dynamic test 2.1.5.1. The dynamic deformation characteristics, when impacted according to the protocol described in paragraph 6. Deviation from the limits of the force deflection corridors characterising the rigidity of the impactor, as defined in Appendix 2, may be allowed provided that: 2.1.5.2.1. the deviation occurs after the beginning of the impact and before the deformation of the impactor is equal to 150 mm; 2.1.5.2.2. the deviation does not exceed 50 % of the nearest instantaneous prescribed limit of the corridor; 2.1.5.2.3. each deflection corresponding to each deviation does not exceed 35 mm of deflection, and the sum of these deflections does not exceed 70 mm (see Appendix 2 to this Annex); 2.1.5.2.4. the sum of energy derived from deviating outside the corridor does not exceed 5 % of the gross energy for that block. 2.1.5.3. Blocks 1 and 3 are identical. Their rigidity is such that their force deflection curves fall between corridors of Figure 2a. 2.1.5.4. Blocks 5 and 6 are identical. Their rigidity is such that their force deflection curves fall between corridors of Figure 2d. 2.1.5.5 The rigidity of block 2 is such that its force deflection curves fall between corridors of Figure 2b. 2.1.5.6. The rigidity of block 4 is such that its force deflection curves fall between corridors of Figure 2c. 2.1.5.7. The force deflection of the impactor as a whole shall fall between corridors of Figure 2e. 2.1.5.8. The force deflection curves shall be verified by a test detailed in Annex 5, paragraph 6, consisting of an impact of the barrier against a dynamometric wall at 35 ± 0,5 km/h. 2.1.5.9. The dissipated energy (21) against blocks 1 and 3 during the test shall be equal to 9,5 ± 2 kJ for these blocks. 2.1.5.10. The dissipated energy against blocks 5 and 6 during the test shall be equal to 3,5 ± 1 kJ for these blocks. 2.1.5.11. The dissipated energy against block 4 shall be equal to 4 ± 1 kJ. 2.1.5.12. The dissipated energy against block 2 shall be equal to 15 ± 2 kJ. 2.1.5.13. The dissipated total energy during the impact shall be equal to 45 ± 3 kJ. 2.1.5.14. The maximum impactor deformation from the point of first contact, calculated from integration of the accelerometers according to paragraph 6.6.3, shall be equal to 330 ± 20 mm. 2.1.5.15. The final residual static impactor deformation measured after the dynamic test at level B (Figure 2) shall be equal to 310 ± 20 mm. 2.2. Front plates 2.2.1. Geometrical characteristics 2.2.1.1. The front plates are 1 500 ± 1 mm wide and 250 ± 1 mm high. The thickness is 0,5 ± 0,06 mm. 2.2.1.2. When assembled the overall dimensions of the impactor (defined in Figure 2) shall be: 1,500 ± 2.5 mm wide and 500 ± 2.5 mm high. 2.2.1.3. The upper edge of the lower front plate and the lower edge of the upper front plate should be aligned within 4 mm. 2.2.2. Material characteristics 2.2.2.1. The front plates are manufactured from aluminium of series AlMg2 to AlMg3 with elongation ≥ 12 %, and a UTS ≥ 175 N/mm2. 2.3. Back plate 2.3.1. Geometric characteristics 2.3.1.1. The geometric characteristics shall be according to Figures 5 and 6. 2.3.2. Material characteristics 2.3.2.1. The back plate shall consist of a 3 mm aluminium sheet. The back plate shall be manufactured from aluminium of series AlMg2 to AlMg3 with a hardness between 50 and 65 HBS. This plate shall be perforated with holes for ventilation: the location, the diameter and pitch are shown in Figures 5 and 7. 2.4. Location of the honeycomb blocks 2.4.1. The honeycomb blocks shall be centred on the perforated zone of the back plate (Figure 5). 2.5. Bonding 2.5.1. For both the front and the back plates, a maximum of 0,5 kg/m2 shall be applied evenly directly over the surface of the front plate, giving a maximum film thickness of 0.5 mm. The adhesive to be used throughout should be a two-part polyurethane (such as Ciba Geigy XB5090/1 resin with XB5304 hardener) or equivalent. 2.5.2. For the back plate the minimum bonding strength shall be 0,6 MPa, (87 psi), tested according to paragraph 2.4.3. Bonding strength tests: 2.5.3.1 Flatwise tensile testing is used to measure bond strength of adhesives according to ASTM C297-61. 2.5.3.2. The test piece should be 100 mm x 100 mm, and 15 mm deep, bonded to a sample of the ventilated back plate material. The honeycomb used should be representative of that in the impactor, i.e. chemically etched to an equivalent degree as that near to the back plate in the barrier but without pre-crushing. 2.6. Traceability 2.6.1. Impactors shall carry consecutive serial numbers which are stamped, etched or otherwise permanently attached, from which the batches for the individual blocks and the date of manufacture can be established 2.7. Impactor attachment 2.7