ISO TR 10982:1998 download free.Road vehicles — Test procedures for evaluating out-of position vehicle occupant interactions with deploying air bags.
Although laws concerning the mandatory use of seat belts and child restraints have been enacted in most ISO member countries, surveys and accident statistics indicate that between 10 % and 50 % of front seat occupants involved in accidents had not used these restraint systems. Most, if not all, new vehicles marketed with air bags in ISO member countries specify that the air bag is supplemental to the existing belt/child seat restraint systems. However, front seat occupants may not comply with manufacturers’ recommendations and laws. Hence, they may be near or against deploying driver and/or passenger air bag modules during collisions. Some data indicate that small, unrestrained children may get into such positions due to voluntary precrash riding positions [1) and/or due to preimpact braking and/or collision forces [2]. These factors may also cause some adults to be near the air bag modules, but preimpact braking is likely to have less effect on adults.
During its inflation process, an air bag generates a considerable amount of kinetic energy and as a result substantial forces can be developed between the deploying air bag and the out-of-position occupant. Accident data [3) and laboratory test results [4-9) have indicated that these forces could cause injuries to the head, neck, thorax, abdomen and legs
Both mild and moderate severity crash pulses are described in the Technical Report. These pulses represent general deceleration-time histories. The mild severity crash pulse is near the threshold of many air bag deployments and represents a frequent accident event. This pulse can be used for child testing, since they are more likely than adults to be near the air bag modules in threshold deployment collisions. Since preimpact bracking has much less of an effect on adults, the moderate severity crash pulse can be used for adult testing. These described pulses or other vehicle-specific pulses may be used.
This Technical Report describes the more common interactions, recognizing that the range of possible interactions is essentially limitless.
This Technical Report outlines a number of test procedures that can be used for investigating the interactions that could occur between the deploying air bag and the occupant who is near the module at the time of deployment. Static and dynamic tests to investigate both driver and passenger systems are described. Comparative evaluation of the designs can be conducted using static tests. Favorable systems may be evaluated. it deemed necessary, by appropriate dynamic tests. Children and infants restrained in child or infants seats are the subject of another Technical Report [20J.
2 Normative references
The following standards contain provisions which, through reference in this text, constitute provisions of this Technical Report. At the time of publication, the editions indicated were valid. All standards are subject to revision, and parties to agreements based on this Technical Report are encouraged to investigate the possibility of applying the most recent editions of the standards indicated below, Members of IEC and ISO maintain registers of currently valid International Standards.
ISO 6487:_i), Road vehicles —Measurement techniques in impact tests — instrumentation.
SAE J 211:1995. Instrumentation for impact test.
SAE J 1517:1990, Driver selected seat position.
3 Definitions
For the purposes of this Technical Report, the following definitions apply.
3.1 Passenger air bag module location
3.1.1 low mounted: Rearward deploying module location in the area of the instrument panel, normally used for knee bolsters.
3.1.2 mid mounted: Rearward deploying module location above the knee bolster area in the instrument panel.
3.1.3 top mounted: Air bag system that deploys through the top surface of the instrument panel.
Two sizes of adult dummies and one child size dummy are available for out-of-position occupant investigations. It is suggested that the adult dummies be equipped with an optional neck cover to give a more humanhike shape to the neck and neck-head junction.
4.2 50th percentile male Hybrid Ill dummy
This dummy is specified in part 572, subpart E of FMVSS 208 [10].
4.3 “Small female” Hybrid Ill dummy
The small female dummy is a scaled-down version of the Hybrid III 50th percentile male dummy. The size, shape, response and measurement capability were defined by a task force of the SAE Human Biomechanics and Simulation Standards Committee [11).
4.4 Three-year-old child Hybrid Ill dummy
This dummy was developed for passenger air bag testing (12] by a task force of the SAE Human Biomechanics and Simulation Standards Committee and is commercially available.
5 Instrumentation
5.1 Adult size dummy
Measurements that can be made or calculated using these test devices are listed below:
— facial forces [19];
— head triaxial acceleration (three channels);
— head angular acceleration in sagitlal plane (at least one channel for an extra linear accelerometer):
— upper neck (C-i: occipital condyles) forces and moments (six channels);
— lower neck (C-7. T-1) forces and moments (six channels:
— pubic forces (Ft, F: two channels):
— pelvis triaxial acceleration (three channels).
5.3 Data requirements
All measurements should be recorded and filtered according to ISO 6487 and SAE J 211 for body regions. These measurements should be continuous functions of time so other quantities, such as those found in references [8), (9J, [13-171, may be derived.
5.4 Dummy test temperature
The test dummy temperature should be within the range of 20,6 CC to 22,2 CC (69 ¶ to 72 °F) at a relative humidity
of 10 % to 70% after a soak period of at least four hours prior to its application in a test.
6 Sled pulses
6.1 General
Mild severity and moderate severity crash pulses are defined in 6.2 and 6.3. The out-of-position child may be exposed to a pulse similar to the mild severity crash pulse since collisions of similar severity occur most often, and preimpact braking will cause the child to be out-of-position more often than the collision dynamics.
6.2 Mild severity crash pulse
This pulse is a half sine type with a peak acceleration occurring near the centre of the time duration of (8 ± 1 )g4)
between 40 ms to 100 ms, a velocity change of (25 ± 1) km/h, and a (150 ± 5) ms pulse duration. Typical
acceleration-time and velocity-time curves, and nominal acceleration are shown in figures 1 and 2.
6.3 Moderate severity crash pulse
This pulse is a half sine type with a peak acceleration occurring near the centre of the time duration of (13 ± 1)g between 40 ms to 80 ms, a velocity change of (29 ± 1) km/li and a (110 ± 5) ms pulse duration. Typical acceleration-time and velocity-time curves, and nominal acceleration are shown in figures 3 and 4.
7 Static and dynamic tests for driver air bag systems
Two static prepositioned out-of-position driver tests and three acceleration-induced out-of-position driver dynamic
tests are described in this clause. No priority is assigned to any of these interactions.
7.1 Test set-up
Mount the steering wheel, air bag module and steering column to an open structure or body buck by the normal column mounting means, so the mounting is at least as rigid as the actual vehicle mounting. The column should be mounted at the design column angle. The steering wheel may be in any desired rotated position (i.e. straight ahead, rotated 90°, 180° etc.). If practicable, use the actual instrument panel. If not, knee bolsters with performance characteristics near those expected in production should be mocked into the buck at package location. If the windshield is expected to play any part in the deployment, then It or a mockup must be included. Any on-vehicle hardware that might restrict column axial movement during inflation should be included. This buck should be mounted to any suitable sled or other test mechanism that produces the desired acceleration-time pulse.
7.2 Prepositioned driver tests
7.2.1 General
Place the test device on any suitable seating surface so the chest and head are in the desired locations in relation to the air bag. One or two layers of paper tape may be used to retain the dummy in the desired location, Dummy positions to be investigated are described in 7.2.2 and 7.2.3. Any of the adult dummies described in clause 4 can be used. For these static tests, the dummy is prepositioned in the desired location and the air bag is deployed.