Crash Analysis Criteria 1.6.2

Crash Analysis
Criteria Description
Version 1.6.2
Crash Analysis Criteria
Data Processing Vehicle Safety Workgroup
Version 1.6.2
Arbeitskreis
Messdatenverarbeitung
Fahrzeugsicherheit
April 2005 edition

Subject to changes
rt
Measured data processing vehicle safety workgroup, Algorithm workgroup:

D. Cichos, bast; D. de Vogel, Ford; M. Otto, TV Rheinland; O. Schaar, Delphi; S. Zlsch, National Instruments,
in cooperation with the Task Force ISO TS 13499 (ISO-MME)
This documentation is available from the following address:
Bundesanstalt fr Straenwesen, Brderstrae 53,D-51427 Bergisch Gladbach,
Tel.: +49 (0)2204 / 43624, Fax: +49 (0)2204 / 43687
This documentation has been compiled with the greatest care. We are grateful for information about errors, new
methods, and new laws. We do not accept liability for incorrect information.
1995-2005 Workgroup Data Processing Vehicle Safety. All Rights Reserved.
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
The following criteria are described:
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
ThAC ............................................................................................................................. 3-8

CTI................................................................................................................................. 3-9
ThCC (or TCC).............................................................................................................. 3-11
RDC............................................................................................................................... 3-12
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
The following head criteria are described in this chapter:
HIC:
Head Injury Criterion
HAC:
Head Acceptability Criterion
HIC(d):
Performance Criterion
HPC:
Head Performance Criterion
HCD:
Head Contact Duration
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 )
a is the resultant acceleration of the center of gravity of the head in units of

acceleration of gravity (g = 9,81 m/s). t1 and t2 are the points in time during
the crash, for which the HIC is at a maximum. Measured times are to be
specified in seconds.
Determining Input Values

The measured values for head acceleration (ax, ay, az) are filtered in
accordance with CFC1000 (cf. CFC filters).
To define the input values in accordance with ECE-R80, the measured
values for head acceleration (ax, ay, az) are filtered in accordance with
CFC600 (cf. CFC filters).
1-2
Chapter 1
Relevant Laws and Regulations
FMVSS 208, S6.2

SAE J2052, 2.2.1
SAE J1727,3.6
ISO/TC22/SC12/WG3 N 282 Issued 1990-03-16
ADR69/00, 5.3.1
ECE-R80, Annex 4, 1
ECE-R22, 7.3.2.5
EuroNCAP, Front Impact, 10, 10.1
EuroNCAP, Side Impact, 10, 10.1
EuroNCAP, Pole Side Impact, 10, 10.1
EuroNCAP, Assessment Protocol, 5
EuroNCAP, Pedestrian Testing Protocol, 10.2.3.4
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.
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 )
a is the resultant acceleration of the center of gravity of the head in units of

acceleration of gravity (g = 9,81 m/s). t1 and t2 are the points in time during
the crash, for which the HAC is at a maximum. Measured times are to be
specified in seconds.


ECE-R80, 5.2.2.1.1
ECE-R80, Annex 7, 1.1
1-4
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.
The calculation of the HPC(d) value is based on the equation:
HIC ( d ) = 0, 75446 HIC36 + 166, 4

with
HIC36:
HIC36 value (cf. HIC)


FMVSS 201, S7
NHTSA 49 CFR 571[Docket No. 92-28; Notice8],
[RIN No. 2127-AG07]; S7
NHTSA 49 CFR 571,572,589[Docket No. 92-28; Notice7],

[RIN No. 2127-AB85]; S7
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.
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 )
a is the resultant acceleration a of the center of gravity of the head in units

of acceleration of gravity (1 g =9,81 m/s).
If there was no head contact, this criterion is fulfilled.
If the beginning of the head contact can be determined satisfactorily, t 1 and
t 2 are the two time points, specified in seconds, which define a period
between the beginning of the head contact and the end of the recording, at
which the HPC36 is at its maximum.
If the beginning of the head contact cannot be determined satisfactorily, t1
and t2 are the two time points, expressed in seconds, which define a period
between the beginning of the head contact and the end of the recording, at
which the HPC36 is at its maximum.
1-6
Chapter 1

Directive 96/79/EG, Annex II, 3.2.1.1

Directive 96/79/EG, Annex II, Appendix 2, 1.2
ECE R94, Annex 4, 1.2
ECE R95, 5.2.1.1
ECE R95, Annex 4, Appendix 1, 1.
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).
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
Mass of the head

head acceleration in i-direction
upper neck force in i-direction
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).
Figure 1-1. Search und Threshold Level
1-8
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
Start time of the contact interval Kj
tjend
End time of the contact interval Kj
The HCD value is then the maximum HIC value of all the contact intervals.
HCD = max j {HIC j }

The measured values for head acceleration (ax, ay, az) and neck forces (Fx,
Fy, Fz) are filtered in accordance with CFC1000 (cf. CFC filters).
SAE J2052, 2.2.2

SAE J2052, 4
ISO/TC22/SC12/WG3 N 282 (Issued 1990-03-16)
TRANS/SC1/WP29/GRSP/R.48/Rev.1, page 19, Annex 4,
Appendix 1
1-9
Chapter 1
1-10
This chapter describes the following neck criteria for a front impact and a
rear impact:
Front Impact:
MOC:
Total Moment about Occipital Condyle
MTO:
Total Moment (Lower Neck)
Time At Level
NIC (front impact ECE):
Neck Injury Criterion
NIC (front impact EuroNCAP):
NIC (front impact FMVSS):
Nij:
Normalized Neck Injury Criterion
Rear Impact:
NIC (rear impact): Neck Injury Criterion
Nkm:
Neck Criterion rear impact
LNL:
Lower Neck Load Index
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.
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
Total moment in i-direction [Nm]

Upper neck force in i-direction [N]
Neck moment in i-direction [Nm]
Distance between the force sensor axis and the condyle axis

The measured values for the forces and moments are filtered in accordance
with CFC600 (cf. CFC filters). This filtering applies independently of the
filter classes for forces, specified in SAE J211 (see FMVSS 208 S6.6(1),
for example).
In Table 2-8 the lever arms of the Upper Load Cell are specified for the
calculation in accordance with SAE J1727, for each dummy type.
2-2
Chapter 2
Table 2-1. Lever Arms of the Upper-Load-Cell

Load cell
Type Denton;FTSS;MSC
Axial
directions
D[m]
Hybrid III, male 95%
1716; IF-2564, IF-205,

IF-207, IF-242; 555B/6UN
0,01778
1716; IF-2564, IF-205,

IF-207, IF-242; 555B/6UN
0,01778
2062
0,008763
Hybrid III, female
1716; IF-2564, IF-205,

IF-207, IF-242; 555B/6UN
0,01778
Hybrid III; 10-year
1716; IF-2564, IF-205,

IF-207, IF-242; 555B/6UN
0,01778
Hybrid III; 6-year
1716; IF-2564, IF-205,

IF-207, IF-242; 555B/6UN
0,01778
Hybrid III; 3-year
3303; IF-234; 560G/6ULN
Crabi 12; 18 months;

TNO P1,5
2554; IF-954; 560G/6ULN
0,0058
Crabi 6 months
2554; IF-954; 560G/6ULN
0,0102
TNO P 3/4; P3
2331; IF-212, IF-235;

5583G/3ULN
2587; IF-212, IF-235;

558G/6UN
1485
4085, IF-240; 5552G/6UN
0,02
TNO Q series
3715, IF-217; 5563G/6LN
SID-IIs
1716; IF-2564, IF-205,

IF-207, IF-242; 555B/6UN
0,01778
BioRID
4949
0,01778
2062
0,008763
4985
0,01778
W50-1700
0,0195
Dummy type
ES-2
WORLDSID
2-3
Chapter 2

SAE J1727, 3.3 ( 08/96 )
SAE J1733 ( 12/94 )
Denton Sign Convention for Load Cells (S.A.E. J-211) ( 27AUG02 )
2-4
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.
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
Moment in i-direction [Nm]

Upper neck force in i-direction [N]
Neck moment in i-direction [Nm]
Distance between the force sensor axis and the condyle axis

with CFC600 (cf. CFC filters). This filtering applies independently of the
filter classes for forces, specified in SAE J211 (see FMVSS 208 S6.6(1),
for example).
In the Table 2-2 the lever arms D x and D z in the Lower Load Cell are
specified for the calculation in accordance with SAE J1733 for each
dummy type.
2-5
Chapter 2
Table 2-2. Lever Arms Dx and Dz of the Lower-Load-Cell

Dummy type
Load cell type

Denton; FTSS
1794; IF-210,
IF-219
Dx[m]
Dz[m]
0,0508
0,028575
0,04445
0,028575
4894
1794; IF-210,
IF-219
4894
Hybrid III, female 5%
1794; IF-211,
IF-228, IF-238
4541
Hybrid III; 10-year
5124
0,0188
Hybrid III; 6-year
1794; IF-222
0,03175
0,0237236
Hybrid III; 3-year
3303
0,0168
2554LN; IF-954
0,0127
3715
1794; IF-255
0,04445
0,0254
CRABI 6,12,18,TNO, P1 1/2

TNO Q1, Q3, Q6
SID-IIs
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).
Chapter 2

SAE J1727,3.3 ( 08/96 )
SAE J1733 ( 12/94 )
Denton Sign Convention for Load Cells (SAE J211) ( 27AUG02 )
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).
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:
Figure 2-1. Load Criterion Curve
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.
Chapter 2
4.
The largest continuous time interval in which the threshold value is

exceeded by the measurement signal is determined for every threshold
value in the first column. Use linear interpolation to determine the time
interval, round it to the nearest millisecond, and enter it in the second
column.
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.
To compare the load criterion curve to the injury assessment

boundary, the ratio between the load criterion value and the injury
assessment boundary value is determined for each value pair and
multiplied by 100. The highest value determined is the injury
assessment reference value and is entered in the coordinate system.
Cumulative Calculation
If the sampling rates are constant, the accumulated values can be calculated
with the following algorithm:
1.
Values in descending order
2.
Value (sorted) after x ms is the y-value.

SAE J1727, 3.9
EuroNCAP, Front Impact, 10.2.2
2-9
Chapter 2
NIC (front impact ECE)

NIC is the abbreviation for Neck Injury Criterion.
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.
For all the above-mentioned signals, the time-at-level (cf. Time At Level) is
calculated and compared to the corresponding limits.

The measured values of the axial force Fz and the side shear force Fx, are
filtered according to CFC1000 (cf. CFC filters).
2-10
Chapter 2

Directive 96/79/EG, Annex II, Appendix 2, 2
ECE-R94, 5.2.1.2
ECE R94, Annex 4, 2
SAE J1733
2-11
Chapter 2
NIC (front impact EuroNCAP)

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.
Figure 2-3. Shear Forces positive at the Head/Neck Point in X-Direction
2-12
Chapter 2
Figure 2-4. Shear Forces negative at the Head/Neck Point in Z-Direction
The dotted lines are determined from the Lower and Upper Limits, using linear
scaling.
Note
Figure 2-5. Tensile Forces at the Head/Neck Point in Z-Direction
2-13
Chapter 2
For all the above-mentioned signals, the cumulative time-at-level (cf. Time
At Level) is calculated and compared to the limits.

The measured values of the axial force Fz and the side shear force Fx, are
filtered according to CFC1000 (cf. CFC filters).

EuroNCAP, Frontal Impact, 10.2
SAE J1733
2-14
Chapter 2
NIC (front impact FMVSS)

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).
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
Hybrid III; 6-year
1490
-1820
Hybrid III; 3-year
1130
-1380
CRABI; 12 months
780
-960
2070
-2520
Position
In Position
Out of Position
Dummy type

The measured values for limit monitoring are filtered in accordance with
FMVSS 208 (May 2000), S6.6 (b)(c) (HYIII-50%)

FMVSS 208 (May 2000), S15.3.6 (b)(c) (HYIII-5%)
FMVSS 208 (May 2000), S19.4.4 (b)(c) (HYIII-12M)
FMVSS 208 (May 2000), S21.5.5 (b)(c) (HyIII-3-year)
FMVSS 208 (May 2000), S23.5.5 (b)(c) (HyIII-6-year)
FMVSS 208 (May 2000), S25.4 (b)(c) (HyIII-5% Out of position)
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.
The Nij value is calculated according to the equation:
F
M OCy
Nij = -------z + ------------F zc M yc
with
Fz
Fzc
MOCy
Myc
force at the transition from head to neck

critical force
Total Moment (see MOC)
critical moment

The measured values of the tensile force and compression force are filtered
in accordance with CFC 600. (cf. CFC filters). The Total Moment is
calculated in accordance with MOC.
When the criteria are calculated, particular forces and moments are to be
set at 0. This is an AND condition, i.e. if one of the summands is zero, the
condition is also zero. This is displayed in Table 2-4:
2-16
Chapter 2
Table 2-4. Forces and Moments

Forces
Criterion Nij
NCF
NCE
NTF
Moments
Compression(force of
pressure)
F<0
Flexion (forwards bending)

M>0
Tension (tensile force)

F>0

M>0
Extension (backwards extension)

M<0
NTE

M<0
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
Hybrid III; 6-year
2800
-2800
93
-37
Hybrid III; 3-year
2120
-2120
68
-27
Hybrid III; 12 months
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).
2-17
Chapter 2
FMVSS 208 (May 2000), S6.6

FMVSS 208 (May 2000), S15.3.6
FMVSS 208 (May 2000), S19.4.4
FMVSS 208 (May 2000), S21.5.5
FMVSS 208 (May 2000), S23.5.5
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
Chapter 2
NIC (rear impact)

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.
The calculation of the NIC value is based on the equation:
NIC = a relative 0, 2 + v 2 relative

with:
a relative = a x
v relative =
T1
ax
Head
a relative
and
axT1
Acceleration of the first chest vertebra in x-direction [m/s]
axHead
Acceleration in x-direction at the height of the center of gravity

(c.o.g.) of the head [m/s]

The measured values of the accelerations are filtered in accordance with
CFC 180 (cf. CFC filters). The maximum value of NIC within an interval
of 150 ms after the beginning of the sled acceleration schall be determined
and documented as the NICmax value. If the head, after contacting the head
restraint, reverses its direction of relative movement at a point in time
before 150 ms, the upper end of the interval of NIC for the determination
of NICmax shall be limited by this point in time.
2-19
Chapter 2

This injury criterion is in the research phase.
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
EVALUATION OF THE APPLACABILITY OF THE NECK

INJURY CRITERION (NIC) IN REAR END IMPACTS ON THE
BASIS OF HUMAN SUBJECT TESTS; A.Eichberger, H. Steffan,
B.Geigl, M.Svensson, O. Bostrm, P.E. Leinzinger, M.Darok;
IRCOBI Conference Gteborg, September 1998
Proposal for the ISO/TC22N2071, ISO/TC22/SC10 (Collision Test

Procedures): TEST PROCEDURE FOR THE EVALUATION OF
THE INJURY RISK TO THE CERVICAL SPINE IN A LOW SPEED
REAR END IMPACT; M. Muser, H. Zellmer, F. Walz, W. Hell,
K. Langwieder, K. Steiner, H. Steffan; Rear end impact test procedure,
working draft 5, 05/2001
2-20
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.
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
force at the transition from head to neck

critical force
total moment (see MOC)
critical moment

The measured values of the tension are filtered in accordance with
CFC 600. The measured values of the bending moment and the side
shearing force are also filtered in accordance with CFC 600 (cf. CFC
filters).
When the criteria are calculated, particular forces and moments are to be
set at 0. This is an AND condition, i.e. if one of the summands is zero, the
condition is also zero. This is displayed in Table 2-7:
2-21
Chapter 2
Table 2-7. Forces and Moments

Criterion Nkm
Nfa
Nea
Nfp
Nep
Forces
Moments
Anterior (head backwards,

torso forwards)
Fx>0

My>0
Posterior (head forwards,

torso backwards)
Fx<0

My>0

My<0

My<0
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).

Working Group on Accident Mechanics
www.agu.ch
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
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.
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:
My lowercorrected = My + ( 0, 0282 Fx ) + ( 0, 0508 Fz )
The My moment may not be corrected for RID2.
2-23
Chapter 2

with CFC 600 (cf. CFC filters). This filtering applies separately from the
filter classes specified in SAEJ211 (cf. Nij-FMVSS208).
Table 2-9 lists the critical forces and moments for the dummy type RID2.
Table 2-9. Critical Forces and Moments for RID2
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
The following chest criteria are described in this chapter:
VC:
Viscous Criterion (velocity of compression)
THPC:
Thorax Performance Criterion
TTI(d):
Thoracic Trauma Index (Thorax Trauma Index)
ThAC:
Thorax Acceptability Criterion
CTI:
Combined Thoracic Index
ThCC (or TCC): Thoracic Compression Criterion
RDC:
Rib Deflection Criterion
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
Only the crush is included in the 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
Thoracic deformation [m]
(dYCFCxxx/dt)
Deformation velocity
Scalingfactor
Scaling factor (see Table 3-1)
Defconst
Dummy constant, i.e. depth or width of half the rib cage [mm]
(see also determination of the input quantities (VC))
Chapter 3
The deformation speed is calculated in accordance with ECE R94:

dY [ t ] CFC180
8 ( Y [ t + t ] Y [ t t ] ) ( Y [ t + 2t ] Y [ t 2t ] )
---------------------------- = V [ t ] = ----------------------------------------------------------------------------------------------------------------------------------dt
12t
with:
Time interval between the single measurements in seconds
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

Filtering of the input values cf. Mathematical Calculation
Table 3-1 contains the scaling factor and the deformation constant (dummy
constants) for each dummy type, in accordance with SAE J1727, 8/96.
Table 3-1. Scaling Factor and Dummy Constants
Scaling factor
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
ECE R94, Directive 96/79/EG, Annex II, 3.2.1.5

ECE R94, Directive 96/79/EG, Annex II, Appendix 2, 6.1-6.2
ECE-R94, 5.2.1.4
ECE R94, Annex 4, 6
ECE R95, 5.2.1.2 b)
3-3
Chapter 3
3-4
ECE R95, Annex 4, Appendix 1, 2.2

ECE R95, Annex 4, Appendix 2
Directive 96/27 EG Annex 2, 3.2.1.2 b)
Directive 96/27 EG Annex 1, Appendix 1, 2.2
Directive 96/27 EG Annex 1, Appendix 2
SAE J211, 9.4.3
SAE J1727, 3.8.1
EuroNCAP, Front Impact, 10.3
EuroNCAP, Side Impact, 10.3
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).
cf. RDC and VC

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
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.
The calculation of the TTI value is based on the equation:
( max, rip ) + A ( lwr ,spine )TTI ( d ) = A

----------------------------------------------------------------------2
A ( max, rip ) = max {A ( upr ,rip ) ,A ( lwr ,rip }
with:
A(upr.rib)
Maximum acceleration of the upper rib; [g]
A(lwr.rib)
Maximum acceleration of the lower rib; [g]
A(max.rib)
Maximum of A(upr.rib) and A(lwr.rib); [g]
A(lwr.spine)
Maximum acceleration of the lower spine; [g]

Preprocessing of the acceleration data from the sensors (cf. FIR100 filters):
3-6
1.
Filtering with CFC180 (cf. CFC filters)
2.
Reduction of the sampling rate to 1600 Hz
3.
Removal of bias
4.
Filtering with FIR100
5.
Transferring the reduced sampling rate to the original sampling rate

(oversampling, only SAE)
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.

FMVSS 214, S5.1
FMVSS 214, S6.13.5
SAE J1727, 3.5
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.
cf. Xms

The measured values of acceleration of gravity are filtered in accordance
with CFC 180 (cf. CFC filters).

ECE-R80, Annex 1, 1.1.2.1.2
ECE-R80, Annex 4, 2
3-8
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.
The calculation of the CIT value is based on the equation:
D max
A max
CTI = ----------- + ------------
A int D int
with:
Amax
3 ms value (single peak) of the resultant acceleration of

the spinal cord [g]
Aint
Critical 3 ms values [g]
Dmax
Deflection of the chest [mm]
Dint
Critical deflection [mm]

The measured values of the acceleration are filtered according to CFC180
and those of the displacement according to CFC600 (cf. CFC filters).
In Table 3-2, the critical 3 ms Aint and the critical deflection Dint is given for
each dummy type.
Table 3-2. Critical 3 ms Value and Critical Deflection
Dummy type
Aint [g]
Dint [mm]
85
102
85
83
Hybrid III; 6-year
85
63
Hybrid III; 3-year
70
57
CRABI; 12 months
55
49
3-9
Chapter 3

Note
This criterion is not included in the actual standard!
3-10
FMVSS 208 proposal (September 1998), S6.6

Chapter 3
ThCC (or TCC)

ThCC (or TCC) is the abbreviation for Thoracic Compression Criterion.
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.

The measured values for the chest deflection are filtered in accordance with
ECE-R94, 5.2.1.4
ECE R94, Annex 4, 3
In the German directives this criterion was called TCC, but it was called ThCC in
the English directives.
Note
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.

The measured values for rib deflection are filtered in accordance with
3-12
ECE R95, 5.2.1.2 a)

ECE R95, Annex 4, Appendix 1, 2.1
Directive 96/27 EG Annex 2, 3.2.1.2. a)
Directive 96/27 EG Annex 1, Appendix 1, 2.1
Description of the Criteria for

the Lower Extremities
The following criteria for the lower extremities are described in this
chapter:
APF:
Abdominal Peak Force
PSPF:
Pubic Symphysis Peak Force
FFC (ECE):
Femur Force Criterion
FFC (EuroNCAP): Femur Force Criterion
TI:
Tibia Index
TCFC:
Tibia Compression Force Criterion
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.
APF = max F yFront + F yMiddle + F yRear

The measured values for the abdominal strain are filtered in accordance
with CFC 600 (cf. CFC filters).
4-2
ECE-R95, 5.2.1.4
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.

The measured values for the pelvic strain are filtered in accordance with
CFC 600 (cf. CFC filters).
ECE R95, 5.2.1.3

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.
Figure 4-1. Pressure on the Thigh

Note
The pressure is entered as a positive value in the diagram.
cf. Time At Level
Note
The time-at-level is calculated cumulatively (cf. FFC (EuroNCAP)).

The measured values for the axial force of pressure are filtered in
4-4
Chapter 4
ECE-R94, 5.2.1.6
ECE R94, Annex 4, 4
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.
Figure 4-2. Cumulative Exceedence Limits
The dotted lines are determined from the Lower and Upper Limits, using linear
scaling.
Note
cf. Time At Level
Note
The time-at-level is calculated cumulatively.

4-6
Chapter 4

EuroNCAP, Frontal Impact Testing Protocol, Version 4.0; January
2003
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.
The tibia index (TI) is calculated in accordance with:
MR
FZ
TI = ---------------+ -------------( MC )R
( FC )Z
with:
MR =
4-8
( Mx ) + ( My )
Mx
Bending moment [Nm] around the x-axis
My
Bending moment [Nm] around the y-axis
(Mc)R
Critical bending moment; cf. the table 4-1
Fz
Axial compression [kN] in z-direction
(Fc)z
Critical compression force in z-direction; cf. the

table 4-1
Chapter 4

The measured values of the bending moment and the axial force of pressure
are filtered in accordance with CFC600 (cf. CFC filters).
Table 4-1 contains the critical bending moment and the critical
compression force for each dummy type, in accordance with SAE J1727,
3.11.
Table 4-1. Critical Bending Moment and Compression Force
Critical bending moment
[Nm]
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
Figure 4-3. Forces and Moments Affecting the Lower Leg
4-9
Chapter 4
with
TIBILEUPH3M0X
Bending moment about the x-axis, upper tibia
TIBILEUPH3M0Y
Bending moment about the y-axis, upper tibia
TIBILEUPH3F0X
axial compression force in x-direction, upper tibia
TIBILEUPH3F0Y
axial compression force in y-direction, upper tibia
TIBILEUPH3F0Z
axial compression force in z-direction, upper tibia
TIBILELOH3M0X
Bending moment about the x-axis, lower tibia
TIBILELOH3M0Y
Bending moment about the y-axis, lower tibia
TIBILELOH3F0X
axial compression force in x-direction, lower tibia
TIBILELOH3F0Y
axial compression in y-direction, lower tibia
TIBILELOH3F0Z
axial compression force in z-direction, lower tibia
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
5-channel lower leg

Values
TIBILEUPH3M0X
TIBILEUPH3M0X
TIBILELOH3F0X or
TIBILELOH3F0Y
TIBILELOH3F0Z
TIBILELOH3M0X or
TIBILELOH3M0Y
6-channel lower leg

TIBILEUPH3F0Z
TIBILEUPH3M0X
TIBILEUPH3M0X
TIBILELOH3F0Z
TIBILELOH3M0X
TIBILELOH3M0Y
Upper tibia
Resultant moment
MR =
Axial compression force
(TIBILEUPH3M0X )2 + (TIBILEUPH3M0Y )2
Fz=TIBILELOH3FOZ
MR =
Fz=TIBILEUPH3FOZ
Lower tibia
Resultant moment
4-10
MR=|TIBILELOH3MOX|
MR=|TIBILELOH3MOY|
Fz=TIBILELOH3FOZ
or
MR =
(TIBILELOH3M0X )2 + (TIBILELOH3M0Y )2
Fz=TIBILELOH3FOZ
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
8-channel lower leg

Values
8-channel lower leg
TIBILEUPH3F0X
TIBILEUPH3F0Z
TIBILEUPH3M0X
TIBILEUPH3M0X
TIBILELOH3F0X
TIBILELOH3F0Z
TIBILELOH3M0X
TIBILELOH3M0Y
TIBILEUPH3F0X
TIBILEUPH3F0Z
TIBILEUPH3M0X
TIBILEUPH3M0X
TIBILELOH3F0X
TIBILELOH3F0Y
TIBILELOH3M0X
TIBILELOH3M0Y
Upper tibia
Resultant moment
MR =
MR =
Fz=TIBILELOH3FOZ
Fz=TIBILELOH3FOZ
Lower tibia
Resultant moment
MR =
Fz=TIBILELOH3FOZ
MR =
Fz=TIBILELOH3FOZ
The axial compression force Fz in the z-direction can be measured in the

upper or lower tibia, according to Annex 4, 5.2.
ECE-R94, 5.2.1.8
SAE J1727, 3.11
SAE J211, Table 1
EuroNCAP, Front Impact, 10.6
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).

4-12
ECE-R94, 5.2.1.7
Description of Additional
Criteria
The following chest criteria are described in this chapter:
Xms:
Generalization of the 3ms value
Xg:
Time range for an acceleration greater than xg
Acomp:
Average Acceleration During Compression Phase
Pulse Test:
Deceleration corridor for trolley
Gillis Index:
ID number for assessing vehicle

safety in front impact.
NCAP:
New Car Assessment Program
EuroNCAP:
European New Car Assessment Program
SI:
Severity Index
Integration:
Integration method used
Differentiation:
Differentiation method used
CFC filters:
Channel Frequency Class
FIR100 filter:
Finite Impulse Response
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.
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.
Figure 5-1. Xms Calculation in One Peak
5-2
Chapter 5
Case 5-2 is an exception and may have a total time of >xms.
Figure 5-2. Xms Calculation in a Stepped Peak
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.
Figure 5-3. Xms Calculation with Several Peaks
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.
Acceleration values in descending order
2.
Acceleration value (sorted) after x ms is the required xms value.
During calculations in accordance with ECE R94, the rebound movement

of the head is not to be taken into account.

The measured values are to be filtered in accordance with the legally
prescribed filter classes.
Directive 96/79/EG, Annex 2, 3.2.1.1

ECE R94, Annex 3, 5.2.1
ECE-R80, Annex 4, 2.1
ECE R44, 7.1.4.2.1
ECE R44, 7.1.4.2.2
ECE-R12, 5.3
ECE-R17, 5.1.3.1
ECE R25, Annex 6, 2
FMVSS 208 (May 2000), S15.3.3
FMVSS 208 (May 2000), S19.4.3
FMVSS 208 (May 2000), S21.5.3
FMVSS 208 (May 2000), S23.5.3
SAE J1727, 3.4
ADR69/00, 5.3.2
NHTSA 49 CFR 571[Docket No. 92-28;
Notice8],[RIN No. 2127-AG07]; S5.1 (b)
NHTSA 49 CFR 571,572,589[Docket No. 92-28;

Notice7],[RIN No. 2127-AB85]; S5.1 (b)
EURO NCAP, Front Impact, 10, 10.1

EURO NCAP, Side Impact, 10, 10.1
5-4
Chapter 5
EURO NCAP, Pole Side Impact, 10, 10.1

EURO NCAP, Assessment Protocol , 5
5-5
Chapter 5
Xg
Description
The Xg value is the time range for an acceleration that is greater than X[g]
was.
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
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.
The calculation is done in the following steps:
1.
Integration of the acceleration with the starting speed
2.
Defining the first point in time t1
3.
Alternative 1 in Figure 5-4: Determining a point of intersection t2 of

the determined velocity with the abscissa (time axis).
Figure 5-4. Alternative 1: Point of Intersection t2 of the Velocity with the Time Axis
Alternative 5.08 cm Figure 5-5: The point of inflection of the velocity

is determined. (The point of inflection is the first maximum of the
acceleration). The point of intersection t2 of the tangent with the
abscissa (time axis) is determined.
5-7
Chapter 5
Figure 5-5. Alternative 2: Point of Intersection t2 of the Tangent to the Time Axis
4.
The acceleration signal is filtered with CFC60 (cf. CFC filters).
5.
The mean acceleration of the signal filtered with CFC60 is found

between the specified point in time t1 and the determined time t2.

The measured values of the acceleration are filtered in accordance with

Company standards
5-8
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.
Figure 5-6. Corridor for ECE-R44; Annex 7; Appendix 1
Figure 5-7. Corridor for ECE R44; Annex 7; Appendix 2
5-9
Chapter 5
Figure 5-8. Corridor for ECE R16
Acceleration inGs
Figure 5-9. Corridor for ECE R80; Annex 4; Figure 1
A
-5
-10
-15
B
-20
25
C
50
75
100
125
Time in ms
Figure 5-10. Corridor for FMVSS 208; S13.1; Figure 6
5-10
Chapter 5
Figure 5-11. Acceleration Impulse of Test Sled in Accordance with EN 1789

and DIN 75302, Figure 7
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.

The measured values of the acceleration are filtered in accordance with
5-11
Chapter 5
5-12
ECE R16; Annex 8

ECE R44; Annex 7
ECE R80; Annex 4; Figure 1
FMVSS 208; S13.1
EN 1789
DIN75302
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.
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.
The Gillis index is calculated in accordance with:

F
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
5-13
Chapter 5
with:
Indices
F: Driver, B: Passenger, l: left, r: Right
HIC
HIC value
HIC36
HIC36 value
3ms value of the resultant thorax acceleration
Absolute maxima of the forces on the femur

cf. HIC and Xms
5-14
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.
The likelihood of head injuries is calculated according to:
P head = [ 1 + exp ( 5, 02 ( 0, 00351 HIC36 ) ) ]

with:
HIC36
HIC36 value
The probability of thorax injuries is calculated in accordance with:
P chest = [ 1 + exp ( 5, 55 ( 0, 0693 a chest,

with:
achest, 3ms
3ms ) ) ]
3 ms value for chest acceleration
If head and thorax injuries occur simultaneously, a combined probability is

calculated in accordance with:
P combined = P head + P chest ( P head P chest )

The following classification is determined with the determined probability
of Pcombined:
0,00>Pcombined 0,10
0,10 < Pcombined 0,20
0,20 < Pcombined 0,35
0,35 < Pcombined 0, 45
0 ,00>Pcombined 0,45
5-15
Chapter 5

Refer to the Internet address www.nhtsa.dot.gov/cars/testing/ncap for
more information.
5-16
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
Pole Side Impact
Pedestrian Test
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

European New Car Assessment Programme
Refer to the Internet address www.euroncap.com for more
information.
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.
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
Length of the data set
Values per ms
Ai
i-th value of acceleration signal
The cumulative SI value is calculated in accordance with:
SI 1
cum
= SI 1
inc
SI j
cum
= SI j 1 + SI j
cum
inc
with j = 2,3, ... T

SAE J885
5-18
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.

Note Note that numerical integration routine results are incorrect if there is an offset in the
data set.

SAE J1727, 3.1
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.
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:
time interval between the single measurements in seconds

SAE J1727, 3.1
5-20
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
300Hz
Stop damping
-30 dB
Sampling frequency
at least 1800 Hz
1,000Hz
Stop damping
-40 dB
Sampling frequency
at least 6 khz
1,650Hz
Stop damping
-40 dB
Sampling frequency
at least 10 khz
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 ]
5-21
Chapter 5
The filter constants are calculated in accordance with:
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]
Input data sequence
Y[t]
Filtered output data sequence
a0, a1, a2, b1, b2
Filter constants varying with CFC
Sampling rate in seconds
The difference equation describes a two-channel filter: To realize a

four-channel filter, the data of the two-channel filter has to run twice: once
forwards and once backwards, to prevent phase displacements.
5-22
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
SAE J211, 9.4.1

SAE J211, 3.95, Appendix C
ISO 6487, 4.5
ISO 6487, 5.8
5-23
Chapter 5
FIR100 filter
FIR is the abbreviation for Finite Impulse Response
Description
FIR filters are digital filters.
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
NHTSA algorithm for FIR100:
CFC180 unphased
Subsampling to 1600 Hz
Removal of bias
FIR filters in accordance with filter characteristic FMVSS 214
Oversampling to original sampling rate

FMVSS 214, S6.13.5.4
SAE J1727, 3.5
5-24
The legislation and directives are written as follows:

European Legislation
ECE-R80 (May 2001)

ECE-R94 (June 2000)
Directive 96/79/EG (16th December 1996)
ECE-R95 (May 2001)
Directive 96/27/EG (20th May 1996)
American Legislation
Federal Motor Vehicle Safety Standard (49 CFR Part 571)
FMVSS 201 (10/2001)

FMVSS 208 (5/2000)
FMVSS 214
Current American stipulations are also available in the Internet:
www.access.gpo.gov/nara/cfr
Standards and Directives
SAE J1727 (8.96)

SAE J1733 (12.94)
SAE J2052 (3.90)
SAE J211 (3.95)
ISO 6487 (07.87)
ISO TS 13499:2002
DIN 75302
EN 1789
6-1
Chapter 6
EuroNCAP (Version 4.0, January 2003); European New Car

Assessment Programme, www.euroencap.com/testprocedures
Robert A. Denton, Sign Conventions for Load Cells (S.A.E. J-211)

Rev. 27AUG02
6-2
6-3
Head res 3ms

Head vert. 3ms
Neck flex/extens.
Thorax T1
Thorax T12
HIC, HPC
Temperature
(measurement time)
SAFETY
CRITERIAa
Pos. 6 - behind
passenger
Pos. 4 - behind driver
Front seat pass.
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
Table 6-1. Criteria for Different Test Types
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
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
a.Children have different injury criteria

b.The limit values differ according to vehicle equipment and head contact.
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

Crash Analysis Criteria 1.6.2

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Crash Analysis

April 2005 edition

Measured data processing vehicle safety workgroup, Algorithm workgroup:

The following criteria are described:

ThAC ............................................................................................................................. 3-8

Description of the Head Criteria

The following head criteria are described in this chapter:

Head Injury Criterion

Head Acceptability Criterion

Head Performance Criterion

Head Contact Duration

Description of the Head Criteria

a is the resultant acceleration of the center of gravity of the head in units of

Determining Input Values

Description of the Head Criteria

Relevant Laws and Regulations

FMVSS 208, S6.2

Description of the Head Criteria

a is the resultant acceleration of the center of gravity of the head in units of

Determining Input Values

Relevant Laws and Regulations

Description of the Head Criteria

HIC ( d ) = 0, 75446 HIC36 + 166, 4

HIC36 value (cf. HIC)

Determining Input Values

Relevant Laws and Regulations

NHTSA 49 CFR 571,572,589[Docket No. 92-28; Notice7],

Description of the Head Criteria

a is the resultant acceleration a of the center of gravity of the head in units

Description of the Head Criteria

Determining Input Values

Relevant Laws and Regulations

Directive 96/79/EG, Annex II, 3.2.1.1

Description of the Head Criteria

Mass of the head

Figure 1-1. Search und Threshold Level

Description of the Head Criteria

Start time of the contact interval Kj

End time of the contact interval Kj

HCD = max j {HIC j }

Determining Input Values

Relevant Laws and Regulations

SAE J2052, 2.2.2

Description of the Head Criteria

Description of the Neck Criteria

Total Moment about Occipital Condyle

Total Moment (Lower Neck)

NIC (front impact ECE):

Neck Injury Criterion

NIC (front impact EuroNCAP):

Neck Injury Criterion

NIC (front impact FMVSS):

Neck Injury Criterion

Normalized Neck Injury Criterion

NIC (rear impact): Neck Injury Criterion

Neck Criterion rear impact

Lower Neck Load Index

Description of the Neck Criteria

Total moment in i-direction [Nm]

Determining Input Values

Description of the Neck Criteria

Table 2-1. Lever Arms of the Upper-Load-Cell

Hybrid III, male 95%

1716; IF-2564, IF-205,