ISO/TR 14645:2015
(Main)Road vehicles — Test procedures for evaluating child restraint system interactions with deploying air bags
Road vehicles — Test procedures for evaluating child restraint system interactions with deploying air bags
ISO/TR 14645:2015 describes dummies, procedures, and configurations that can be used to investigate the interactions that occur between a deploying air bag and a Child Restraint System (CRS) that would have been considered properly installed and used in the outer and centre front passenger positions. Static tests can be used to sort CRS/air bag interaction on a comparative basis in either an actual or a simulated vehicle environment. Systems that appear to warrant further testing can be subjected to an appropriate dynamic test at a speed near that needed to deploy an air bag or at a higher speed commonly used to evaluate CRS performance. No test matrix is specified at this time for evaluating either a CRS or an air bag during interaction with each other. Instead, engineering judgment based on prior experience with CRS and/or air bag testing should be used in selecting the tests to be conducted with each individual system. Such tests can be aimed not only at producing interactions with the most severe results but also at identifying those conditions that produce the least interaction and/or satisfactory CRS performance results. Baseline tests to indicate the performance of a CRS in the absence of air bag deployment are also recommended for comparison purposes.
Véhicules routiers — Méthodes d'essais pour l'évaluation des interactions des systèmes de retenue pour enfants et des sacs gonflables en cours de déploiement
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Standards Content (Sample)
TECHNICAL ISO/TR
REPORT 14645
Second edition
2015-03-01
Road vehicles — Test procedures
for evaluating child restraint system
interactions with deploying air bags
Véhicules routiers — Méthodes d’essais pour l’évaluation des
interactions des systèmes de retenue pour enfants et des sacs
gonflables en cours de déploiement
Reference number
ISO/TR 14645:2015(E)
©
ISO 2015
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ISO/TR 14645:2015(E)
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ii © ISO 2015 – All rights reserved
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ISO/TR 14645:2015(E)
Contents Page
Foreword .v
Introduction .vi
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Test device . 2
4.1 General . 2
4.2 Six-month-old infant dummies . 2
4.2.1 CRABI 6-month. 2
4.3 Nine-month-old infant dummy . 2
4.3.1 P-3/4. 2
4.4 Twelve-month-old infant dummy . 2
4.4.1 CRABI 12-month . 2
4.5 Three-year-old child dummies . 2
4.5.1 Three-year-old child Hybrid III . 2
4.5.2 P-3 . 2
4.5.3 Q-3 . 2
4.6 Six-year-old child dummies . 3
4.6.1 P-6 . 3
4.6.2 Hybrid-III six-year . 3
4.6.3 Q-6 . 3
5 Instrumentation . 3
5.1 Measurements . 3
5.2 CRABI 6-month and 12-month. 3
5.3 P-3/4 nine-month . 3
5.4 Hybrid III three-year . 3
5.5 P-3 three-year . 4
5.6 Q-3 Three-year . 4
5.7 Hybrid III six-year. 4
5.8 P-6 six-year . 5
5.9 Q-6 six-year . 5
5.10 Dummy test temperature . 5
6 Sled pulse . 5
6.1 General . 5
6.2 Mild-severity crash pulse . 5
7 Static tests . 6
7.1 General . 6
7.2 Test set-up . 6
8 Dynamic tests . 6
8.1 General . 6
8.2 Test set-up . 6
8.3 Simulation of sensing time . 7
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ISO/TR 14645:2015(E)
Contents Page
9 CRS configurations and dummy combinations . 7
9.1 General . 7
9.2 Rear-facing CRSs . 8
9.2.1 General. 8
9.2.2 CRS configuration R1 . 8
9.2.3 CRS rear facing ISOFIX/LATCH configuration R2 . 8
9.2.4 CRS configuration R3 . 8
9.3 Laterally-positioned CRSs . 9
9.3.1 General. 9
9.3.2 CRS configuration L1 . 9
9.3.3 CRS configuration L2 . 9
9.3.4 ISOFIX/LATCH L3 .10
9.4 Forward-facing CRSs .10
9.4.1 General.10
9.4.2 CRS configuration F1 .10
9.4.3 CRS configuration F2 .10
9.4.4 CRS configuration F3 .11
9.5 Boosters .11
9.5.1 General.11
9.5.2 CRS configuration B1 .11
9.5.3 CRS configuration B2 .11
9.5.4 CRS Configuration B3 .12
10 Primary dummy measurements .12
11 CRABI fixture .12
Bibliography .15
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ISO/TR 14645:2015(E)
Foreword
ISO (the International Organization for Standardization) and IEC (the International Electrotechnical
Commission) form the specialized system for worldwide standardization. National bodies that are
members of ISO or IEC participate in the development of International Standards through technical
committees established by the respective organization to deal with particular fields of technical
activity. ISO and IEC technical committees collaborate in fields of mutual interest. Other international
organizations, governmental and non-governmental, in liaison with ISO and IEC, also take part in the
work. In the field of information technology, ISO and IEC have established a joint technical committee,
ISO/IEC JTC 1.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for
the different types of document should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives).
Attention is drawn to the possibility that some of the elements of this document may be the subject
of patent rights. ISO and IEC shall not be held responsible for identifying any or all such patent rights.
Details of any patent rights identified during the development of the document will be in the Introduction
and/or on the ISO list of patent declarations received (see www.iso.org/patents).
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation on the meaning of ISO specific terms and expressions related to conformity
assessment, as well as information about ISO’s adherence to the WTO principles in the Technical Barriers
to Trade (TBT), see the following URL: Foreword — Supplementary information.
The committee responsible for this document is ISO/TC 22, Road vehicles, Subcommittee SC 36, Safety
aspects and impact testing.
This second edition cancels and replaces the first edition (ISO/TR 14645:1998), which has been
technically revised.
This document is published as a Technical Report, rather than as an International Standard, because of
the general inexperience in testing the interaction between child restraint systems (CRS) and deploying
air bags, and the lack of real-world accident data. When statistically significant, real-word data are
available, in which air bags have contacted a variety of child restraints, and there is more testing
experience with this interaction, it may be appropriate to develop an International Standard.
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ISO/TR 14645:2015(E)
Introduction
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 child restraint system (CRS).
(For background on air bag design and deployment, see References [1] and [2]. With passenger air bags,
laboratory tests have indicated that these forces can be sufficient to produce serious injury to the CRS
occupant. The National Highway Traffic Safety Administration has recommended that rear-facing child
restraints of current design be used only in the rear seat of vehicles equipped with such air bags (see
Reference [3]). Even so, many children can be restrained in either rear- or forward-facing CRSs in the front
seat of such vehicles, and the child and/or the CRS can interact with the air bag. These guidelines were
developed to improve the understanding of such interactions and to aid in the assessment of future designs.
A mild-severity crash pulse is described in this Technical Report. This pulse is not vehicle-specific, but
represents general acceleration-time histories. This mild-severity pulse approximates a crash that would
just deploy a typical air bag. This pulse is used to evaluate the effect of the energy of the deploying air
bag when the CRS and dummy are exerting the least amount of inertial force in the forward direction,
but the dummy and/or CRS is moved forward by that inertial force. This generic pulse or other vehicle-
specific pulses can be used as appropriate. Differences in shape between the generic and the vehicle-
specific pulses are expected with corresponding differences expected in dummy responses.
This Technical Report encourages the use of a wide range of test configurations and conditions, while
recognizing that the range of possible interactions is essentially limitless and beyond testing capability.
Furthermore, measurements of primary importance for the various configurations are given in Table 1, but
performance limits are not specified. References [4] to [9] give some background on human impact tolerance
and criteria, describe scaling techniques for different size occupants, and offer interpretations of dummy
responses relative to human injury potential that can be helpful in the evaluation. These and additional
background papers on air bag development and deployment can be found in References [10] and [11].
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TECHNICAL REPORT ISO/TR 14645:2015(E)
Road vehicles — Test procedures for evaluating child
restraint system interactions with deploying air bags
1 Scope
This Technical Report describes dummies, procedures, and configurations that can be used to investigate
the interactions that occur between a deploying air bag and a Child Restraint System (CRS) that would
have been considered properly installed and used in the outer and centre front passenger positions.
Static tests can be used to sort CRS/air bag interaction on a comparative basis in either an actual or a
simulated vehicle environment. Systems that appear to warrant further testing can be subjected to an
appropriate dynamic test at a speed near that needed to deploy an air bag or at a higher speed commonly
used to evaluate CRS performance. No test matrix is specified at this time for evaluating either a CRS or
an air bag during interaction with each other. Instead, engineering judgment based on prior experience
with CRS and/or air bag testing should be used in selecting the tests to be conducted with each individual
system. Such tests can be aimed not only at producing interactions with the most severe results but also
at identifying those conditions that produce the least interaction and/or satisfactory CRS performance
results. Baseline tests to indicate the performance of a CRS in the absence of air bag deployment are also
recommended for comparison purposes.
2 Normative references
There are no normative references.
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1
rear-facing
R
child restraint that positions the child to face the rear of the vehicle
3.2
laterally-positioned
L
child restraint that positions a prone or supine child perpendicular to the direction of vehicle travel
3.3
forward-facing
F
child restraint that positions the child to face the front of the vehicle
3.4
booster
B
normally used to better position adult belt restraints on the child
3.5
ISOFIX/LATCH
“plug-in” system designed for fitting child safety seats in cars quickly and with ease per ISO 13216
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ISO/TR 14645:2015(E)
4 Test device
4.1 General
Five sizes of child dummies, from six-month to age six, are available for CRS/air bag investigations.
However, the recommended dummies for use in this testing are listed in Reference [19].
4.2 Six-month-old infant dummies
4.2.1 CRABI 6-month
With specifications from the SAE Infant dummy task group, a six-month size dummy has been developed
that allows measurement of head, chest, and pelvic accelerations, as well as upper and lower neck and
lumbar spine forces and moments. A special six-channel transducer has also been developed for use in
any of the spinal locations.
4.3 Nine-month-old infant dummy
4.3.1 P-3/4
This dummy is specified in UN-ECE Regulation 44, annex 8, and has been incorporated without
instrumentation in 49 CFR, Part 572, subpart J. It has main-joint articulation and has provision for head
and chest accelerometers and for modeling clay in the abdomen to detect penetration. A three-channel
neck transducer has been developed for use with this dummy.
4.4 Twelve-month-old infant dummy
4.4.1 CRABI 12-month
With specifications from the SAE Infant dummy task group, a twelve-month size dummy has been
developed that allows measurement of head, chest, and pelvic accelerations, as well as upper and lower
neck and lumbar spine forces and moments.
4.5 Three-year-old child dummies
The standard child dummy for FMVSS and CMVSS 213 testing is specified in 49 CFR Part 572, subpart C.
This dummy has provision for head and chest accelerometers. Use of the “new” vinyl-covered fiberglass
head, specified in part 572.16(a) (1), is recommended over the old head.
4.5.1 Three-year-old child Hybrid III
This dummy was developed for passenger air bag testing (see Reference [16]) by a task force of the SAE
Human Biomechanics and Simulation Standards Committee and is commercially available.
4.5.2 P-3
This dummy is specified in UN-ECE Regulation 44, annex 8. It has main-joint articulation and provisions
for head and chest accelerometers and for modelling clay in the abdomen to detect penetration.
4.5.3 Q-3
In 1993, the International Child Dummy Working Group started the development of a new series of child
dummies as a successor to the P-series. This new series was called the Q-series. The development of the
Q-series, directed by the International Child Dummy Working Group, resulted in a Q3 dummy in 1998,
followed by the addition of the Q6 dummy in 1999, and the Q1 in 2000.
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ISO/TR 14645:2015(E)
Part of the development of the Q-dummies has taken place within the European Research programs
CREST (see Reference [1]) and CHILD (see Reference [2]), both aimed at improving child safety in cars.
4.6 Six-year-old child dummies
4.6.1 P-6
This dummy is specified in UN-ECE Regulation 44, annex 8. It has main-joint articulation and has
provision for head and chest accelerometers and for modelling clay in the abdomen to detect penetration.
4.6.2 Hybrid-III six-year
This dummy was developed under a grant from the Centers for Disease Control (CDC), with input from
SAE committees, and allows measurement of head, chest, and pelvic accelerations; neck, lumbar, and
femur forces and moments; and chest displacement.
4.6.3 Q-6
The development of the Q-series, directed by the International Child Dummy Working Group, resulted in
a Q3 dummy in 1998, followed by the addition of the Q6 dummy in 1999, and the Q1 in 2000.
Part of the development of the Q-dummies has taken place within the European Research programs
CREST (see Reference [1]) and CHILD (see Reference [2]), both aimed at improving child safety in cars.
5 Instrumentation
5.1 Measurements
Measurements that can be made or calculated using the anthropomorphic test device for each age group
as listed in 5.2 to 5.9. 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 that other
quantities referred to in the references may be derived.
5.2 CRABI 6-month and 12-month
— Head triaxial acceleration
— Head angular acceleration (one channel)
— Upper neck forces and moments (six channels)
— Lower neck forces and moments (six channels)
— Chest triaxial acceleration
— Lumbar spine forces and moments (six channels)
— Pelvic triaxial acceleration
5.3 P-3/4 nine-month
— Head triaxial acceleration (three channels)
— Upper neck forces (Fx, Fz) and moment (Fy)
— Chest triaxial acceleration
5.4 Hybrid III three-year
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ISO/TR 14645:2015(E)
— Head triaxial acceleration
— Head angular acceleration in sagittal plane (one channel)
— Upper neck (C-1) forces and moments (six channels)
— Lower neck (C-1/T-1) forces and moments (six channels)
— Shoulder forces (Fx, Fz; four channels)
— Sternal acceleration (ax; two channels)
— Sternal deflection (one channel)
— Spine tri-axial accelerations (T-1, T-4, T-12; nine channels)
— Lumbar forces and moments (six channels)
— Pubic forces (Fx, Fz; two channels)
— Pelvis tri-axial acceleration (three channels)
5.5 P-3 three-year
— Head tri-axial acceleration (three channels)
— Upper neck (C-1) forces and moments (six channels)
— Spine (T-12) tri-axial acceleration (three channels)
5.6 Q-3 Three-year
— Head triaxial acceleration (three channels)
— Upper neck (C-1) forces and moments (six channels)
— Spine (T-12) triaxial acceleration (three channels)
5.7 Hybrid III six-year
— Head triaxial acceleration
— Head angular acceleration in sagittal plane (one channel)
— Upper neck forces and moments (six channels)
— Lower neck forces and moments (five channels)
— Chest triaxial acceleration
— Chest mid-sternum displacement (one channel)
— Sternal acceleration (ax; two channels)
— Lumbar spine forces and moments (five channels)
— Pelvic triaxial acceleration
— Pelvic submarining (four channels)
— Femur forces and moments (six channels)
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5.8 P-6 six-year
— Head triaxial acceleration (three channels)
— Spine (T-12) triaxial acceleration (three channels)
— Pelvis triaxial acceleration (three channels)
5.9 Q-6 six-year
— Head triaxial acceleration (three channels)
— Spine (T-12) triaxial acceleration (three channels)
— Pelvis triaxial acceleration (three channels)
5.10 Dummy test temperature
The test dummy temperature should be within the range of 20,6 °C to 22,2 °C (69 °F 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 pulse
6.1 General
For sled tests, a mild-severity crash pulse is defined in 6.2. A vehicle-specific pulse may also be used
as appropriate.
6.2 Mild-severity crash pulse
The mild-severity pulse is intended to be just severe enough to position the dummy and/or the CRS
forward and to deploy the air bag. This pulse is a half-sine type with a peak acceleration occurring near
the centre of the time duration of (8 ± 1) g, where g = 9,806 65 m/s2 between 40 ms to 100 ms, a velocity
change of (27 ± 2) km/h and a (150 ± 5) ms pulse duration. Typical acceleration-time and velocity-time
curves are shown in Figures 1 and 2.
Figure 1 — Generic HYGE sled pulse for a mild-severity crash
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ISO/TR 14645:2015(E)
Figure 2 — Velocity-time history of the generic mild-severity crash sled pulse
7 Static tests
7.1 General
Static tests can be used for preliminary evaluation of CRS/air bag interactions and to sele
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