ISO/TR 10982:2013
(Main)Road vehicles — Test procedures for evaluating out-of-position vehicle occupant interactions with deploying air bags
Road vehicles — Test procedures for evaluating out-of-position vehicle occupant interactions with deploying air bags
ISO/TR 10982:2013 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. Favourable systems may be evaluated, if deemed necessary, by appropriate dynamic tests.
Véhicules routiers — Méthodes d'essai pour l'évaluation des interactions d'un occupant en position anormale dans un véhicule et des sacs gonflables en cours de déploiement
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Standards Content (Sample)
TECHNICAL ISO/TR
REPORT 10982
Second edition
2013-11-15
Road vehicles — Test procedures for
evaluating out-of-position vehicle
occupant interactions with deploying
air bags
Véhicules routiers — Méthodes d’essai pour l’évaluation des
interactions d’un occupant en position anormale dans un véhicule et
des sacs gonflables en cours de déploiement
Reference number
ISO/TR 10982:2013(E)
©
ISO 2013
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ISO/TR 10982:2013(E)
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ii © ISO 2013 – All rights reserved
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ISO/TR 10982:2013(E)
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Test drive . 1
4.1 General . 1
4.2 50th percentile male Hybrid III dummy . 2
4.3 “Small female” Hybrid III dummy . 2
4.4 Three-year-old child Hybrid III dummy . 2
5 Instrumentation . 2
5.1 Adult size dummy . 2
5.2 Three-year-old child dummy . 2
5.3 Data requirements . 3
5.4 Dummy test temperature . 3
6 Sled pulses . 3
6.1 General . 3
6.2 Mild severity crash pulse. 3
6.3 Moderate severity crash pulse . 3
7 Static and dynamic test for driver air bag systems . 6
7.1 Test set-up . 6
7.2 Prepositioned driver tests . 6
7.3 Acceleration-induced out-of-position driver dynamic tests . 7
8 Static and dynamic tests for passenger air bag systems, using child dummy .8
8.1 General . 8
8.2 Test set-up . 8
8.3 Child dummy test positions . 8
8.4 Child dummy static tests for passenger air bag systems .10
8.5 Child dummy dynamic tests for passenger air bag systems .10
9 Static and dynamic tests for passenger air bag systems using adult dummies .10
9.1 General .10
9.2 Test set-up .10
9.3 Adult dummy positions near instrument panel .11
9.4 Adult dummy static tests for passenger air bag systems .11
9.5 Adult dynamic tests for passenger air bag systems .11
Bibliography .13
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ISO/TR 10982:2013(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
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 ISO documents 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 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 10, Impact
test procedures.
This second edition cancels and replaces the first edition (ISO/TR 10982:1998), which has been
technically revised.
Annex A of this Technical Report is for information only.
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ISO/TR 10982:2013(E)
Introduction
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
manufacturer’s 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
[1]
get into such positions due to voluntary precrash riding positions and/or due to preimpact braking
[2]
and/or collision forces. 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 the 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.
[4][9]
Accident data and laboratory test results 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 this 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 braking 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 document is published as a Technical Report, rather than as an International Standard, because
of the general inexperience in air bag testing and lack of real-world accident data correlation. When
sufficient real-world data are available and/or there is sufficient testing experience, it may be appropriate
to develop an International Standard.
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TECHNICAL REPORT ISO/TR 10982:2013(E)
Road vehicles — Test procedures for evaluating out-of-
position vehicle occupant interactions with deploying air
bags
1 Scope
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. Favourable
systems may be evaluated, if deemed necessary, by appropriate dynamic tests.
[20]
Children and infants restrained in child or infants seats are the subject of another Technical Report.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
ISO 6487:2012, Road vehicles — Measurement techniques in impact tests — Instrumentation
SAE J211, Part-1 Instrumentation for impact test
3 Terms and definitions
For the purposes of this document, the following definitions apply.
3.1
passenger air bag module location
rearward deploying module location in the area of the instrument panel, normally used
for knee bolsters
3.2
passenger air bag module location
rearward deploying module location above the knee bolster area in the instrument panel
3.3
passenger air bag module location
air bag system that deploys through the top surface of the instrument panel
3.4
out-of-position occupant
vehicle occupant who is near the air bag module at the time of deployment
4 Test drive
4.1 General
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 humanlike shape to the neck and neck-head junction.
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ISO/TR 10982:2013(E)
4.2 50th percentile male Hybrid III dummy
This dummy is specified in FMVSS part 572, subpart E.
4.3 “Small female” Hybrid III 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
[11]
and Simulation Standards Committee. This dummy is specified in FMVSS part 572, subpart O.
4.4 Three-year-old child Hybrid III dummy
[12]
This dummy was developed for passenger air bag testing by a task force of the SAE Human
Biomechanics and Simulation Standards Committee and is commercially available. This dummy is
specified in FMVSS part 572, subpart P.
5 Instrumentation
5.1 Adult size dummy
Measurements that can be made or calculated using these test devices are listed below:
[19]
— facial forces;
— head triaxial acceleration (three channels);
— head angular acceleration in sagittal place (at least one channel for an extra linear accelerometer);
— upper neck (C-1: occipital condyles) forces and moments (six channels);
— lower neck (C-7, T-1) forces and moments (six channels);
— chest triaxial acceleration (three channels);
— mid-sternum to thoracic spine deflection (one channel);
— mid-sternum acceleration (one channel);
1)
— upper and lower ribcage deflection (five channels);
2)
— lower thoracic spine (T-12) forces and moments (five to six channels);
— pelvis triaxial acceleration (three channels);
— for systems using inflatable knee restraints, the full spectrum of Hybrid III multi-channel femur and
tibia load cells and knee displacement transducers can be used to measure leg loading.
5.2 Three-year-old child dummy
Measurements that can be made or calculated using the child dummy are listed below:
— head triaxial acceleration (three channels);
— head angular acceleration in sagittal plane (at least one channel for an extra linear accelerometer);
— upper neck (C-1) forces and moments (six channels);
1) Instrumentation for measurements is being developed and is expected to be available for both dummies at a
later date.
2) Only available for the small female.
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ISO/TR 10982:2013(E)
— lower neck (C-1/T-1) forces and moments (six channels);
— shoulder forces (F , F ; four channels);
x z
— sternal acceleration (a ; two channels);
x
— sternal deflection (one channel);
— spine triaxial accelerations (T-1, T-4, T-12; nine channels);
— lumbar forces and moments (six channels);
— pubic forces (F , F ; two channels);
x z
— pelvis triaxial acceleration (three channels).
5.3 Data requirements
All measurements should be recorded and filtered according to ISO 6487 and SAE J211 for body regions.
These measurements should be continuous functions of time so other quantities, such as those found in
[8] [9] [13] [17]
references , , - may be derived.
5.4 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 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
3)
of (8 ± 1)g 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, 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 ± 2) km/h, and a (110 ± 5) ms pulse duration.
Typical acceleration-time and velocity-time curves, and nominal acceleration are shown in Figures 3 and 4.
2
3) g = 9,806 65 m/s
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ISO/TR 10982:2013(E)
Figure 1 — Generic Hyge sled pulse for a mild crash severity
Figure 2 — Velocity-time history of the generic mild crash severity sled pulse
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ISO/TR 10982:2013(E)
Figure 3 — Generic Hyge sled pulse for a moderate crash pulse
Figure 4 — Velocity-time history of the generic moderate crash severity sled pulse
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ISO/TR 10982:2013(E)
7 Static and dynamic test 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 performa
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