Technical Bulletin

Extension of the Euro NCAP
Protocols for the evaluation ofEnergy Equivalent Speed (EES)
valuesVersion 1.0.1

December 2021
TB 034

TitleVersionDocument NumberAuthor
Date
Related Documents
StatusApplication Date

Extension of the Euro NCAP Protocols for the evaluation ofEnergy Equivalent Speed (EES) values
1.0.1
TB 034
M Hutter (ADAC), V Sandner (ADAC)
6th December 2021
All full-scale testing protocols
Approved
1st January 2022

Copyright ©Euro NCAP 2021 - This work is the intellectual property of Euro NCAP. Permission is granted forthis material to be shared for non-commercial, educational purposes, provided that this copyright statement
appears on the reproduced materials and notice is given that the copying is by permission of Euro NCAP. To
disseminate otherwise or to republish requires written permission from Euro NCAP.

Preface
DISCLAIMER: Euro NCAP has taken all reasonable care to ensure that the information
published in this document is accurate and reflects the technical decisions taken by theorganisation. In the unlikely event that this protocol contains a typographical error or any otherinaccuracy, Euro NCAP reserves the right to make corrections and determine the assessment
and subsequent result of the affected requirement(s).
This document should always be used in conjunction with the current testing protocols for theFront MPDB, Front FW, Side Barrier and Side Pole tests.

EUROPEAN NEW CAR ASSESSMENT PROGRAMME (Euro NCAP)

Table of Contents
1.

Introduction ..................................................................................................................................... 6

2.

General Requirements ..................................................................................................................... 7

3.

Frontal MPDB Impact ..................................................................................................................... 9

4.

Frontal Full Width Impact ............................................................................................................. 115.

Side AE-MDB Impact ................................................................................................................... 126.

Side Oblique Pole Impact .............................................................................................................. 14

7.

Pedestrian Protection ..................................................................................................................... 198.

EES Upload Client ........................................................................................................................ 20Appendix I ............................................................................................................................................. 21
Appendix II ........................................................................................................................................... 22

1.

Introduction

From the start, Euro NCAP test protocols have included requirements for intrusion
measurements. For the EES setup (Energy Equivalent Speed) it is important to accurately
measure the deformation of the impact zones to generate the corresponding EES values for each
impact scenario. In the end, this is needed to fulfil the calculation requirements of the EES
model.
Euro NCAP involves several laboratories that each may have their own internal procedures,quality standards and equipment. In order to improve the consistency of material supplied by
the laboratories, all measurement requirements previously specified by Euro NCAP have beenbrought together, reviewed and updated. This document summarizes the most recent
specifications that are compulsory for all official Euro NCAP tests at the accredited Euro NCAP
test laboratories.

2.

General Requirements

2.1
2.1.1

2.1.2
2.1.3

2.1.4

Measurement Equipment
For measuring the deformation of the MPDB (ODB), Full Width and Side MDB
Impact a 3D measuring system shall be used (e.g. 3D measurement arm with
attachable scan module). This system must be capable of recording three dimensional
co-ordinates of single points, as well as clouds of points (scanner). A tolerance of +/1mm is applicable to such a system.
For measuring the deformation of the Side Pole Impact three 3m rulers shall be used.
A tolerance of +/- 1cm is applicable to this measurement method.
In addition to the standard accelerometers, a triaxial gyro sensor has to be mounted
on a rigid surface in the vehicle trunk. The sensor shall have a range of at least
900°/second.
Overview of required measurements:
DynamicAccelerometer

StaticAngular velocity 3D scan Simple measurement

Standard EN sensor

MPDB/ODB

X

X(X)

AE-MDBXX

X

Pole SideImpactX(X)X

Full WidthX(X)

X

PedestrianX

X

X Mandatory(X) Optional: It is acceptable to extract the required measurement points from a 3D scan

2.2

2.2.1

Upload Files/Digital Data Format
Measurement Data shall be stored in the common folder structure as illustrated in thefollowing figures:a) Crash Test Data (MME-Files)
For calculation of the measurement data of each crash test impact scenario use macrosprovided by X-Crash. The filename consists of the test number. The macro creates
two files in following formats: .mme and .res.
b) Deformation Measurement (CSV-File)To determine the intrusion in each crash test please follow the measurement
instruction as shown in Sections 3 to 6.
Save .xlsx template
as .csv file!
…
2.2.2

Media Filesa) Videos
Video Data will be automatically integrated in the EES tool by uploading the MMEFile (please consider the correct filenames according to Euro NCAP Film and Photo
Protocol). For evaluation reasons two videos are needed:b) Photos
To set up the reference grid in the EES Upload Client a side view of the vehicle under
testing from before (!) the crash test is necessary. Therefore, please use a photo withan orthogonal view of the left side of the vehicle (in driving direction, independentlyof driver position).

Additionally, for evaluation reasons please provide at least three photos of thedeformation zone at different angles after crash.

3.
3.1
3.1.1

3.1.2

Frontal MPDB Impact
Before Test
This measurement shall be performed together with the intrusion measurements
according to the MPDB frontal impact testing protocol (Section 2.1), using the sameaxis system.
Determine and measure the reference point. This is the most forward point on thebumper in the centreline of the vehicle.
ZX

YX

3.1.3

Measure the point on the wheel arch in the same transverse plane as the wheel centres.
Do this for all four wheels.
ZX

3.1.4

The points measured in 3.1.2 and 3.1.3 are references (“most forward point” and“ride height” of the vehicle) required for aligning the measurements of MPDB
frontal, Full width frontal and AE-MDB side impact to the original vehicle geometry.
If the same origin is used for all tests, the points in 3.1.2 and 3.1.3 only have to bemeasured on one single vehicle.

3.2
3.2.1

After Test
Measure the beginning and the end of the deformation in x-direction, here the heightshould be approximately in the middle of the chassis beam.
Measure the deepest deformation at the outer body skin of the vehicle (beginning ofdeformation, mark 1 at the front left tyre) in x-direction and the ‘end’ of deformationin y-direction (mark 5 in x-direction ↔ smallest deformation should usually end in
front of the longitudinal beam).
Measure three freely selectable deformation points (striking points like kinks orbumps) in almost equal distances in between mark 1 and 5. Please consider as wellcompressed bumper parts as expected in a real accident scenario.

3.2.2

3.2.3

51
3.2.4

1500

The measured values should be exported to the assessment file (.csv-format). Please
note, that there is one additional column in the template to set limits for thecalculation model (mark 6: x6 = 0 mm and y6 = y5 + 100mm).
0700

185
500

550425deformation

780
380

1200
160

1300
0endpoint

Content of CSV-file:
1;0;520;780;1050;1400;
460;610;580;650;330;0;

3.2.5

Please see also Appendix I for special cases of deformation, e. g. broken crossmember, lost front tyre, cutting of longitudinal beam after removing barrier, etc.

4.

Frontal Full Width Impact

4.1
4.1.1

Before Test
Please refer to Section 3.1 and if necessary, repeat steps 3.1.1 to 3.1.3.

4.2
4.2.1

After Test
Measure the beginning and the end of the deformation in x-direction, here the heightis negligible.
Measure the deepest deformation at one single point of the outer body skin of the car.
Please consider as well compressed bumper parts as expected in a real accident
scenario.

4.2.2

4.2.3

Finally, the measured value should be exported to the assessment file (.csv-format).

Content of CSVfile:
1;0;0;545;

5.
5.1

5.2
5.2.1

Side AE-MDB Impact
The following procedure describes the standard measurements for the MDB sideimpact. For laboratories that are able to perform the advanced measurement
procedure (see Appendix II) can be performed instead
Before Test
For the pre- and post-crash measurements of the side MDB vehicle, the following
coordinate system shall be used:
X = 0 in the most forward point of the car (measured pre-crash in the MPDB
measurement)
Y-axis is the lateral axis of the vehicle
X-Y-plain is the ground, considering the design ride heights. It may be necessary to
calculate the correct ground level, using the design ride heights from the pedestrian
tests and the wheel arch points measured in 3.1.3.

5.2.2
5.2.3

Ensure that the vehicle is loaded, so that the ride heights are the same as under test
conditions.
Create a grid of points (2100x750mm) with an equal distance of 150mm on theimpact zone, where the centre of the grid equals the midpoint of the impact zone
(referring to the target centreline of the barrier). This will be a number of 90 points
in total. Only points that meet vehicle structure must be marked. The marking shallbe robust enough to withstand the impact.

XTargetli
ne

XGrid

150mm

Target Impact Line

XGrid = XTargetline – 1.050 mm

76

X=XGrid+077Z=900…

…

X=XGrid+0…

…

17

X=XGrid+0
Z=150

X=XGrid+150…

…

18

X=XGrid+150
Z=150

X=XGrid+300…

…

X=XGrid+300
Z=150

90

…

…

…

…
…

…
…

30

…
…

X=XGrid+2.100
Z=900

…

Z=300
3…
…

…

Z=300
2…

X=XGrid+300
Z=900

…

Z=300
178

Z=900

…
16

X=XGrid+150

X=XGrid+2.100
Z=300

15

X=XGrid+2.100
Z=150

5.2.4

Measure all marked points on the vehicle surface. Points that don’t exist (see redpoints in picture above) must be added manually to complete the grid. These points
have to include the calculated X- and Z-position; Y shall be set to “0”.

5.3
5.3.1

After Test
Measure all marked points on the vehicle surface. Points that don’t exist have to be
added manually to complete the grid. These points have to include the calculated Xand Z-position; Y shall be set to “0”.
Most points will vary in X and Z Test, compared to the pre-test measurement. Thiscan be ignored.
Calculate ΔY (Yundeformed – Ydeformed) for each grid point.
Finally, the coordinates of the grid points with the related ΔY values should beexported to the assessment file (.csv-format).

5.3.2
5.3.3
5.3.4

Content of CSV-file:
4;XGrid+0;XGrid+150;XGrid+300;XGrid+450;……..…; XGrid+2100;150;13;62;88;52;……..…;128;300;44;64;96;131;……..…;78;
450;38;67;120;138;……..…;124;…;…;…;…;…;……..…;…;
900;111;97;131;147;……..…;117;

6.

Side Oblique Pole Impact

6.1
6.1.1

Before Test
Pre-crash measurement not required

6.2
6.2.1

After Test
Measure the beginning and the end of the deformation in x-direction, here
the height is negligible.
Measure the deepest deformation, the start and the end of the penetration
through the pole in x-direction at the following three heights: sill, transition
door window, roof frame.

6.2.2

You can carry out these measurements manually using a ruler.
6.2.3
Place two rulers on a flat floor so that the zeros of the two rulers meet at thefront left corner of the vehicle. The ruler at the front should be perpendicular
to the front of the vehicle. The ruler on the vehicle side of the pole should bein curse with both wheel contact points.

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146.2.4

6.2.5

6.2.6

Measure the distance from the front of the vehicle to the beginning of thedeformation in x-direction. The deformation usually begins between thefender and the driver's door.
Measure the end of the deformation in the same way. The end of thedeformation is usually indicated by a dent in the roof frame.

Define the vehicle shape of the undeformed side using a plumb. Therefore,
measure the distance from the plumb line (on top of the ruler’s outer edge)
to the outer body skin (striking point) at the heights described in 6.6.2. Notethe values for further calculations in the EES assessment file (MS Exceltemplate).

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6.2.7

Measure the deepest deformation caused by the pole at the common threeheights in y and x direction (same procedure as in 6.2.6). Also, the beginningand the end (bend points) of the penetration of the pole into the vehicle
structure shall be measured.

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Finally, the measured values should be exported to the assessment file (.csvformat).

height6.2.8

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start

deformation

end

17

Content of CSV-file:4;1510;2310;2350;2500;3050;
1750;0;330;360;300;0;
1260;0;320;340;290;0;
150;0;300;310;270;0;

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7.
7.1
7.1.1

Pedestrian Protection
Measurement of chassis beams
The following measurement shall be performed to evaluate the structure of
the EES model, i.e. the position of the chassis beam is needed. Therefore,
measure the distances illustrated in the figure below. Please note, that thismeasurement can only be done for conventional and hybrid electric vehicles(no BEV).

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19

8.
8.1
8.2
8.3

EES Upload Client
Please follow the quick start instructions which were delivered together withthe EES Upload Client by Fraunhofer.
Dimensions from Manufacturers’ Request (length, width, height of vehicle)
are needed to fulfil all requirements of the Upload Client.
This is a platform to send out the data to the Server of Fraunhofer. The test
data (vehicle channels), deformation pictures, 3D measurements and a griddefinition need to be uploaded. Upload should take about 5 minutes.

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Appendix IExamples of special cases of deformation, e. g. broken cross member, lost front tyre,cutting of longitudinal beam after removing barrier etc. will be added to this document
when they become available.
Please provide any examples to the Euro NCAP Secretariat and ADAC withphotographs.

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Appendix II
1
1.1
1.2
1.3

Advanced MDB side impact measurement procedure
Cover gaps on the impact side with masking tape to avoid holes in thefollowing scan process
Scan the impact side of the vehicle.
Create a grid of points (2000x800mm) with an equal distance of 50mm on
the impact zone, where the centre of the grid equals the mid-point of theimpact zone (referring to the hit point of the barrier). This will be a numberof 697 points in total.

XTargetli
ne

XGrid
150mm

Target Impact Line

XGrid = XTargetline – 1.000 mm

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22657

X=XGrid+0658

Y=083

…

Z=950
…

1.4

1.5

1.6
1.7

…

…

697

X=XGrid+2.000

Y=0…

Y=0

Z=950

…

Z=950

…

…

…

…

…

…

…

…

…

…

…

…

…

…

…

X=XGrid+084

X=XGrid+5085

Y=0Z=250

1…

X=XGrid+100…

Y=042659

Y=0Z=950…

X=XGrid+50

X=XGrid+0

Z=250
43

X=XGrid+5044

X=XGrid+100…

…

Y=0

Z=250…

Z=250

X=XGrid+100…

…

Y=0

Y=0Y=0

Z=200

Z=200

Z=200…

2

X=XGrid+50

3

X=XGrid+2.000

Y=0…

X=XGrid+0123…

X=XGrid+100…

…

Y=0

Y=0

Y=0…

Z=150

Z=150

Z=150…

82

41

X=XGrid+2.000
Y=0
Z=200
X=XGrid+2.000
Y=0Z=150

The grid points shall be projected on the mesh of the scanned vehicle surface
along the Y axis. Do this for the scan of the undeformed vehicle as well as
for the scan of the deformed vehicle.
It may be that some points do not hit the mesh (e.g. because of holes in themesh). This can be ignored if the points are outside the vehicle structure.
Points on the vehicle structure should be placed as close as possible to thedesired position by considering the Y value of the neighbouring grid points
or the surrounding mesh surface.
Calculate ΔY (Yundeformed – Ydeformed) for each grid point.
Finally, the coordinates of the grid points with the related ΔY values should
be exported to the assessment file (.csv-format).

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