Technical Bulletin

Proposed Pedestrian Grid
Procedure - Data Collection

Version 1.0

November 2010
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TitleVersionDocument Number
AuthorDate
Related Documents
StatusApplication Date

Proposed Pedestrian Grid Procedure Data Collection
1.0
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Euro NCAP Secretariat
November 2010
Euro NCAP Pedestrian Testing Protocol
Information
Immediate.

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Background
Currently, the Euro NCAP working group on pedestrian protection is developing a
new method for assessing the protection offered to pedestrians. This method is based
upon the application of a grid to the upper surface, where the individual grid points
are evaluated rather than selected ‘worst case’ test locations. Any new method
developed by the group must at least be of equal stringency to that of the current
procedure. The new pedestrian procedure will be introduced in 2013 at the earliest.
In order to facilitate the development of a grid procedure, the working group needs toevaluate the suitability of data upon which an assessment can be based. Therefore,
starting as of 2011 vehicle assessments, the Euro NCAP board has agreed that thework of the group can be ‘piggy backed’ onto official tests using the current
procedure. Additionally, vehicle manufacturers have been asked to support this workby supplying in-house data.
A sufficient amount of data will be required to enable a successful trail of the gridprocedure in the coming period. The reliance will be on test laboratories and vehicle
manufacturers to undertake the required actions to support the development of theprocedure.

Grid marking
All vehicles assessed will have the grid markings applied to the upper surface of thevehicle along with the current zone markings. Both marking procedures will beapplied as part of the normal pedestrian testing programme. The marking out
procedure is detailed in the draft Pedestrian testing protocol update (see Appendix).
Vehicle manufacturers will be asked to supply details of their own grid marking to thetest vehicle. This may be in the form of CAE or physical markings and should be
supplied when returning the equipment matrix, a comparison between the two willthen be made by the assigned laboratory. A small number of grid points must be
measured using a 3D arm (all centreline points and four random points on/near SRL).

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Manufacturer Predicted data
Euro NCAP has requested that industry supply ‘predicted’ data during pedestrian
assessments. A further request for data will be made in the vehicle equipment matrix
that is provided by the Secretariat. The vehicle manufacturer should inform theSecretariat whether or not they are willing to supply predicted data when returning thecompleted equipment matrix. Euro NCAP would like to encourage vehicle
manufacturers to supply as much data as possible, ideally covering all of the worst
case/shifted points and the two legform impactors. However, there is no minimum
requirement for the supply of data.
Headform data:
The data may be generated by the use of CAE and/or in house physical testing
provided that it is made clear how the data was generated. Euro NCAP asks that HIC
values are provided to enable a more robust assessment of the accuracy of CAE
models. However, where this is not the case, the data must be based on the proposed 5
colour bands covering HIC650-1700:
Green
Yellow
OrangeBrown
Red

HIC < 650
650 < HIC < 1000
1000 < HIC < 1350
1350 < HIC < 1700
1700 < HIC

Euro NCAP would like to stress that ANY data supplied by the vehicle manufacturer
will not be used to influence the selection of worst case test locations, nor used in any
other way in the vehicle assessment. To this end, the worst case test points will bechosen prior to the submission of predicted data. The selected worst case locations
will then be frozen and not subject to future scrutiny, for example during the post test
inspection. However, the vehicle manufacturer must submit their predicted data to theSecretariat prior to the commencement of testing. This is to ensure that data is a real
prediction.
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Legform and Upper legform data:
Data is needed for all of the impactors used by Euro NCAP, including upper legformand legform. Consideration will be given to applying a fixed grid philosophy to thebonnet leading edge and bumper as well as the upper surface of the vehicle. Initially,a comparison should be made between the results of worst case test locations andpredicted data to the bumper and BLE. Euro NCAP requests that vehicle
manufactures who have predicted data to these areas supply this information to aid
development of the proposed procedure.

Headform Point Shifting
In order to maximise the amount of usable data, the Euro NCAP board agreed that theworst case test locations may be ‘shifted’ to a nearby grid point if appropriate. The
first step will be for the test laboratory to choose worst case test locations, as normal,
and guidance to help establish the appropriateness of shifting a point is given below.
However, it must be stressed that it is not essential that any or all worst case points are
shifted. The overriding principle is that all vehicles are to be assessed in a way that isrepresentative of the current protocol to ensure vehicles are treated fairly. Points
should only be shifted to a grid point expected to give very similar results.
The vehicle manufacturer will inform Euro NCAP if they are willing to provide any
predicted data via the equipment matrix. If NO data is to be provided, then shifting
will not take place for any points and the normal procedure will be followed. Only theindividual points that the manufacturer agrees to supply data for are eligible to be
shifted. If the manufacturer agrees to provide predicted data on worst case points
instead of grid points, then shifting will not take place and normal procedure will befollowed. ALL predicted data must be provided before testing begins, but after all test
points (Euro NCAP & manufacturer) have been selected.
1. The laboratory shall mark both the grid AND current zones for ALL test vehicles.
This will be the case even if no predicted data is to be provided. A small numberof grid points must be measured using the 3D arm (all centreline points and four
random points on/near SRL).
2. The laboratory will choose worst case points as normal (including spacing
requirements).
3. The vehicle manufacturer may nominate additional test zones for assessment asnormal. The laboratory will then select the worst case points in those nominatedzones as normal. Where appropriate, worst case points may be shifted to grid
points, but the point must remain within the quarters nominated by the vehicle
manufacturer. If an appropriate grid point cannot be found, then no shift will bemade and the worst case location will be tested as normal.
4. Where appropriate, worst case points are to be shifted to the closest or mostappropriate grid point. The point must remain within the same zone (A1, A2 etc)
as the original worst case points. If an appropriate grid point cannot be found, thenno shift will be made and the worst case location will be tested.
5. Points must not be shifted from a clearly worst case structures e.g. wing edge, Apillar, wipers/spindles to a grid point/structure that is deemed less injurious.
6. The spacing requirement between test points (165mm) will only apply to worst
case points (i.e. between two worst case points as well as between one worst casepoint and a test point on the grid).
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7. The spacing requirement to the Side Reference Lines (82.5mm, except A-Pillar)
will apply to all points.
8. All point nominations and shifting must be completed prior to testing.
9. Once all points have been identified the vehicle manufacturer must provide
predicted colour or HIC data to the Secretariat before testing begins.
10. The predicted data must either be HIC values or based on 5 colour bands covering
HIC650-1700 and must also indicate whether it is CAE derived or physical test
data.
11. Where there are any doubts about shifting a test point e.g. proximity to SRL,
spacing issues, lack of grid points in a quarter, then the default position will be to
not shift the point. The worst case point will be tested as per the normal
procedure.
Example 1.
Below shows an example of where a worst case point may be shifted to an appropriate
grid point. Underlying structures are the same and the results are not expected tochange as a result of the shift.

Example 2.
Below shows an example of where the worst case point may NOT be shifted to thegrid point further up the windscreen.

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APPENDIX
Proposed grid marking procedure, as at November 2010, based on the Euro NCAP
Pedestrian Testing Protocol V5.1, January 2010.
2.7 Marking the Bonnet Rear Reference Line
The Bonnet rear reference line is defined as the geometric trace of the most rearward
points of contact between a 165mm sphere and the frontal upper surface, when thesphere is traversed across the frontal upper surface, while maintaining contact withthe windscreen.
2.7.1 Remove the wiper blades and arms.
2.7.2 Place a 165mm sphere at the vehicle centreline on the frontal upper surface sothat the rearmost point of contact is with the moveable bonnet top.
2.7.3 Mark the most forward point of contact between the sphere and the vehicle’s
frontal upper surface. Repeat this at suitable increments moving outboard until
the sphere contacts the side reference line on both sides of the vehicle. See
Figure 2.6
Bonnet rearreference line

SphereFigure 2.6
Bonnet rear reference line
2.7.4 Where there is a gap in the rear bonnet reference line, for example at thetransition between the windscreen and A-pillar, a straight line shall be drawn
between the last two points of contact. See Figure 2.7.

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Figure 2.7
Gap in bonnet rear reference line
2.7.5 If the bonnet rear reference line is located at a wrap around distance of morethan 2100mm, the bonnet rear reference line is defined by the geometric traceof the 2100mm wrap around distance.
2.7.6 Where the bonnet rear reference line and side reference line do not intersect,
the bonnet rear reference line is extended and/or modified using a semi-circulartemplate, of radius 100mm. The template shall be made of a thin flexible sheet
material that easily bends to a single curvature in any direction. The template
shall, if possible, resist double or complex curvature where this could result inwrinkling. The recommended material is a foam backed thin plastic sheet toallow the template to ‘grip’ the surface of the vehicle.
2.7.7 The template shall be marked up with four points ‘A’ through ‘D’, as shown in
Figure 2.8, while the template is on a flat surface. The template shall be placedon the vehicle with Corners ‘A’ and ‘B’ coincident with the side reference line.
Ensuring these two corners remain coincident with the side reference line, thetemplate shall be slid progressively rearwards until the arc of the templatemakes first contact with the bonnet rear reference line. Throughout the process,the template shall be curved to follow, as closely as possible, the outer contourof the vehicle’s bonnet top, without wrinkling or folding of the template. If thecontact between the template and bonnet rear reference line is tangential andthe point of tangency lies outside the arc scribed by points ‘C’ and ‘D’, thenthe bonnet rear reference line is extended and/or modified to follow thecircumferential arc of the template to meet the side reference line, as shown in
Figure 2.9.
2.7.8 If the template cannot make simultaneous contact with the side reference line
at points ‘A’ and ‘B’ and tangentially with the bonnet rear reference line, or the
point at which the bonnet rear reference line and template touch lies within thearc scribed by points ‘C’ and ‘D’, then additional templates shall be used
where the radii are increased progressively in increments of 20mm, until all theabove criteria are met.
2.7.9 Once defined, the modified bonnet rear reference line is assumed in all
subsequent paragraphs and the original ends of the line are no longer used;
2.7.10 Replace the wiper arms and blades.

Figure 2.8
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Rear bonnet reference line template

Figure 2.9
Extension of rear bonnet reference line
2.8 Marking Wrap Around Distances
The test area is defined as the outer structure that includes the upper surface of allouter structures. It includes, but is not limited to, the bonnet, wings, windscreen
scuttle, wiper arms/spindles, windscreen frame, A-pillars and roof. It is bounded by
the geometric trace of the 1000mm wrap around line in the front, as defined in section
2.7, the Bonnet Side Reference Lines, as defined in section 2.5, and the 2100mm wrap
around line. The moveable bonnet top is defined as all structures connected to thebonnet that move with the whole assembly when opened. All other areas, such as theplastic scuttle, wipers and parts that do not move when opening the bonnet areconsidered to be the windscreen base area. The rear edge of the bonnet is the mostrearward point of the moveable bonnet top when it is closed.
2.8.1
2.8.2

Begin at the vehicle centreline.
Place the end of a flexible tape measure or graduated wire on the floor
vertically below the front edge of the bumper.
2.8.3 Wrap the tape (or wire) over the bumper, bonnet windscreen and roof ensuringthat it is maintained in a vertical longitudinal (X, Z) plane and that its end is
still in contact with the ground. The tape should be held taut throughout theoperation, vertically below the front face of the bumper, see Figure 2.6.

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2100mm
1700mm
1500mm
1 000mm

Wrap arounddistance

Figure 2.6
Determination of wrap around lines
2.8.4

2.8.5

2.8.6

2.8.7
2.8.8

2.8.9

Mark on the bonnet top, windscreen, A-pillars and/or roof the Wrap AroundLines of 1000mm, 1500mm, 1700mm and 2100mm. These are the geometrictraces described on the outer surface of the vehicle by the end of flexible tapeor wire 1000, 1500, 1700 or 2100mm long, when it is held in a vertical fore/aftplane of the car and traversed across the front of the bonnet and bumper.
Where any of the WAD’s lie below the outer contour of the vehicle, forexample in the gap behind the bonnet, using the tape (or wire) approximate theouter contour of the vehicle horizontally rearward from the last point ofcontact and project the WAD vertically down onto the underlying structure.
Reposition the end of the tape on the ground no further than 100mm laterally
outboard starting at the vehicle centreline up to the Corner of Bumper. The
tape should be stretched over the A-pillars where necessary.
Repeat steps 2.8.2 to 2.8.6 until the width of the vehicle has been marked up to
the Side Reference Lines.
Join the points marked on the bonnet to form lines at wrap around distances of
1000mm, 1500mm, 1700mm and 2100mm. Points located between 1000 and
1500mm WAD will be assessed using the child/small adult headform. Points
between 1700 and 2100 mm WAD will be assessed with the adult headform,
see Figure 2.7.
Where the bonnet rear reference line is between 1500mm-1700mm WAD,
points forward of the line will be assessed using the child/small adultimpactor. Points rearward of the bonnet rear reference line between 1500mm1700mm WAD will use the adult impactor.

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2100mm Wrap Around Line

1700mm Wrap Around Line

1500mm Wrap Around Line

1000mm Wrap Around LineSide Reference Line

Figure 2.7
1000mm-2100mm Wrap Around Lines

2.9 Marking Headform Impact Area Grid Points
2.9.1 Mark the longitudinal centreline of the vehicle on the bonnet top, windscreen
and roof.
2.9.2 Mark Wrap Around Distances (not lines) on the centreline only at 100mm
intervals. Start from Wrap Around Distance 1000mm and end at Wrap Around
Distance 2100mm. For vehicles with a V-shaped front end it may also benecessary to mark additional Wrap Around Distances of 2200mm, 2300mm,
etc. See Figure 2.7.
2.9.3 Starting at one of the wrap around distance marks at the centreline, mark grid
points every 100mm in both lateral directions up to the side reference lines.
The 100mm distances are measured horizontally in a lateral vertical planethrough the respective centreline mark and projected vertically onto the vehicle
surface.
2.9.4 Repeat step 2.9.3 for every wrap around distance on the vehicle centreline
until the entire headform impact area is marked with grid points. Depending on
the shape of the vehicle, (e.g. V-shaped vehicle front end) it may be necessary
to also use the wrap around distance points at 2200mm, 2300mm, etc. See
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Figure 2.8a.
2.9.5 For A-pillars only, mark an additional grid point at the intersection of thelateral vertical plane and the side reference line for each wrap around distance.

Wrap around distances (2.8.2)
A-pillar points (2.8.5)

Figure 2.8a
Grid Points
2.9.6 Remove those grid points that have a distance, measured in the lateral Y axis,of less than 50mm to the side reference lines, excluding those points which areon A-pillar side reference line.

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Remove points that are less than
50mm away from the SRL (2.8.6).

Figure 2.8b
Deleting Grid Points
2.9.7 Remove those points that are on the windscreen base/scuttle area between therear edge of the bonnet, as defined in Section 2.8, and the rearmost contact
point of a 165mm diameter sphere and the windscreen base/scuttle. The
windscreen wipers should be removed before performing this operation andreplaced when completed. See Figure 2.8c.
100mm

Rearmost contact point
Point deletedFigure 2.8c
Deleting Grid Points

2.9.8 The remaining grid points are used for the assessment of the vehicle. For
impact testing, these grid points are the aiming points.
2.10 Labelling Grid Points
2.10.1 All child/small adult headform grid points will contain the prefix ‘C’. All adultheadform points will contain the prefix ‘A’.
2.10.2 The grid point will be identified by means of a row and column system. The
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origin will be at the grid point on the vehicle centreline and the 1000mm
WAD. This point will be marked C0,0.
2.10.3 The column on the centreline will be column 0, the adjacent column on theright of the vehicle, as shown below, will be column +1, with the othercolumns increasing by 1 toward the SRL, i.e. +2, +3, ….+8. The column on
the left of the vehicle will be column -1 with the other columns decreasing by
1 toward the SRL, i.e. -2, -3, ….-8.
2.10.4 The rows at the origin will be row 0, the subsequent rows will be marked inincreasing increments of 1 up to the rearmost row.
2.10.5 Every point will be labelled firstly by the relevant headform impactor (A orC), then by the column, then by the row. See Figure 2.9.

Row
12
Column-8Adult,
Column +3,
Row 9
A, +3, 9C,0,0
OriginChild,
column -5,
row 3
C, -5, 3

Figure 2.9
Labelling of the headform test zones
2.11
Dividing the Bonnet Leading Edge Reference Line into Sixths
2.11.1 Using a flexible tape, measure the distance between the two corner reference
points, along the outer contour of the bonnet (measure directly between thecorner reference points and not along the Bonnet Leading Edge ReferenceLine).
2.11.2 Divide the measured distance by six and project forward, parallel to thecentreline of the vehicle, each point onto the bonnet leading edge. See Figure
2.11.
NOTES:
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The division of the bonnet leading edge reference line has resulted in three areas(thirds) across the front of the vehicle, each consisting of two halves.
2.12 Dividing the Bumper Reference Lines into Sixths
2.12.1 Place a flexible measuring tape along the horizontal contour of the Upper
Bumper Reference Line, ignoring any small discontinuities in the bumper
profile, for example licence plate depressions. Using the Bumper Corners as
the extreme measuring points, measure and divide the distance by six, see
Figure 2.11. If the Bumper Corner is not coincidental with the Upper Bumper
Reference Line, then mark a point (Inner Bumper Corner) on the Upper andLower Bumper Reference Lines at the same lateral distance as the Bumper
Corner.
2.12.2 Repeat 2.11.1 for the Lower Bumper Reference Line.
NOTES:The division of the Upper Bumper Reference Line results in three test zones acrossthe front of the vehicle, each consisting of two halves.

Denotes temporary
markings to find intersections

Corner Reference Point

Inner Bumper Corner
Bumper Corner

Figure 2.11
Division of the Bonnet Leading Edge and Upper Bumper Reference Lines
2.13
Bumper Lead
2.13.1 This is defined as the horizontal distance between the Bonnet Leading Edge
Reference Line and the Upper Bumper Reference Line. The bumper lead mayvary across the front of the car; therefore, the bumper lead must be measured
separately at all selected bonnet leading edge impact points.
2.13.2 The bumper lead will be used in Section 8.
2.13.3 Position a vertical straight edge in contact with the Upper Bumper ReferenceLine positioned longitudinally to align with the Bonnet Leading Edge impact
point chosen later in Section 3.
2.13.4 Measure the horizontal longitudinal distance from the Bonnet Leading Edge
Reference Line to the vertical straight edge. This is the bumper lead at thatpoint. Alternatively a 3D measuring arm can be used to establish this distance.
Record the Bumper Lead for each impact point.
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2.14
Bonnet Leading Edge Height
2.14.1 This is defined simply as the vertical height above the ground of the Bonnet
Leading Edge Reference Line. This line follows the contours of the bonnet
and its height may vary across the front of the car, therefore, the bonnet
leading edge height must be measured separately at all selected Bonnet
Leading Edge impact points, which will be chosen in Section 3.
2.14.2 The bonnet leading edge height will be used in Section 8.
2.14.3 Position a horizontal straight edge with one end in contact with the impact
point on the Bonnet Leading Edge Reference Line and measure the verticaldistance to the ground. Alternatively use a 3D measuring arm to measure andrecord the Bonnet Leading Edge height for each impact point.
2.15
Labelling the Bonnet Leading Edge and Bumper Test Zones
2.15.1 Beginning with the Bonnet Leading Edge Reference Line, move from the righthand side of the vehicle to the left hand side of the vehicle the first third (twosixths) is labelled U1. The remaining thirds are then labelled U2 and U3.
2.15.2 Each third has been divided into two, beginning with the first sixth within U1,label from the right hand side of the vehicle to the left hand side of the vehiclealphabetically i.e. A and B. Repeat this for the remaining two thirds.
2.15.3 Repeat steps 2.14.1 and 2.14.2, for the Bumper Reference Lines, replacing U
with L. See Figure 2.12.

U

A

L

A

1

1

B

B

A

A

2

2

B

B

A

A

3

B

3

B

Bonnet Leading Edge Reference

Upper Bumper Reference Line

Figure 2.14
Labelling the Bonnet Leading Edge and Bumper Test Zones

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