2006/368/EC: Commission Decision of  20 March 2006  on the detailed technical requirements for carrying out the tests specified in Directive 2005/66/EC of the European Parliament and of the Council relating to the use of frontal protection systems on motor vehicles  (notified under document number C(2006) 776)   (Text with EEA relevance)
Date: 2006-03-20
Institutions: European Commission
Subjects: Community certification, motor car, motor vehicle, pedestrian, road safety, safety device, technical specification, technical standard, testing

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COMMISSION DECISION

of 20 March 2006

on the detailed technical requirements for carrying out the tests specified in Directive 2005/66/EC
of the European Parliament and of the Council relating to the use of frontal protection systems
on motor vehicles
(notified under document number C(2006) 776)

(Text with EEA relevance)

(2006/368/EC)

THE COMMISSION OF THE EUROPEAN COMMUNITIES,

HAS ADOPTED THIS DECISION:

Having regard to the Treaty establishing the European Com-
munity,

Having regard to Directive 2005/66/EC of the European Parlia-
ment and of the Council relating to the use of frontal protec-
tion systems on motor vehicles and amending Council Direc-
tive 70/156/EEC (1), and in particular Article 4(1) thereof,

Whereas:

(1)

(2)

(3)

(4)

the basic requirements
Directive 2005/66/EC sets out
the Community type-approval of motor vehicles
for
with regard to the use of
frontal protection systems
and the type-approval of frontal protection systems as
separate technical units.

It is necessary to lay down the detailed technical re-
quirements for
the tests laid down in Section 3 of
Annex I to that Directive.

Since those tests are based on the scientific work
performed by the European Enhanced Vehicle Safety
Committee (EEVC), the detailed technical requirements
should also be based on the EEVC recommendations.

In order to ensure the safety of pedestrians and other
road users, it should be possible for a frontal protection
system which has been designed for more than one
vehicle type to be type-approved separately for every
type. However,
the test authority should be able to
waive additional tests in cases where the vehicle types
for which the frontal protection system is intended are
sufficiently similar, or the frontal protection system is
sufficiently similar to models which have already been
tested.

(5)

The measures provided for
in this Decision are in
accordance with the opinion of the Committee estab-
lished under Directive 70/156/EC,

Article 1

1.
The detailed technical requirements necessary to carry out
the tests relating to the use of frontal protection systems as
original equipment fitted to a motor vehicle and as separate
technical units, specified in Section 3 of Annex I to Directive
2005/66/EC, are laid down in the Annex to this Decision.

in the case of

the tests for type approval of
2. Where,
a frontal protection system as original equipment
fitted to
a vehicle, the system to be tested has been designed for use
on more than one vehicle type, that system shall be type-
approved separately for every vehicle type for which it
is
intended.

However,
the test authority shall have the power to waive
additional tests where the intended vehicle types or the frontal
protection system models are considered to be sufficiently
similar.

Article 2

This Decision shall apply from 26 November 2006.

Article 3

This Decision is addressed to the Member States.

Done at Brussels, 20 March 2006.

For the Commission

GÜNTER VERHEUGEN
Member of the Commission

(1) OJ L 309, 25.11.2005, p. 37.

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ANNEX

TABLE OF CONTENTS

PART I

PART II

Definitions.

Chapter I:

Test set-up.

Chapter II:

Test provisions.

Chapter III:

Lower legform to frontal protection system.

Chapter IV:

Upper legform to frontal protection system.

Chapter V:

Upper legform to frontal protection system leading edge.

Chapter VI:

Child/small adult headform to frontal protection system.

Appendix 1:

Impactor certification

PART I

1.

DEFINITIONS

34

37

37

38

42

44

49

51

1.1.

1.2.

1.3.

1.4.

1.5.

1.6.

1.7.

1.8.

1.9.

In addition to the definitions set out in Article 2 of Directive 2005/66/EC of the European Parliament and the
Council and in Section 1 of Annex I thereto, the following shall apply:

‘Ground reference level’ means the horizontal plane parallel to the ground level, representing the ground level for
a vehicle placed at rest on a flat surface with the hand brake on and the vehicle positioned in its normal ride
attitude.

‘Corner of frontal protection system’ means the frontal protection system’s point of contact with a vertical plane,
which makes an angle of 60° with the vertical longitudinal plane of the vehicle and is tangential to the outer
surface of the frontal protection system. The bottom edge of the plane must be at ground reference level, as
described in paragraph 1.1, and the top edge at a height of 600 mm. (see Figure 5).

‘Third of the frontal protection system’ means the geometric trace between the corners of the frontal protection
system, measured with a flexible tape following the outer horizontal contour of the frontal protection system,
divided into three equal parts.

‘Frontal protection system leading edge’ means the uppermost outer structure of the frontal protection system and
excludes the vehicle bonnet and wings, the upper and side members of the headlight surround and any other
attachments such as grills protecting only lights (see Figure 4).

‘Frontal protection system leading edge height’ for any section of the frontal protection system means the vertical
distance between the ground reference level and the frontal protection system leading edge reference line, with
the vehicle positioned in its normal ride attitude.

‘Frontal protection system lead’ for any point on a frontal protection system means the horizontal distance between
the upper frontal protection system reference line and the position of the point being considered on the frontal
protection system. This distance must be measured on a vertical plane parallel to the vertical longitudinal plane
of the vehicle.

‘Corner of
frontal protection system leading edge’ means the frontal protection system’s point of contact with
a vertical plane which makes an angle of 45° with the vertical longitudinal plane of the vehicle and is tangential
to the outer surface of the frontal protection system. The bottom edge of the plane must be at a height of
600 mm, or 200 mm below the highest part of the frontal protection system, whichever is the higher.

‘Third of the frontal protection system leading edge’ means the geometric trace between the corners of the frontal
protection system upper leading edge measured with a flexible tape following the horizontal outer contour of
the frontal protection system, divided into three equal parts.

‘Frontal protection system wrap around distance’ of any point on the frontal protection system means the distance to
that point measured by a flexible tape held in a vertical fore and aft plane of the vehicle. The tape is held taut
with one end in contact with that point and the other end held in contact with the ground. The end in contact
with the ground should be vertically below the lowest point of contact of the tape with the frontal protection
system or vehicle (see Figure 3). The vehicle is positioned in the normal ride attitude.

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1.10.

‘Essential outer front end dimensions’ means solid points in space of the test frame, representing all points of the
actual intended vehicle type where the frontal protection system would be liable to impact on the vehicle during
testing.

1.11. The ‘centre of the knee’ of the legform impactor means the point about which the knee effectively bends.

1.12. The ‘femur’ of the legform impactor is defined as all components or parts of components (including flesh, skin
instrumentation and brackets, pulleys, etc. attached to the impactor for the purpose of

covering, damper,
launching it) above the level of the centre of the knee.

1.13. The ‘tibia’ of the legform impactor is defined as all components or parts of components (including flesh, skin
covering, instrumentation and brackets, pulleys, etc. attached to the impactor for the purpose of launching it)
below the level of the centre of the knee. Note that the tibia as defined includes allowances for the mass etc. of
the foot.

Determination of upper frontal protection system reference line

Figure 1

Determination of lower frontal protection system reference line

Figure 2

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Determination of frontal protection system wrap around distance

Figure 3

Determination of frontal protection system leading edge reference line

Figure 4

Figure 5

Determination of corner of frontal protection system.

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PART II

CHAPTER I

Test set-up

1.

Testing the frontal protection system as original equipment fitted to a vehicle.

1.1.

The frontal protection system mounted on the vehicle must comply with the conditions laid down in Section
2 of Annex I to Directive 2005/66/EC.

1.2.

The vehicle must be in its normal ride attitude and either securely mounted on raised supports or at rest on
a flat surface with the handbrake on. The vehicle must be fitted with the frontal protection system to be tested.
The fitting instructions from the manufacturer of the frontal protection system must be followed and these
should include tightening torques for all fixings.

1.3. All devices designed to protect pedestrians and other vulnerable road users must be correctly activated before
and/or be active during the appropriate test. The applicant must demonstrate that the devices will function as
intended if the vehicle strikes a pedestrian or other vulnerable road user.

1.4. Any vehicle component that could change shape or position, such as ‘pop-up’ headlamps, other than devices to
protect pedestrians and other vulnerable road users, must be set to a shape or position that the test authorities
consider to be most appropriate for these tests.

2.

Testing of frontal protection system as separate technical unit.

2.1. Where only a frontal protection system is supplied for tests, it shall be possible to comply with the conditions
laid down in Section 2 of Annex I to Directive 2005/66/EC when fitted to the vehicle type to which the separate
technical unit type-approval relates.

2.2.

The test may be carried out either with the frontal protection system mounted on a vehicle of the type for
which it is intended or on a test frame closely representing the essential outer front end dimensions of the
intended vehicle type. If, when using a test frame, the frontal protection system makes contact with the frame
during testing, the test must be repeated with the frontal protection system mounted on the actual vehicle type
for which it is intended. In the case of testing carried out when the frontal protection system is mounted on
a vehicle the conditions of Section 1 shall apply.

CHAPTER II

Test provisions

1.

To be approved, frontal protection systems must comply with the test provisions laid down in Section 3 of
Annex I to Directive 2005/66/EC.

2.

P r o p u l s i o n s y s tem s

2.1.

2.2.

2.3.

The lower legform impactor for the frontal protection system tests shall be in ‘free flight’ at the moment of
impact. The impactor shall be released to free flight at such a distance that the test results are not influenced by
any contact of the impactor with the propulsion system during rebound of the impactor.

The upper legform impactor for tests to the frontal protection system and the frontal protection system upper
leading edge shall be mounted to the propulsion system, by a torque limiting joint, to prevent large off-centre
loads damaging the guidance system. The guidance system shall be fitted with low-friction guides, insensitive to
off-axis loading, that allow the impactor to move only in the specified direction of impact, when in contact with
the frontal protection system. The guides shall prevent motion in other directions including rotation about any
other axis.

The child/small adult headform impactor for the frontal protection system tests shall be in ‘free flight’ at the
moment of impact. The impactor shall be released to free flight at such a distance from the frontal protection
system that the test results are not influenced by any contact of the impactor with the propulsion system during
rebound of the impactor.

2.4.

In all cases the impactors may be propelled by an air, spring or hydraulic gun, or by other means that can be
shown to give the same result.

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CHAPTER III

Lower legform to frontal protection system

1.

Test p u r p os e

1.1.

To test compliance with the requirements laid down in paragraph 3.1.1 of Annex I to Directive 2005/66/EC.

2.

Tes t p o i n ts

2.1. A minimum of three lower legform to frontal protection system tests must be carried out on test points
between the upper and lower frontal protection system reference lines (see Figures 1 and 2). The test points
must be at positions judged by the test authority to be the most likely to cause injury. Tests must be carried out
to different types of structure where they vary throughout the area to be assessed. The points tested by the test
authorities shall be indicated in the test report.

3.

Tes t a p p ar at u s

3.1.

3.2.

3.3.

3.4.

The lower legform impactor must consist of two foam covered rigid segments, representing femur (upper leg)
and tibia (lower leg), joined by a deformable, simulated knee joint. The overall length of the impactor must be
926 ± 5 mm and comply with the requirements laid down in Section 5 of this Chapter and with Figure 6.
Brackets, pulleys, etc., attached to the impactor for the purpose of
launching it, may extend the dimensions
shown in Figure 6.

Transducers must be fitted to measure knee-bending angle and knee-shearing displacement. One uni-axial
accelerometer must be fitted to the non-impacted side of the tibia, close to the knee joint, with its sensitive
axis in the impact direction.

The instrumentation response value CFC, as defined in ISO 6487: 2000, must be 180 for all transducers. The
CAC response values, as defined in ISO 6487: 2000, must be 50° for the knee-bending angle, 10 mm for the
shearing displacement and 500 g for the acceleration.

The impactor must meet the performance requirements specified in Section 2 of Appendix I, and must be fitted
with deformable knee elements from the same batch as those used in the certification tests. The impactor must
also be fitted with foam cut from one of up to four consecutive sheets of Confor™ foam flesh material, or
equivalent, produced from the same batch of manufacture (cut from one block or bun of foam), provided that
foam from one of these sheets was used in the dynamic certification test and the individual weights of these
sheets are within ± 2 % of the weight of the sheet used in the certification test. The certified impactor may be
used for a maximum of 20 impacts before re-certification. With each test new plastically deformable knee
elements should be used. The impactor must also be re-certified if more than one year has elapsed since the
previous certification or if any impactor transducer output, in any impact, has exceeded the specified CAC.

3.5.

The impactor must be mounted, propelled and released as specified in Chapter II.

4.

Tes t p r o c e du r e

4.1.

The stabilised temperature of the test apparatus and the vehicle or separate technical unit must be 20° ± 4°C.

4.2.

Tests must be made to the frontal protection system at points selected under paragraph 2.1.

4.3.

4.4.

4.5.

The direction of impact must be in the horizontal plane and parallel to the longitudinal vertical plane of the
frontal protection system as mounted on the vehicle or mounting frame. The tolerance for the direction of the
velocity vector in the horizontal plane and in the longitudinal plane must be ± 2 ° at the time of first contact.

The axis of the impactor must be perpendicular to the horizontal plane with a tolerance of ± 2 ° in the lateral
and longitudinal plane. The horizontal, longitudinal and lateral planes are orthogonal to each other (see Figure
8).

The bottom of the impactor must be 25 mm above ground reference level at the time of first contact with the
frontal protection system (see Figure 7), with a ± 5 mm tolerance. When setting the height of the propulsion
system, an allowance must be made for the influence of gravity during the period of free flight of the impactor.

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4.6. At the time of first contact the impactor must have the intended orientation about its vertical axis, for the

correct operation of its knee joint, with a tolerance of ± 5 °.

4.7. At the time of the first contact the centre line of the impactor must be within ± 10 mm tolerance to the

selected impact position.

4.8. During contact between the impactor and the frontal protection system, the impactor must not contact the

ground or any object which is not part of the frontal protection system or the vehicle.

4.9.

5.

5.1.

The impact velocity of the impactor when striking the frontal protection system must be 11,1 ± 0,2 m/s. The
effect of gravity must be taken into account when the impact velocity is obtained from measurements taken
before the time of first contact.

L ow e r le g fo r m i mp ac to r
The diameter of the femur and tibia must be 70 ± 1 mm and both must be covered by foam ‘flesh’ and skin.
The foam flesh must be 25 mm thick Confor ™ foam type CF-45, or equivalent. The skin must be made of
neoprene foam, faced with 0,5 mm thick nylon cloth both sides, with an overall thickness of 6 mm.

5.1.1. The length of the femur and tibia must be 432 mm and 494 mm from the centre of the knee respectively.

5.2.

5.3.

5.4.

The total mass of the femur and tibia must be 8,6 ± 0,1 kg and 4,8 ± 0,1 kg respectively, and the total mass
of the impactor must be 13,4 ± 0,2 kg.

The centre of gravity of the femur and tibia must be 217 ± 10 mm and 233 ± 10 mm from the centre of the
knee respectively.

The moment of inertia of the femur and tibia, about a horizontal axis through the respective centre of gravity
impact, must be 0,127 ± 0,010 kgm2 and 0,120 ± 0,010 kgm2
and perpendicular
respectively.

to the direction of

5.5. A uni-axial accelerometer must be mounted on the non-impacted side of the tibia, 66 ± 5 mm below the knee

joint centre, with its sensitive axis in the direction of impact.

5.6.

The impactor must be instrumented to measure the bending angle and the shearing displacement between femur
and tibia.

5.7. A damper must be fitted to the shear displacement system and may be mounted at any point on the rear face of
the impactor or internally. The damper properties must be such that the impactor meets both the static and
dynamic shear displacement requirements and prevents excessive vibrations of the shear displacement system.

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Figure 6

Lower legform impactor with skin and foam covering

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Lower legform to frontal protection system tests for complete vehicle in normal ride attitude (left), for complete vehicle
on supports (centre) or separate technical unit mounted on test frame (right) (as alternative to separate technical unit
mounted on vehicle)

Figure 7

Tolerances of angles for the lower legform impactor at the time of first impact

Figure 8

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CHAPTER IV

Upper legform to frontal protection system

1.

Test p u r p os e

1.1.

To test compliance with the requirements laid down in paragraph 3.1.2 of Annex I to Directive 2005/66/EC.

2.

Tes t p o i n ts

2.1. Upper legform to frontal protection system tests must be carried out to test points selected by the test authority
in accordance with paragraph 2.1 of Chapter III. The points tested by the authorities must be indicated in the
test report.

3.

Tes t a p p ar at u s

3.1.

The impactor must comply with the requirements laid down in Section 5 of this Chapter and with Figure 9.

3.2.

3.3.

3.4.

Two load transducers must be fitted to measure individually the forces applied at either end of the impactor, plus
strain gauges measuring bending moments at the centre of the impactor and at positions 50 mm either side of
the centre line (see Figure 9).

The instrumentation response value CFC, as defined in ISO 6487:2000, must be 180 for all transducers. The
CAC response values, as defined in ISO 6487:2000, must be 10 kN for the force transducers and 1000 Nm for
the bending moment measurements.

The impactor must meet the performance requirements specified in Section 3 of Appendix I, and must be fitted
with foam cut from the sheet of material used for the dynamic certification test. The certified impactor may be
used for a maximum of 20 impacts before re-certification (this limit does not apply to propulsion or guidance
components). The impactor must also be re-certified if more than one year has elapsed since the previous
certification or if any impactor transducer output, in any impact, has exceeded the specified CAC.

3.5.

The impactor must be mounted and propelled as specified in Chapter II.

4.

Tes t p r o c e du r e

4.1.

The stabilised temperature of the test apparatus and the vehicle or sub-system must be 20° ± 4 ° C.

4.2.

4.3.

Tests must be made to the frontal protection system between the corners of the frontal protection system, to
points selected under paragraph 2.1.

The direction of impact must be parallel to the longitudinal axis of the frontal protection system as mounted on
the vehicle or test frame, with the axis of the upper legform vertical at the time of the first contact. The
tolerance to these directions is ± 2 °. At the time of first contact the impactor centre line must be coincident
with the selected test point with a ± 10 mm tolerance both laterally and vertically.

4.4.

The impact velocity of the impactor when striking the frontal protection system must be 11,1 ± 0,2 m/s.

5.

Upper legfor m impactor

5.1.

5.2.

5.3.

The total mass of the upper legform impactor including those propulsion and guidance components which are
effectively part of the impactor during the impact must be 9,5 kg ± 0,1 kg.

The total mass of the front member and other components in front of the load transducer assemblies, together
with those parts of the load transducer assemblies in front of the active elements, but excluding the foam and
skin, must be 1,95 ± 0,05 kg.

The foam must be two sheets of 25 mm thick Confor™ foam type CF-45, or equivalent. The skin must be
a 1,5 mm thick fibre reinforced rubber sheet. The foam and rubber skin together must weigh 0,6 ± 0,1 kg (this
excludes any reinforcement, mountings, etc. which are used to attach the rear edges of the rubber skin to the
rear member). The foam and rubber skin must be folded back towards the rear, with the rubber skin attached
via spacers to the rear member so that the sides of the rubber skin are held parallel. The foam must of such
a size and shape that an adequate gap is maintained between the foam and components behind the front
member, to avoid significant load paths between the foam and these components.

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5.4.

The front member must be strain gauged to measure bending moments in three positions, as shown in Figure 9,
each using a separate channel. The strain gauges are located on the impactor on the back of the front member.
The two outer strain gauges are located 50 ± 1 mm from the impactor's symmetrical axis. The middle strain
gauge is located on the symmetrical axis with a ± 1 mm tolerance.

5.5.

The torque limiting joint must be set so that the longitudinal axis of the front member is perpendicular to the
axis of the guidance system, with a tolerance of ± 2 °, with the joint friction torque set to a minimum of
650 Nm.

5.6.

The centre of gravity of those parts of the impactor which are effectively forward of the torque limiting joint
must lie on the longitudinal centre line of the impactor, with a tolerance of ± 10 mm.

5.7.

The length between the load transducer centrelines must be 310 ± 1 mm and the front member diameter must
be 50 ± 1 mm.

Figure 9

Upper legform impactor

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CHAPTER V

Upper legform to frontal protection system leading edge

1.

Test p u r p os e

1.1.

To test compliance with the requirements laid down in paragraph 3.1.3 of Annex I to Directive 2005/66/EC.

2.

Tes t p o i n ts

2.1. A minimum of three tests must be carried out to the frontal protection system leading edge reference line, at
points judged by the test authority to be the most likely to cause injury. Tests shall be to different types of
structure where they vary throughout the area to be assessed. The points tested by the test authorities must be
indicated in the test report.

3.

Tes t a p p ar at u s

3.1.

The impactor must comply with the requirements laid down in Section 5 of Chapter IV and with Figure 9.

3.2. When impacting the upper leading edge reference line the impactor mass shall depend upon the general shape of

the frontal protection system and must be determined in accordance with Section 4.

3.3.

3.4.

3.5.

Two load transducers must be fitted to individually measure the forces applied at either end of the impactor, plus
strain gauges to measure the bending moments at the centre of the impactor and at positions 50 mm either side
of the centre line. (see Figure 9)

The instrumentation response value CFC, as defined in ISO 6487:2000, must be 180 for all transducers. The
CAC response values, as defined in ISO 6487:2000, must be 10 kN for the force transducers and 1000 Nm for
the bending moment measurements.

The impactor must meet the performance requirements specified in Section 3 of Appendix I, and shall be fitted
with foam cut from the sheet of material used for the dynamic certification test. The certified impactor may be
used for a maximum of 20 impacts before re-certification (this limit does not apply to propulsion or guidance
components). The impactor must also be re-certified if more than one year has elapsed since the previous
certification or if any impactor transducer output, in any impact, has exceeded the specified CAC.

3.6.

The impactor must be mounted and propelled as specified in Chapter II.

4.

Tes t p r o c e du r e

4.1.

The stabilised temperature of the test apparatus and the vehicle or sub-system must be 20° ± 4 °C.

4.2.

The tests must be made to the frontal protection system between the corners of the frontal protection system
upper leading edge, to points selected under paragraph 2.1.

4.3.

4.4.

The impactor must be aligned in such a way that the centre line of the propulsion system and the longitudinal
axis of the impacting impactor are parallel to the longitudinal axis of the frontal protection system as mounted
on the vehicle or test frame. The tolerances to these directions are ± 2 °. At the time of first contact the
impactor centre line must be coincident with the selected impact position with a ± 10 mm tolerance (see
Figure 10), and laterally with a tolerance of ± 10 mm.

The required impact velocity, the angle of impact and the impactor mass must be determined in accordance with
paragraphs 4.5 and 4.6. The tolerance on the impact velocity is ± 2 % and the tolerance on the impact direction
is ± 2 °. The effect of gravity must be taken before the time of first contact. The impactor mass should be
measured to an accuracy of better than ± 1 %, and if the measured value differs from the required value then
the required velocity should be adjusted to compensate, in accordance with paragraph 4.7.1.

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4.5.

The required impact velocity and the angle of impact are determined from Figures 11 and 12 with reference to
the vertical height of the intended impact position on the frontal protection system leading edge reference line
and the frontal protection system lead.

4.6.

The required impact energy must be derived from Figure 13 with reference to the vertical height, from ground
reference level, of the intended impact position on the frontal protection system leading edge and the frontal
protection system lead.

4.7.

The total mass of the impactor includes those propulsion and guidance components which are effectively part of
the impactor during the impact, including the extra weights.

4.7.1. The required value of the impactor mass must be calculated in the following way:

M

= 2E/V2

Where M = Mass (kg)

E

V

= Required Impact Energy (J)

= Required Velocity (m/s)

4.7.2. The impactor mass may be adjusted from the calculated value by up to ± 10 %, provided the required impact

velocity is also changed using the above formula to maintain the required impactor kinetic energy.

4.7.3. The required extra weights must be fitted accordingly in order to give the calculated value of impactor mass,
calculated in accordance with paragraph 4.7.1, to the rear of the rear member as shown in Figure 9, or to
components of the guidance system which are effectively part of the impactor during the impact.

Figure 10

Upper legform to frontal protection system leading edge tests

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Velocity of upper legform to frontal protection system leading edge

Figure 11

Notes:

1. Interpolate horizontally between curves.

2. With configurations below 5,56 m/s - test at 5,56 m/s.

3. With configurations above 11,1 m/s - test at 11,1 m/s.

4. With negative leads - test as for zero lead.

5. With leads above 400 mm - test as for 400 mm.

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Angle of impact for upper legform to frontal protection system leading edge

Figure 12

Key:

A = 0 mm FPS lead

B

C

= 50 mm FPS lead

= 150 mm FPS lead

Notes:

1. Interpolate vertically between curves.

2. With negative FPS leads

— test as for zero FPS lead.
3. With FPS leads above 150 mm

— test as for 150 mm.

4. With impact point heights above 1050 mm

— test as for 1050 mm.

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Kinetic energy of impact for upper legform to frontal protection system leading edge

Figure 13

Key:

A = 50 mm FPS lead

B

C

= 100 mm FPS lead

= 150 mm FPS lead

D = 250mm FPS lead

E

= 350 mm FPS lead

Notes:

1.Interpolate vertically between curves.

2. With FPS leads below 50 mm

— test as for 50 mm.

3. With FPS leads above 350 mm

— test as for 350 mm.
point
impact

4. With

1050 mm
— test as for 1050 mm.

heights

above

5. With a required kinetic energy above 700 J

— test at 700 J.

6. With a required kinetic energy equal to or

below 200 J
— test at 200 J.

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CHAPTER VI

Child/small adult headform to frontal protection system

1.

Test p u r p os e

1.1.

To test compliance with the requirements laid down in paragraph 3.1.4 of Annex I to Directive 2005/66/EC.

2.

Tes t p o i n ts

2.1.

2.2.

Test points for the child/small adult headform impactor must be chosen on parts of the frontal protection
system where the frontal protection system wrap around distance exceeds 900 mm with the vehicle in its
normal ride attitude or with the frontal protection system mounted on a test frame representing the vehicle to
which it is to be fitted as if in its' normal ride attitude.

Three headform impact tests must be carried out at positions which are judged by the test laboratories to be the
most likely to cause injury. Tests must be to different types of structure, where these vary throughout the area to
be assessed. Points tested by the test authorities must be indicated in the test report.

3.

Tes t a p p ar at u s

3.1.

The impactor must be as described in Section 5 and as shown in Figure 15.

3.2.

3.3.

The instrumentation response value CFC, as defined in ISO 6487:2000, must be 1 000. The CAC response
value, as defined in ISO 6487:2000, must be 500 g for the acceleration.

The impactor must meet the performance requirements specified in Section 4 of Appendix I. The certified
impactor may be used for a maximum of 20 impacts before re-certification. The impactor must be re-certified if
more than one year has elapsed since the previous certification or if any transducer output, in any impact, has
exceeded the specified CAC.

3.4.

The impactor must be mounted, propelled and released as specified in Section 2 of Chapter II.

4.

Tes t p r o c e du r e

4.1.

The stabilised temperature of the test apparatus and the vehicle or separate technical unit must be 20° ± 4 °C.

4.2.

Tests must be made to the frontal protection system at positions selected under Section 2.

4.3. A child/small adult headform impactor, as described in Section 5, must be used for tests to the frontal protection

system at positions of first contact as selected under Section 2.

4.4.

The direction of impact must be downward and rearward and in a vertical plane parallel to the longitudinal axis
of the frontal protection system as mounted on the vehicle or the test frame. The tolerance for this direction is
± 2°. The angle of impact for tests with the impactor must be 50° ± 2 ° to the ground reference level. The
effect of gravity must be taken into account when the impact angle is obtained from measurements taken before
the time of first contact.

4.5. At the time of first contact, the point of first contact of the impactor must be within a ± 10 mm tolerance to

the selected impact point.

4.6.

The impact velocity of the impactor when striking the impact position must be 9,7 ± 0,2 m/s. The effect of
gravity must be taken into account when the impact velocity is obtained from measurements taken before the
time of first contact.

5.

H e a dfo r m i mp a c to r

5.1.

5.2.

5.3.

The child/small adult headform impactor is a sphere made of aluminium and of homogenous construction. It
shall have a diameter of 165 ± 1 mm and a mass of 3,5 ± 0,07 kg

The sphere must be covered with a 14 ± 0,5 mm thick synthetic skin, which shall cover at least half of the
sphere.

The centre of gravity of the impactor, including instrumentation, must be located in the centre of the sphere
inertia about an axis through the centre of gravity and
with a tolerance of ± 5 mm. The moment of
perpendicular to the direction of impact must be 0,010 ± 0,0020 kg/m2.

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5.4. A recess in the sphere must allow for mounting one tri-axial or three uni-axial accelerometers. The acceler-

ometers must be positioned in accordance with paragraphs 5.4.1 and 5.4.2.

5.4.1. One of the accelerometers must have its sensitive axis perpendicular to the mounting face A (figure 15) and its
seismic mass must be positioned within a cylindrical tolerance field of 1 mm radius and 20 mm length. The
centre line of the tolerance field must run perpendicular to the mounting face and its mid point shall coincide
with the centre of the sphere of the impactor.

5.4.2. The remaining accelerometers must have their sensitive axes perpendicular to each other and parallel to the
mounting face A and their seismic mass must be positioned within a spherical tolerance field of 10 mm radius.
The centre of the tolerance field must coincide with the centre of the sphere of the impactor.

Figure 15

Child/small adult headform impactor

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Appendix 1

Impactor certification

1.

CERTIFICATION REQUIREMENTS

1.1.

The impactors used in the tests specified in Part II must comply with appropriate performance requirements.

2.

LOWER LEGFORM IMPACTOR

2.1.

2.1.1.

Static tests

The lower legform impactor must meet
the requirements specified in paragraph 2.1.5 when tested in
accordance with paragraph 2.1.7 and the requirements specified in paragraph 2.1.6 when tested in accordance
with paragraph 2.1.8.

2.1.2.

For both tests the impactor must have the intended orientation about its longitudinal axis, for the correct
operation of its knee joint, with a tolerance of ± 2 °.

2.1.3.

The stabilised temperature of the impactor during certification must be 20° ± 2 ° C.

2.1.4.

The CAC response values, as defined in ISO 6487:2000, must be 50° for the knee bending angle and
500 N for the applied force when the impactor is loaded in bending in accordance with paragraph 2.1.7, and
10 mm for the shearing displacement and 10 kN for the applied force when the impactor is loaded in
shearing in accordance with paragraph 2.1.8. For both tests low-pass filtering at an appropriate frequency is
permitted, to remove higher frequency noise without significantly affecting the measurement of the response of
the impactor.

2.1.5. When the impactor is loaded in bending in accordance with paragraph 2.1.7, the applied force/bending angle
response must be within the limits shown in Figure 16. The energy taken to generate 15° of bending must be
100 ± 7 J.

2.1.6. When the impactor is loaded in shearing in accordance with paragraph 2.1.8, the applied force/shearing

displacement response must be within the limits shown in Figure 17.

2.1.7.

The impactor, without foam covering and skin, shall be mounted with the tibia firmly clamped to a fixed
horizontal surface and a metal tube connected firmly to the femur, as shown in Figure 18. To avoid friction
errors, no support may be provided to the femur section or the metal tube. The bending moment applied at
the centre of the knee joint, due to the weight of the metal tube and other components (excluding the legform
itself), must not exceed 25 Nm.

2.1.7.1. A horizontal normal force must be applied to the metal tube at a distance of 2,0 ± 0,01 m from the centre
of the knee joint and the resulting angle of knee deflection must be recorded. The load must be increased until
the angle of deflection of the knee exceeds 22°.

2.1.7.2. The energy is calculated by integrating the force with respect to the bending angle in radians, and multiplying

by the lever length of 2,0 ± 0,01 m.

2.1.8.

The impactor, without foam covering and skin, must be mounted with the tibia firmly clamped to a fixed
horizontal surface and a metal tube connected firmly to the femur and restrained at 2,0 m from the centre of
the knee joint, as shown in Figure 19.

2.1.8.1. A horizontal normal force must be applied to the femur at a distance of 50 mm from the centre of the knee
joint and the resulting knee shearing displacement must be recorded. The load must be increased until the
shearing displacement of the knee is in excess of 8,0 mm or the load exceeds of 6,0 kN.

2.2.

2.2.1.

Dynamic tests

The impactor must meet
paragraph 2.3.

the requirements specified in paragraph 2.2.3 when tested in accordance with

2.2.2.

The stabilised temperature of the impactor during certification must be 20° ± 2 °C.

2.2.3. When the impactor is impacted by a linearly guided certification impactor, as specified in paragraph 2.3.2, the
maximum upper tibia acceleration must be not less than 120 g and not more than 250 g. The maximum
bending angle must be not less than 6,2° and not more than 8,2°. The maximum shearing displacement must
be not less than 3,5 mm and not more than 6,0 mm.

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2.2.4.

For all these values the readings used must be from the initial impact with the certification impactor and not
the impactor or certification impactor must be so
from the arresting phase. Any system used to arrest
arranged that the arresting phase does not overlap in time with the initial impact. The arresting system must
not cause the transducer outputs to exceed the specified CAC.

2.2.5.

The instrumentation response value CFC, as defined in ISO 6487:2000, must be 180 for all transducers. The
CAC response values, as defined in ISO 6487:2000, must be 50° for the knee bending angle, 10 mm for the
shearing displacement and 500 g for the acceleration. This does not require that the impactor itself be able to
physically bend and shear to these angles and displacements.

2.3.

Test procedure

2.3.1.

including foam covering and skin, must be suspended horizontally by three wire ropes of
The impactor,
1,5 ± 0,2 mm diameter and of 2,0 m minimum length, as shown in Figure 20. It must be suspended with its
longitudinal axis horizontal, with a tolerance of ± 0,5°, and perpendicular to the direction of the certification
impactor motion, with a tolerance of ± 2 °. The impactor must have the intended orientation about its
longitudinal axis, for the correct operation of its knee joint, with a tolerance of ± 2 °. The impactor must
meet the requirements specified in paragraph 3.1 of Chapter III, Part II, with the attachment bracket(s) for the
wire ropes fitted.

2.3.2.

The certification impactor must have a mass of 9,0 ± 0,05 kg, this mass includes those propulsion and
guidance components which are effectively part of the certification impactor during impact. The dimensions of
the face of the certification impactor must be as specified in Figure 21. The face of the certification impactor
must be made of aluminium, with an outer surface finish of better than at least 2,0 micrometers.

2.3.3.

The guidance system must be fitted with low friction guides,
insensitive to off-axis loading, that allow the
impactor to move only in the specified direction of impact, when in contact with the vehicle. The guides must
prevent motion in other directions including rotation about any axis.

2.3.4.

The impactor must be certified with previously unused foam.

2.3.5.

The impactor foam must not be excessively handled or deformed before, during or after fitting.

2.3.6.

The certification impactor must be propelled horizontally at a velocity of 7,5 ± 0,1 m/s into the stationary
impactor as shown in Figure 20. The certification impactor must be positioned so that its centreline aligns
with a position on the tibia centreline of 50 mm from the centre of the knee, with tolerances of ± 3 mm
laterally and ± 3 mm vertically.

3.

3.1.

UPPER LEGFORM IMPACTOR

The upper legform impactor must meet the requirements specified in paragraph 3.3 when tested in accordance
with paragraph 3.4.

3.2.

The stabilised temperature of the impactor during certification must be 20° ± 2 °C.

3.3.

Requirements

3.3.1. When the impactor is propelled into a stationary cylindrical pendulum the peak force measured in each load
transducer must be not less 1,20 kN and not more than 1,55 kN and the difference between the peak forces
measured in the top and bottom load transducers must not be more than 0,10 kN. The peak bending moment
measured by the strain gauges must not be less than 190 Nm and not more than 250 Nm on the centre
position and not less than 160 Nm and not more than 220 Nm for the outer positions. The difference
between the upper and lower peak bending moments must not be more than 20 Nm.

3.3.2.

For all these values the readings used must be from the initial impact with the pendulum and not from the
arresting phase. Any system used to arrest the impactor or pendulum must be so arranged that the arresting
phase does not overlap in time with the initial impact. The arresting system must not cause the transducer
outputs to exceed the specified CAC.

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3.3.3.

The instrumentation response value CFC, as defined in ISO 6487:2000, must be 180 for all transducers. The
CAC response values, as defined in ISO 6487:2000, must be 10 kN for the force transducers and 1000 Nm
for the bending moment measurements.

3.4.

Test procedure

3.4.1.

The impactor must be mounted to the propulsion and guidance system, by a torque limiting joint. The torque
limiting joint must be set so that the longitudinal axis of the front member is perpendicular to the axis of the
guidance system, with a tolerance of ± 2 °, with the joint friction torque set to a minimum of 650 Nm. The
guidance system must be fitted with low friction guides that allow the impactor to move only in the specified
direction of impact, when in contact with the pendulum.

3.4.2.

The impactor mass must be adjusted to give a mass of 12 ± 0,1 kg, this mass includes those propulsion and
guidance components which are effectively part of the impactor during impact.

3.4.3.

The centre of gravity of those parts of the impactor which are effectively forward of the torque limiting joint,
including the extra weights fitted, must lie on the longitudinal centreline of the impactor, with a tolerance of
± 10 mm.

3.4.4.

The impactor must be certified with previously unused foam.

3.4.5.

The impactor foam must not be excessively handled or deformed before, during or after fitting.

3.4.6.

The impactor with the front member vertical must be propelled horizontally at a velocity of 7,1 ± 0,1 m/s
into the stationary pendulum as shown in Figure 22.

3.4.7.

4.

4.1.

The pendulum tube must have an outside diameter of 150 +1
-4 mm, a wall thickness of 3 ± 0,15 mm and
a mass of 3 ± 0,03 kg. Total pendulum tube length must be 275 ± 25 mm. The pendulum tube must be
made from cold finished seamless steel (metal surface plating is permissible for protection from corrosion),
with an outer surface finish of better than 2,0 micrometers. It must be suspended on two wire ropes of
1,5 ± 0,2 mm diameter and of 2,0 m minimum length. The surface of the pendulum must be clean and dry.
The pendulum tube must be positioned so that the longitudinal axis of the cylinder is perpendicular to the
front member (i.e. level), with a tolerance of ± 2 °, and to the direction of impactor motion, with a tolerance
of ± 2 °, and with the centre of the pendulum tube aligned with the centre of the impactor front member,
with tolerances of ± 5 mm laterally and ± 5 mm vertically.

HEADFORM IMPACTOR

The child/small adult headform impactor must meet the requirements specified in paragraph 4.3 when tested
in accordance with paragraph 4.4.

4.2.

The stabilised temperature of the impactor during certification must be 20° ± 2 °C.

4.3.

Requirements

4.3.1. When the child/small adult headform impactor is impacted by a linearly guided certification impactor, as
(or three uni-axial)
less than 290 g and not more than 350 g. The resultant

the peak resultant acceleration measured by one tri-axial

specified in paragraph 4.4,
accelerometer in the headform must be not
acceleration time curve must be uni-modal.

4.3.2.

The instrumentation response value CFC, as defined in ISO 6487:2000, must be 1000. The CAC response
value, as defined in ISO 6487:2000, must be 1 000 g for the acceleration.

4.4.

Test procedure

4.4.1.

The headform impactor must be suspended as shown in Figure 23. The headform impactor must be suspended
with the rear face at an angle between 25° and 90° with the horizontal, as shown in Figure 23.

4.4.2.

The certification impactor must have a mass of 1,0 ± 0,01 kg. This mass includes those propulsion and
guidance components which are effectively part of the impactor during impact. The linear guidance system
must be fitted with low friction guides which do not contain any rotating parts. The diameter of the flat
impactor face must be 70 ± 1 mm, while the edge must be rounded by a 5 ± 0,5 mm radius. The face of the
certification impactor must be made of aluminium, with an outer surface finish of better than 2,0 micro-
meters.

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4.4.3.

The certification impactor must be propelled horizontally at a velocity of 7,0 ± 0,1 m/s into the stationary
child/small adult headform impactor as shown in Figure 23. The certification impactor must be positioned so
that the centre of gravity of the headform is located on the centre line of the certification impactor, with
tolerances of ± 5 mm laterally and ± 5 mm vertically.

4.4.4.

The test must be performed on three different impact positions on the headform impactor. Previously used
and/or damaged skin must be tested in those specific areas.

Force versus angle requirement in static lower legform impactor bending certification test

Figure 16

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Force versus displacement requirement in static lower legform impactor shearing certification test

Figure 17

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Top view of test set-up for static lower legform impactor bending certification test

Figure 18

Top view of test set-up for static lower legform impactor shearing certification test

Figure 19

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Figure 20

Test set-up for dynamic lower legform impactor certification test

(side view top diagram, view from above bottom diagram)

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Figure 21

Details of dynamic lower legform certification impactor face

Notes:

1. Saddle may be made as a complete diameter and cut as shown to make two components.

2. The shaded areas may be removed to give the alternative form shown.

3. Tolerance on all dimensions is ± 1,0 mm.

Material: Aluminium alloy

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Test set-up for dynamic upper legform impactor certification test

Figure 22

Figure 23

Test set-up for dynamic headform impactor certification test