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TRANSCRIPT
Keynote Speech at the 25th Asia Expert Meeting
2 March, 2011 , Bangkok, Thailand
Hiroshi Morita Director of Technical section
JAPAN AUTOMOBILE STANDARDS INTERNATIONALIZATION CENTER
http://www.jasic.org
JASIC ACTIVITIES
Contents1. What is JASIC
1-1 Establish & Purpose1-2 Organization & Member
2. Harmonization Activities 2-1 Activity for WP29 2-2 Activity for Asia
1977 Started continuous participation in WP29 in an observer status
1987 Established JASIC
Purpose:Assist the MLIT-Japan in promoting the international harmonization of automobile technical regulations and certification system cooperate with government and industry
1998 Acceded to the 1958 Agreement
History of Japanese activities on UNECE/WP29
1-1 Establish & Purpose
Ministry of Land, infrastructure,Transport and Tourism
Ministry of Economy, Trade and Industry (METI)
Ministry of Environment (MOE)
Light Motor Vehicle Inspection Organization
National traffic safety and environment laboratory (NTSEL)
The Japan Automobile Research Institute (JARI)
Society of Automotive Engineers of Japan, Inc. (JSAE)
Automobile Inspection & Registration Association
Cooperating organizations
Japan Automobile Manufacturers Association,Inc. Japan Auto Parts Industries AssociationJapan Automobile Importers AssociationJapan Automotive Service Equipment AssociationJapan Auto-Body Industries Association,Inc. The Japan Automobile Tyre Manufacturers Association,Inc.Flat Glass Manufacturers Association of JapanJapan Land Engine Manufacture Association
Government of Japan
Industry organizationsCommitteeSecretariat
Head Office/Tokyo
Geneva Office
Washington Office
1-2 Organization & Member
Consultative CouncilAdvisory Committee
International Cooperation Committee
Inspection and Maintenance Systems Research Committee
WP 29 SC
Lighting and Light-signaling Devices SC
Breaks and Running Gear SC
Noise SC
Pollution and Energy SC
General Safety SC
Passive Safety SC
1. JASIC G/I Meeting
2. JASIC Expert Meeting
3. Seminar
4. Public Relations etc
Support Asian Countries - to participate WP29- to accede the 1958 agreement- to introduce ECE regulations
Regulation and Certification Systems
Committee
1-2-2 Organization of Committees
Total expert number: 896(Include Sub-committees)
Technicalassistance
Organize
Sub Committees
Geneva Office
Washington Office
1st Technical section
Administration section Accounting and Personnel
Activities of WP29 and GRs
2nd Technical section Activities for Asia
1-2-3 Organization of Head Office Head Office/Tokyo Japan
Director General
Executive director
2. Harmonization activities
2-1 Activity for WP29
2-2 Activity for Asia
1. Propose new ECE 2. Modify existed ECE
IntroduceECE Reg.
JASIC Committee
Harmonization of Reg.
UN/WP29 + GRs
Mutual Recognition of Certification
Support Asian Countries to participate WP29
1. JASIC G/I Meeting2. JASIC Exp. Meeting3. Training Seminar
2-1 Activities for WP29
10
Our Goalestablish an internationally uniform type approval system and realize mutual recognition (MR)of approval among different nations.
Specifically, upgrade the current approval system under the 1958 Agreement, which covers “MR of approval of vehicle construction and equipment”, to the “whole vehicle” level.
Mutual recognition of approval of vehicle construction and equipment
Vehicle type approval required to be obtained from each country
Current System
Mutual recognition of approval at the whole vehicle level
Vehicle type approval not required to be obtained from each country
System in Our Goal
2-1-2. Concept of IWVTA
Indonesia, Malaysia, Japan, India, Thailand, Vietnam, Philippine, Australia, Korea, Hong Kong, China, Taiwan, Singapore, Brunei, South Africa, German, Laos, Myanmar, Netherlands: 19 Countries (Total Participant = 2,000 up to Y2009)
Participant country
History
1st 2nd 3rd 5th 6th 8th 9th 10th 11th 12th 13th 14th 15th
4th 7th
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2011
National flag shows the host country
A) G/I meeting
19 - 20 January 2011Tokyo, Japan
China, India, Indonesia, Malaysia, Laos, Philippines, Singapore, Thailand, Vietnam, Taiwan, Cambodia, Myanmar, Brunei, ASEAN, UN, EU, Japan [17 Countries and Economy]
Date
Participants
Place
--- First day 19th Jan. ----*Welcome Speech*Welcome Address*Opening Remark*Keynote Speech*Report: Governments and Industries etc.*Round Discussion
--- Second day 20th Jan. ----*Latest development of international conference*Report on the Expert Meetings*Plan of the Expert Meetings *Panel Discussion*Wrap Up
Program
15th G/I meeting in Japan (Jan. 2011)
EX Meeting
Request
ECE items
Purpose To understand UN/ECE Vehicle Regulations and improve the knowledge, skills, methods also the certification system, COP practically through the whole vehicle approval systems under the 1958 Agreement.
G/I meeting
ProcessArrange Experts and dispatch them to the country to carry out the Expert Meeting
Each requested country arrange the venue and collect the audiences
①
④
②
③
HistoryInter
communication
2003: 01. Thailand *Lamp2005: 02. Indonesia *1958 Agree. 2005: 03. Thailand *Brake2006: 04. Philippines *1958 Agree.2006: 05. Hong Kong *Approval2006: 06. Thailand *Belt, Seat etc.2007: 07. Philippines *Admin.2007: 08. Indonesia *Accession, ECE2007: 09. Vietnam *1958 Agree.2007: 10. India *Approval, MRA2007: 11. Indonesia *Noise
2008: 12. Thailand *HL, Brake2008: 13. Indonesia *Glass2008: 14. Thailand *Noise, OBD2008: 15. Malaysia *Belt, Seat etc. 2008: 16. Indonesia *Emission2009: 17. Philippines *Approval etc. 2009: 18. Philippines *Belt, Tyre2009: 19. Malaysia *MRA, Lamp2009: 20. Vietnam *Glass2009: 21. Philippines *Noise, Glass2010: 22. Vietnam *Emission, Tyre2010: 23. Malaysia *Brake2010: 24. Indonesia *Brake
B) What is Expert Meeting
Expert meetings in 2011
Organization Timing Theme
Thailand Mar. 2011 R12 (Steering Mechanism) , R79 (Steering Equipment)
Philippines 2011 R75(2-3 wheels tires)
Vietnam 2011 R112 (Head lamps)
Malaysia 2011 Protection of Occupants (Vehicle Crash)
Myanmar Oct. 2011 TBD
China 2011 TBD
Future plan for Expert meetings
Organization Timing Theme
Thailand 2012 R100, R80
Thailand 2013 R123, R13H (ESC)
Malaysia 2012 Noise & Exhaust Emission
Malaysia 2013 Vehicle Projection (Interior & Exterior)
Indonesia 2012 Lamp Installation (R48 and R53)
Japan Automobile Standards Internationalization Center
Contact address : [email protected]
Thank you for your attention
ECE Regulation No. 12
(STEERING MECHANISM)
Technical Requirements
March 2, 2011
Hiroshi Nagashima
PASSIVE SAFETY SUBCOMMITTEE in JASIC
Japan Automobile Standards Internationalization Center
1. Scope, approval type and test item
2. Frontal-impact test against a barrier
• Outline, requirements and conditions
• Measurement instruments
• Test image
• Displacement amount measurement method
• Steering column shaft backward movement control mechanism
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A3. Body block test
• Outline and jig setting
• Test image
• Instruments
• Requirements and test conditions
• Test setting
• Velocity measurement method and airbag inflation method
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A4. Headform test
• Outline and jig setting
• Test image
• Instruments
• Requirements and test conditions
• Test setting
• Velocity measurement method and airbag inflation method
5. Steering impact absorption technology
6. Facility implementation concerns
7. ECE No. 21 (Item 2.18 and Annex 10) Radius requirement and projection inspection method
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A8. Procedure for determining the “H” point and the actual torso angle for seating positions in motor vehicles
• Outline, requirements, instruments and procedure
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A
Contents
1. Scope, approval type and test item
2. Frontal-impact test against a barrier
• Outline, requirements and conditions
• Measurement instruments
• Test image
• Displacement amount measurement method
• Steering column shaft backward movement control mechanism
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A3. Body block test
• Outline and jig setting
• Test image
• Instruments
• Requirements and test conditions
• Test setting
• Velocity measurement method and airbag inflation method
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A4. Headform test
• Outline and jig setting
• Test image
• Instruments
• Requirements and test conditions
• Test setting
• Velocity measurement method and airbag inflation method
5. Steering impact absorption technology
6. Facility implementation concerns
7. ECE No. 21 (Item 2.18 and Annex 10) Radius requirement and projection inspection method
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A8. Procedure for determining the “H” point and the actual torso angle for seating positions in motor vehicles
• Outline, requirements, instruments and procedure
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A
Contents
*Among above described tests, frontal-impact test against a barrier and body block test are
deemed to be met if the vehicle equipped with such a steering system complies with the
specifications of applicable paragraph of Regulation ECE No.94 Protection of the occupants
in the event of a frontal collision.
Test in which a rigid hemispherical headform with 165 mm in
diameter and a mass of 6.8 kg released from horizontal impactor
strikes a steering controlHeadform test
Test in which a body block, with a mass of around 36 kg, strikes a
steering control after an approximately straight trajectory parallel
to the longitudinal axis of the vehicle
Body block test
Test in which an unladen vehicle, in running order, without a
manikin, is collision-tested against a barrier at a speed of 48.3
km/h (30 mph)
Frontal-impact test
against a barrier
Test
item
The approval of a steering control type with regard to the
protection of the driver against the steering mechanism in the
event of impact
Steering control type
approval
The approval of a vehicle type with regard to the protection of the
driver against the steering mechanism in the event of impact Vehicle type approval
Approval
type
This Regulation applies to the behaviour of the steering mechanism of motor vehicles of
category M1, and vehicles of category N1, with the maximum permissible mass less than
1,500 kg, with regard to the protection of the driver in a frontal collision.
At the request of a manufacturer, vehicles other than those mentioned in paragraph 1.1.
above may be approved under this Regulation.
Scope
1. Scope, approval type and test items
Deemed to be met if the vehicle equipped with such a steering system complies with the specifications of
paragraph 5.2.2. of Regulation No. 94, 01 series of amendments
ECE No.94, 5.2.2.
Residual steering wheel displacement, measured at the centre of the steering wheel hub, shall not
exceed 80 mm in the upwards vertical direction and 100 mm in the rearward horizontal direction.
Annex 3, 2.4.5
The steering wheel, if adjustable, shall be placed in the normal position indicated by the
manufacturer or, failing that, midway between the limits of its range(s) of adjustment.
2.18
"Mass of the vehicle in running order" means the mass of the vehicle unoccupied and
unladen but complete with fuel, coolant, lubricant tools and spare wheel, if provided as
standard equipment by the vehicle manufacturer, and propulsion battery tray(s) including the
monoblocs of the electric vehicle's propulsion battery. VehicleConditions
Requirements
5.1
Displacement amount of the top of the steering column and its shaft:
Upward displacement ≦12.7cm, Backwards displacement ≦12.7cm
Test to measure the amount of backwards and upwards displacement of the
top of the steering column and its shaft when an unladen vehicle, in running
order, is collision-tested against a fixed barrier at a speed of 48.3 km/h (30
mph)
Outline
2. Frontal-impact test against a barrier
The maximum lateral misalignment tolerated between the vertical median line of the front of the vehicle and the vertical median line of the collision wall ≦300 mm.
Backwards displacement: no more than 127 mm
・Of reinforced concrete
・Weight: 70metric tons
・Thickness: 20±2 mm
3m
1.5
m
Upward displacement:
no more than 127 mm
At least 5 m before the barrier shall be horizontal, flat and smooth.
48.3 km/h
Measurement method
Annex 3, 2.6
The instrument used to record the speed referred to in paragraph 2.5. above shall be
accurate to within 1%.
6.1
All measurements should be done on the basis of ISO 6487:1987.
ISO 6487 4.10
The velocity of the headform impactor shall be measured at some point during the free
flight before impact, in accordance with the method specified in ISO 3784.
Impact velocity Measurement instruments
Measurements
2. Frontal-impact test against a barrier
Test image Velocity measurement method:
Attach a plate with 200 mm in width to a vehicle.
Measure the time for the plate to passes the sensor and calculate the velocity.
2. Frontal-impact test against a barrier
Velocity Plate
High speed Camera
Trigger switch
Displacement amount measurement method
7.2
mm
30.8
23.6
・Use high-speed
camera to obtain
interior image.
・Use image analysis
software and quantify
displacement amount
of the top of the shaft.
Reference point
・A metal bar is attached to the
column shaft so that it is easier to
observe its displacement.
・LED light is attached to the top so
that so that it is easier to confirm a
visual image.
2. Frontal-impact test against a barrier
Steering column shaft backward movement control mechanism
1. Steering gear box moves backward when the vehicle body deforms by an impact.
2. The displacement is absorbed by the yoke joint so that the column shaft top does not
displace.
Yoke joint
Steering gear box
Column shaft end
1
2
2. Frontal-impact test against a barrier
Question and Answer Session
Please feel free to ask if you have any questions.
1. Scope, approval type and test item
2. Frontal-impact test against a barrier
• Outline, requirements and conditions
• Measurement instruments
• Test image
• Displacement amount measurement method
• Steering column shaft backward movement control mechanism
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A3. Body block test
• Outline and jig setting
• Test image
• Instruments
• Requirements and test conditions
• Test setting
• Velocity measurement method and airbag inflation method
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A4. Headform test
• Outline and jig setting
• Test image
• Instruments
• Requirements and test conditions
• Test setting
• Velocity measurement method and airbag inflation method
5. Steering impact absorption technology
6. Facility implementation concerns
7. ECE No. 21 (Item 2.18 and Annex 10) Radius requirement and projection inspection method
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A8. Procedure for determining the “H” point and the actual torso angle for seating positions in motor vehicles
• Outline, requirements, instruments and procedure
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A
Contents
Steering control type approval
Multi-purpose jig
On a framework simulating the
mounting of the steering
mechanism provided that, it has
the same geometrical layout and
greater rigidity.
The front section of the vehicle
obtained by cutting the body
transversely at the level of the
front seats, and eliminating the
roof, windscreen and doors.
W/BActual vehicle
Jig
setting
The steering wheel, if adjustable, shall be placed in the normal position indicated by the manufacturer or, failing that,
midway between the limits of its range(s) of adjustment.
Vehicle type approval
Test in which a body block, with a mass of around 36 kg, strikes a steering
control after an approximately straight trajectory parallel to the longitudinal
axis of the vehicle*Any method of propulsion may be used, provided that when the body block strikes the steering control it is free
from all connection with the propelling device.Outline
Performance requirements
Under a load of 800 daN
producing a couple of 160
m.daN in relation to the
point "B", the displacement
in any direction of the point
"A" shall be lower than 2
mm.
3. Body block test
Test image
3. Body block test
Instruments (Specification)
Right/Left:
3070 mm
Travel distance
of the instrument
30 km/hMaximum velocity
Equipped with a
velocity indicatorRemarks
Body block test
Headform test
Upward/Downward:
1000 - 2400 mm
Forward/Backward:
200 mm
600 mmEffective stroke
Purpose
Linear impactorName
3. Body block test
Measurement instruments
Annex 4, 2.7.1.4
The instrumentation used shall comply with ISO 6487:1987 unless otherwise specified in this
Regulation.
ISO 6487:1987 5.6.2.1.2
The error shall be less than 1% of the channel amplitude class.
Annex 4, 2.7.1
The instrumentation used to record the parameters referred to in paragraph 5.2. of this
Regulation shall enable the measurements to be made with the following accuracy:
Annex 4, 2.7.1.1
Speed of body block: within 2%;
Annex 4, 2.7.1.2
Time recording: within 1/1000 second;
Measurement of force
Measurements
3. Body block test
The most flexible partThe most rigid spoke
Two pointsTest point
2.2.1
Measurements shall be made of the maximum force, acting horizontally and parallel to the
longitudinal axis of the vehicle, applied to the body block as a result of impact against the steering
control.
This force may be measured directly or indirectly or may be calculated from values recorded
during the test.
Force
Measurement
2.4.1,
2.4.2
If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with the
air-bag inflated. At the request of the manufacturer and with the consent of the technical service
the test may be carried out without the air-bag inflated.
Air-bag
2.2.3
Test
Conditions
Annex 4
After any impact test prescribed in paragraphs 5.2. and 5.3. the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to increase the
danger or severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.
After
the test
5.4.1.1
When the steering control is struck by a body block released against this control at a relative
speed of 24.1 km/h (15 mph), the force applied to the body block by the steering control shall not
exceed 1,111 daN.
During
the test
5.2
Before the impact test prescribed in paragraphs 5.2. and 5.3. above no part of the steering control
surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter
shall present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.
In the case of a steering control equipped with an airbag, this requirements shall be deemed
satisfactory if no part, which can be contacted by a sphere of 165 mm in diameter, contains any
dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the
risk of serious injury to the occupants.
Before
the test
5.4.1
Requirements
3. Body block test
The most flexible partThe most rigid spoke
Two pointsTest point
2.2.1
Measurements shall be made of the maximum force, acting horizontally and parallel to the
longitudinal axis of the vehicle, applied to the body block as a result of impact against the
steering control.
This force may be measured directly or indirectly or may be calculated from values
recorded during the test.
Force
measurement
2.4.1,
2.4.2
If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with the
air-bag inflated. At the request of the manufacturer and with the consent of the technical service
the test may be carried out without the air-bag inflated.
Air-bag
2.2.3
Test
conditions
Annex 4
After any impact test prescribed in paragraphs 5.2. and 5.3. the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to increase the
danger or severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.
After
the test
5.4.1.1
When the steering control is struck by a body block released against this control at a relative
speed of 24.1 km/h (15 mph), the force applied to the body block by the steering control shall not
exceed 1,111 daN.
During
the test
5.2
Before the impact test prescribed in paragraphs 5.2. and 5.3. above no part of the steering control
surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter
shall present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.
In the case of a steering control equipped with an airbag, this requirements shall be deemed
satisfactory if no part, which can be contacted by a sphere of 165 mm in diameter, contains any
dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the
risk of serious injury to the occupants.
Before
the test
5.4.1
Requirements
3. Body block test
Measured at 3 axis resultant value (The worst condition)
3 axis load cell
The most flexible partThe most rigid spoke
Two pointsTest point
2.2.1
Measurements shall be made of the maximum force, acting horizontally and parallel to the
longitudinal axis of the vehicle, applied to the body block as a result of impact against the steering
control.
This force may be measured directly or indirectly or may be calculated from values recorded
during the test.
Force
measurement
2.4.1,
2.4.2
If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with the
air-bag inflated. At the request of the manufacturer and with the consent of the technical service
the test may be carried out without the air-bag inflated.
Air-bag
2.2.3
Test
conditions
Annex 4
After any impact test prescribed in paragraphs 5.2. and 5.3. the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to increase the
danger or severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.
After
the test
5.4.1.1
When the steering control is struck by a body block released against this control at a relative
speed of 24.1 km/h (15 mph), the force applied to the body block by the steering control shall not
exceed 1,111 daN.
During
the test
5.2
Before the impact test prescribed in paragraphs 5.2. and 5.3. above no part of the steering control
surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter
shall present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.
In the case of a steering control equipped with an airbag, this requirements shall be deemed
satisfactory if no part, which can be contacted by a sphere of 165 mm in diameter, contains any
dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the
risk of serious injury to the occupants.
Before
the test
5.4.1
Requirements
3. Body block testDetermine the most rigid spoke
Spoke (Side) has a greater rigidity due to the greater width and thickness
Spoke (Bottom)
Rear view
Spoke (Side)
Width
and
thickness
Front view
Frame
figure
A point which has a greater rigidity regarding width/thickness relationship of the spoke
Width: 25.0 mm
Thickness: 7.0 mm
Width: 11.0 mm
Thickness: 4.0 mm
The most flexible partThe most rigid spoke
Two pointsTest point
2.2.1
Measurements shall be made of the maximum force, acting horizontally and parallel to the
longitudinal axis of the vehicle, applied to the body block as a result of impact against the steering
control.
This force may be measured directly or indirectly or may be calculated from values recorded
during the test.
Force
measurement
2.4.1,
2.4.2
If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with the
air-bag inflated. At the request of the manufacturer and with the consent of the technical service
the test may be carried out without the air-bag inflated.
Air-bag
2.2.3
Test
conditions
Annex 4
After any impact test prescribed in paragraphs 5.2. and 5.3. the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to increase the
danger or severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.
After
the test
5.4.1.1
When the steering control is struck by a body block released against this control at a relative
speed of 24.1 km/h (15 mph), the force applied to the body block by the steering control shall not
exceed 1,111 daN.
During
the test
5.2
Before the impact test prescribed in paragraphs 5.2. and 5.3. above no part of the steering control
surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter
shall present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.
In the case of a steering control equipped with an airbag, this requirements shall be deemed
satisfactory if no part, which can be contacted by a sphere of 165 mm in diameter, contains any
dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the
risk of serious injury to the occupants.
Before
the test
5.4.1
Requirements
3. Body block test
R inspection before the impact test
1. Apply developer to a sphere of 165 mm in diameter and
determine contact location by applying it to a steering control
surface.
2. Apply a 2.5 mm radius gauge to the contact point and define
the case where it is a compound curvature which can not be
measured by a radius gauge, where it is difficult to be judged,
and/or where the height/width inspection is necessary.
The most flexible partThe most rigid spoke
Two pointsTest point
2.2.1
Measurements shall be made of the maximum force, acting horizontally and parallel to the
longitudinal axis of the vehicle, applied to the body block as a result of impact against the steering
control.
This force may be measured directly or indirectly or may be calculated from values recorded
during the test.
Force
measurement
2.4.1,
2.4.2
If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with the
air-bag inflated. At the request of the manufacturer and with the consent of the technical service
the test may be carried out without the air-bag inflated.
Air-bag
2.2.3
Test
conditions
Annex 4
After any impact test prescribed in paragraphs 5.2. and 5.3. the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to increase the
danger or severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.
After
the test
5.4.1.1
When the steering control is struck by a body block released against this control at a
relative speed of 24.1 km/h (15 mph), the force applied to the body block by the steering
control shall not exceed 1,111 daN.
During
the test
5.2
Before the impact test prescribed in paragraphs 5.2. and 5.3. above no part of the steering control
surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter
shall present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.
In the case of a steering control equipped with an airbag, this requirements shall be deemed
satisfactory if no part, which can be contacted by a sphere of 165 mm in diameter, contains any
dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the
risk of serious injury to the occupants.
Before
the test
5.4.1
Requirements
3. Body block test
0
1000
2000
3000
4000
5000
6000
0 50 100 150 200 250 300
Time [msec]
Forc
e [
N]
3 a
xis
re
su
lta
nt
va
lue
[N
]Example of a waveform
Time [ms]
The most flexible partThe most rigid spoke
Two pointsTest point
2.2.1
Measurements shall be made of the maximum force, acting horizontally and parallel to the
longitudinal axis of the vehicle, applied to the body block as a result of impact against the steering
control.
This force may be measured directly or indirectly or may be calculated from values recorded
during the test.
Force
measurement
2.4.1,
2.4.2
If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with the
air-bag inflated. At the request of the manufacturer and with the consent of the technical service
the test may be carried out without the air-bag inflated.
Air-bag
2.2.3
Test
conditions
Annex 4
After any impact test prescribed in paragraphs 5.2. and 5.3. the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to increase the
danger or severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.
After
the test
5.4.1.1
When the steering control is struck by a body block released against this control at a relative
speed of 24.1 km/h (15 mph), the force applied to the body block by the steering control shall not
exceed 1,111 daN.
During
the test
5.2
Before the impact test prescribed in paragraphs 5.2. and 5.3. above no part of the steering control
surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter
shall present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.
In the case of a steering control equipped with an airbag, this requirements shall be deemed
satisfactory if no part, which can be contacted by a sphere of 165 mm in diameter, contains any
dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the
risk of serious injury to the occupants.
Before
the test
5.4.1
Requirements
3. Body block test
Edge inspection after the impact test
Example of a confirmation
Visually and tactually confirm whether there is sharp or rough edges or not.
Test setting (1. Impact location and 2. Impact timing)
3. Body block test
28.7 mmH
7.28
1.531
=
×
×==
2
6
32
3600
1025.02
109.81gt
2
1H
148.0 mmB
B = A - ( H + 19 )
= 148.0
195.7 mmA
・Calculated from CATIA drawing
SgRP
A
B
19 mm
H
531.1 mm
SgRP
A
・Set to the maximum setting value to avoid
the rebounded body block to contact the
test instrument after the impact test.
196 mm
・The
maximum
inflation at
26 msec
・Calculated from
video image
Side view
422.9 mm
954.0 mm
3. Body block test
28.7 mmH
7.28
1.531
=
×
×==
2
6
32
3600
1025.02
109.81gt
2
1H
148.0 mmB
B = A - ( H + 19 )
= 148.0
195.7 mmA
・Calculated from CATIA drawing
SgRP
A
B
19 mm
H
531.1 mm
SgRP
A
・Set to the maximum setting value to avoid
the rebounded body block to contact the
test instrument after the impact test.
196 mm
・The
maximum
inflation at
26 msec
・Calculated from
video image
Side view
422.9 mm
954.0 mm
Before the cylinder stroke
800 : 10.5 = X : 5.55
X = 422.9 mm
X: The maximum stroke of the
test cylinder
Calculating the maximum stroke of the test cylinder
At the maximum cylinder stroke
5.55
10.5
800 mm ( = 100 mm × 8)
X mm
Test setting (1. Impact location)
Test setting (1. Impact location and 2. Impact timing)
3. Body block test
28.7 mmH
7.28
1.531
=
×
×==
2
6
32
3600
1025.02
109.81gt
2
1H
148.0 mmB
B = A - ( H + 19 )
= 148.0
195.7 mmA
・Calculated from CATIA drawing
SgRP
A
B
19 mm
H
531.1 mm
SgRP
A
・Set to the maximum setting value to avoid
the rebounded body block to contact the
test instrument after the impact test.
196 mm
・The
maximum
inflation at
26 msec
・Calculated from
video image
Side view
422.9 mm
954 .0mm
H-point
3. Body block test
28.7 mmH
7.28
1.531
=
×
×==
2
6
32
3600
1025.02
109.81gt
2
1H
148.0 mmB
B = A - ( H + 19 )
= 148.0
195.7 mmA
・Calculated from CATIA drawing
SgRP
A
B
19 mm
H
531.1 mm
SgRP
A
・Set to the maximum setting value to avoid
the rebounded body block to contact the
test instrument after the impact test.
196 mm
・The
maximum
inflation at
26 msec
・Calculated from
video image
Side view
422.9 mm
954.0 mm
Test setting (1. Impact location)
195.7 mm
SgRP
Calculating distance from the bottom of the steering wheel to the SgRP
19mm
Test setting (1. Impact location and 2. Impact timing)
3. Body block test
28.7 mmH
7.28
1.531
=
×
×==
2
6
32
3600
1025.02
109.81gt
2
1H
148.0 mmB
B = A - ( H + 19 )
= 148.0
195.7 mmA
・Calculated from CATIA drawing
SgRP
A
B
19 mm
H
531.1 mm
SgRP
A
・Set to the maximum setting value to avoid
the rebounded body block to contact the
test instrument after the impact test.
196 mm
・The
maximum
inflation at
26 msec
・Calculated from
video image
Side view
422.9 mm
954.0 mm
3. Body block test
28.7 mmH
7.28
1.531
=
×
×==
2
6
32
3600
1025.02
109.81gt
2
1H
148.0 mmB
B = A - ( H + 19 )
= 148.0
195.7 mmA
・Calculated from CATIA drawing
SgRP
A
B
19 mm
H
531.1 mm
SgRP
A
・Set to the maximum setting value to avoid
the rebounded body block to contact the
test instrument after the impact test.
196 mm
・The
maximum
inflation at
26 msec
・Calculated from
video image
Side view
422.9 mm
954.0 mm
Test setting (2. Impact timing)
500 : 7.57 = X : 2.97
The maximum inflation distance: 196 mm
The maximum inflation time: 26 msec
Example of
the maximum inflation distance calculation
7.57 cm
Set the airbag inflation sensor so
that it the impact is after 26 msec
Example:
500
2.97 cm
X
Test setting (1. Impact location and 2. Impact timing)
3. Body block test
28.7 mmH
7.28
1.531
=
×
×==
2
6
32
3600
1025.02
109.81gt
2
1H
148.0 mmB
B = A - ( H + 19 )
= 148.0
195.7 mmA
・Calculated from CATIA drawing
SgRP
A
B
19 mm
H
531.1 mm
SgRP
A
・Set to the maximum setting value to avoid
the rebounded body block to contact the
test instrument after the impact test.
196 mm
・・・・The maximum
inflation at
26 msec
・Calculated from
video image
Side view
422.9 mm
954.0 mm
Inflated by airbag sensor. The appropriate sensor
location is set according to back calculation based on
the relationship between the body block transit time and
distance.
Measured by velocity sensor. Calculated from the time
for the body block to pass the distance between
sensors.
Airbag inflation methodVelocity measurement method
3. Body block test
Set to ensure that the body block impact is
conducted after the maximum inflation of the airbag
Set considering the airbag inflation time tolerance.
Example:
When tolerance is 2ms
6.86 (mm/ms) × 2 (ms) + α = 13.72 + α
Airbag inflation sensor
Example:
When the distance between the velocity sensors are 50 mm
The calculation shows that the time for the body block to pass
the distance between the sensors is 7.47 ms.
Velocity sensor
(Stop)
Velocity sensor
(Start)
Reflector
]/[1.24]/[7.610][47.7
][10503
3
hkmsmms
m==
×
× −
Question and Answer Session
Please feel free to ask if you have any questions.
1. Scope, approval type and test item
2. Frontal-impact test against a barrier
• Outline, requirements and conditions
• Measurement instruments
• Test image
• Displacement amount measurement method
• Steering column shaft backward movement control mechanism
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A3. Body block test
• Outline and jig setting
• Test image
• Instruments
• Requirements and test conditions
• Test setting
• Velocity measurement method and airbag inflation method
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A4. Headform test
• Outline and jig setting
• Test image
• Instruments
• Requirements and test conditions
• Test setting
• Velocity measurement method and airbag inflation method
5. Steering impact absorption technology
6. Facility implementation concerns
7. ECE No. 21 (Item 2.18 and Annex 10) Radius requirement and projection inspection method
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A8. Procedure for determining the “H” point and the actual torso angle for seating positions in motor vehicles
• Outline, requirements, instruments and procedure
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A
Contents
Steering control type approval
On a framework simulating
the mounting of the steering
mechanism provided that, it
has the same geometrical
layout and greater rigidity.
The front section of the
vehicle obtained by cutting
the body transversely at the
level of the front seats, and
eliminating the roof,
windscreen and doors.
W/B Multi-purpose jigActual vehicle
Jig
setting
The plane of the steering control shall be set up perpendicular to the direction of impact.
Vehicle type approval
Test in which a rigid hemispherical headform with 165 mm in diameter and a
mass of 6.8 kg released from horizontal impactor strikes a steering control.
Outline
4. Headform test
Performance
requirements
Under a load of 800 daN
producing a couple of
160 m.daN in relation to
the point "B", the
displacement in any
direction of the point "A"
shall be lower than 2 mm.
4. Headform test
Test image (with multi purpose jig)
4. Headform test
Right/Left:
3070 mm
Travel distance
of the instrument
30 km/hMaximum velocity
Equipped with a
velocity indicatorRemarks
Body block test
Headform test
Upward/Downward:
1000 - 2400 mm
Forward/Backward:
200 mm
600 mmEffective stroke
Purpose
Linear impactorName
Instruments (Specification)
Annex 5, 3.3.1
The measuring instruments used shall comply with ISO 6487:1987. In addition they shall
have the following characteristics:
Annex 5, 3.3.2
Acceleration
Channel amplitude class 150 g CAC
Channel frequency class 600 Hz CFC
Annex 5, 3.3.3
Speed
Accuracy to within +/- 1%
Annex 5, 3.3.4
Time recording
The instrumentation shall enable the action to be recorded throughout its duration and the
readings to be made with the accuracy to one-thousandth of a second. The beginning of
the impact at the moment of first contact between the impactor and the steering control
shall be noted on the recordings used for analysing the test.
Measurement instruments
4. Headform test
(At the discretion of the
type approving authority,)
The "worst case" position
on the steering control
The mid-point of the
shortest unsupported area
of the steering control rim
that does not include a
spoke when hit by the
head form
The joint of the stiffest or
most supported spoke to
the inner edge of the
steering control rim
The centre of the steering
control boss
The "worst
Case”
position
The joint
of the spoke
The
steering
control rim
The centre
of the steering
control boss
A minimum of three positions (The maximum of four positions)Test point 4.2
Measured by the two accelerometers fitted to the headform.
(The simultaneous average of the two.)
Deceleration
measurement 5.1
If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with
the air-bag inflated. At the request of the manufacturer and with the consent of the technical
service the test may be carried out without the air-bag inflated.
Air-bag
2.1.2
Test
Conditions
Annex 5
After any impact test prescribed in paragraphs 5.2. and 5.3. the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to increase the danger or
severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.
After
the test
5.4.1.1
When the steering control is struck by an impactor released against this control at a relative speed of
24.1 km/h, in accordance with the procedures of annex 5, the deceleration of the impactor shall not
exceed 80 g cumulative for more than 3 milliseconds. The deceleration shall always be lower than 120 g
with C.F.C. 600 Hz.
During
the test
5.3
Before the impact test prescribed in paragraphs 5.2. and 5.3. above no part of the steering control
surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter shall
present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.
In the case of a steering control equipped with an airbag, this requirements shall be deemed
satisfactory if no part, which can be contacted by a sphere of 165 mm in diameter, contains any
dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the risk of
serious injury to the occupants.
Before
the test
5.4.1
Requirements
?
4. Headform test
(At the discretion of the
type approving authority,)
The "worst case" position
on the steering control
The mid-point of the
shortest unsupported area
of the steering control rim
that does not include a
spoke when hit by the
head form
The joint of the stiffest or
most supported spoke to
the inner edge of the
steering control rim
The centre of the steering
control boss
The "worst
Case”
position
The joint
of the spoke
The
steering
control rim
The centre
of the steering
control boss
A minimum of three positions (The maximum of four positions)Test point 4.2
Measured by the two accelerometers fitted to the headform. (the simultaneous average
of the two)
Deceleration
measurement 5.1
If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with
the air-bag inflated. At the request of the manufacturer and with the consent of the technical
service the test may be carried out without the air-bag inflated.
Air-bag
2.1.2
Test
conditions
After any impact test prescribed in paragraphs 5.2. and 5.3. the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to increase the danger or
severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.
After
the test
5.4.1.1
When the steering control is struck by an impactor released against this control at a relative speed of
24.1 km/h, in accordance with the procedures of annex 5, the deceleration of the impactor shall not
exceed 80 g cumulative for more than 3 milliseconds. The deceleration shall always be lower than 120 g
with C.F.C. 600 Hz.
During
the test
5.3
Before the impact test prescribed in paragraphs 5.2. and 5.3. above no part of the steering control
surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter shall
present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.
In the case of a steering control equipped with an airbag, this requirements shall be deemed
satisfactory if no part, which can be contacted by a sphere of 165 mm in diameter, contains any
dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the risk of
serious injury to the occupants.
Before
the test
5.4.1
Requirements
?
4. Headform test
(At the discretion of the
type approving
authority,) The "worst
case" position on the
steering control
The mid-point of the
shortest unsupported
area of the steering
control rim that does not
include a spoke when hit
by the head form
The joint of the stiffest or
most supported spoke to
the inner edge of the
steering control rim
The centre of the
steering control boss
The "worst
Case”
position
The joint
of the spoke
The
steering
control rim
The centre
of the steering
control boss
A minimum of three positions (The maximum of four positions)Test point 4.2
Measured by the two accelerometers fitted to the headform. (the simultaneous average of the
two)
Deceleration
measurement 5.1
If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with
the air-bag inflated. At the request of the manufacturer and with the consent of the technical
service the test may be carried out without the air-bag inflated.
Air-bag
2.1.2
Test
conditions
After any impact test prescribed in paragraphs 5.2. and 5.3. the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to increase the danger or
severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.
After
the test
5.4.1.1
When the steering control is struck by an impactor released against this control at a relative speed of
24.1 km/h, in accordance with the procedures of annex 5, the deceleration of the impactor shall not
exceed 80 g cumulative for more than 3 milliseconds. The deceleration shall always be lower than 120 g
with C.F.C. 600 Hz.
During
the test
5.3
Before the impact test prescribed in paragraphs 5.2. and 5.3. above no part of the steering control
surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter shall
present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.
In the case of a steering control equipped with an airbag, this requirements shall be deemed
satisfactory if no part, which can be contacted by a sphere of 165 mm in diameter, contains any
dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the risk of
serious injury to the occupants.
Before
the test
5.4.1
Requirements
?
4. Headform testDetermine the most rigid spoke
A point which has a greater rigidity regarding width/thickness relationship of the spoke
Spoke (Side) has a greater rigidity due to the greater width and thickness
Spoke (Bottom)
Rear view
Spoke (Side)
Width
and
thickness
Front view
Frame
figure
Width: 25.0 mm
Thickness: 7.0 mm
Width: 11.0 mm
Thickness: 4.0 mm
(At the discretion of the
type approving authority,)
The "worst case" position
on the steering control
The mid-point of the
shortest unsupported area
of the steering control rim
that does not include a
spoke when hit by the
head form
The joint of the stiffest or
most supported spoke to
the inner edge of the
steering control rim
The centre of the steering
control boss
The "worst
Case”
position
The joint
of the spoke
The
steering
control rim
The centre
of the steering
control boss
A minimum of three positions (The maximum of four positions)Test point 4.2
Measured by the two accelerometers fitted to the headform. (the simultaneous average of the
two)
Deceleration
measurement 5.1
If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with
the air-bag inflated. At the request of the manufacturer and with the consent of the technical
service the test may be carried out without the air-bag inflated.
Air-bag
2.1.2
Test
conditions
After any impact test prescribed in paragraphs 5.2. and 5.3. the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to increase the danger or
severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.
After
the test
5.4.1.1
When the steering control is struck by an impactor released against this control at a relative speed of
24.1 km/h, in accordance with the procedures of annex 5, the deceleration of the impactor shall not
exceed 80 g cumulative for more than 3 milliseconds. The deceleration shall always be lower than 120 g
with C.F.C. 600 Hz.
During
the test
5.3
Before the impact test prescribed in paragraphs 5.2. and 5.3. above no part of the steering control
surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter shall
present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.
In the case of a steering control equipped with an airbag, this requirements shall be deemed
satisfactory if no part, which can be contacted by a sphere of 165 mm in diameter, contains any
dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the risk of
serious injury to the occupants.
Before
the test
5.4.1
Requirements
?
4. Headform test
R inspection before the impact test
1. Apply developer to a sphere of 165 mm in diameter and
determine contact location by applying it to a steering control
surface.
2. Apply a 2.5 mm radius gauge to the contact point and define
the case where it is a compound curvature which can not be
measured by a radius gauge, where it is difficult to be judged,
and/or where the height/width inspection is necessary.
(At the discretion of the
type approving authority,)
The "worst case" position
on the steering control
The mid-point of the
shortest unsupported area
of the steering control rim
that does not include a
spoke when hit by the
head form
The joint of the stiffest or
most supported spoke to
the inner edge of the
steering control rim
The centre of the steering
control boss
The "worst
Case”
position
The joint
of the spoke
The
steering
control rim
The centre
of the steering
control boss
A minimum of three positions (The maximum of four positions)Test point 4.2
Measured by the two accelerometers fitted to the headform. (the simultaneous average of the
two)
Deceleration
measurement 5.1
If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with
the air-bag inflated. At the request of the manufacturer and with the consent of the technical
service the test may be carried out without the air-bag inflated.
Air-bag
2.1.2
Test
conditions
After any impact test prescribed in paragraphs 5.2. and 5.3. the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to increase the danger or
severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.
After
the test
5.4.1.1
When the steering control is struck by an impactor released against this control at a relative
speed of 24.1 km/h, in accordance with the procedures of annex 5, the deceleration of the
impactor shall not exceed 80 g cumulative for more than 3 milliseconds. The deceleration shall
always be lower than 120 g with C.F.C. 600 Hz.
During
the test
5.3
Before the impact test prescribed in paragraphs 5.2. and 5.3. above no part of the steering control
surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter shall
present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.
In the case of a steering control equipped with an airbag, this requirements shall be deemed
satisfactory if no part, which can be contacted by a sphere of 165 mm in diameter, contains any
dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the risk of
serious injury to the occupants.
Before
the test
5.4.1
Requirements
?
4. Headform test
Example of a waveform
0
10
20
30
40
50
0 10 20 30 40 50 60 70 80 90 100Time [msec]
Decele
ration [
G]
The maximum inflation point of an airbag
Time [ms]
De
ce
lera
tio
n [G
]
(At the discretion of the
type approving authority,)
The "worst case" position
on the steering control
The mid-point of the
shortest unsupported area
of the steering control rim
that does not include a
spoke when hit by the
head form
The joint of the stiffest or
most supported spoke to
the inner edge of the
steering control rim
The centre of the steering
control boss
The "worst
Case”
position
The joint
of the spoke
The
steering
control rim
The centre
of the steering
control boss
A minimum of three positions (The maximum of four positions)Test point 4.2
Measured by the two accelerometers fitted to the headform. (the simultaneous average of the
two)
Deceleration
measurement 5.1
If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with
the air-bag inflated. At the request of the manufacturer and with the consent of the technical
service the test may be carried out without the air-bag inflated.
Air-bag
2.1.2
Test
conditions
After any impact test prescribed in paragraphs 5.2. and 5.3. the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to increase the danger or
severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.
After
the test
5.4.1.1
When the steering control is struck by an impactor released against this control at a relative speed of
24.1 km/h, in accordance with the procedures of annex 5, the deceleration of the impactor shall not
exceed 80 g cumulative for more than 3 milliseconds. The deceleration shall always be lower than 120 g
with C.F.C. 600 Hz.
During
the test
5.3
Before the impact test prescribed in paragraphs 5.2. and 5.3. above no part of the steering control
surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter shall
present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.
In the case of a steering control equipped with an airbag, this requirements shall be deemed
satisfactory if no part, which can be contacted by a sphere of 165 mm in diameter, contains any
dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the risk of
serious injury to the occupants.
Before
the test
5.4.1
Requirements
?
4. Headform test
Edge inspection after the impact test
Example of a confirmation
Visually and tactually confirm whether there is sharp or rough edges or not.
Inflated by airbag sensor. The appropriate sensor
location is set according to back calculation based on
the relationship between the headform transit time and
distance.
Measured by velocity sensor. Calculated from the time
for the headform to pass the distance between sensors.
Airbag inflation methodVelocity measurement method
4. Headform test
Example:
When the distance between the velocity sensors are 50 mm
The calculation shows that the time for the headform to
pass the distance between the sensors is 7.47 ms.
Velocity sensor
(Stop)
Velocity sensor
(Start)
ReflectorLaser cut off plate
]/[1.24]/[7.610][47.7
][10503
3
hkmsmms
m==
×
× −
airbag sensor
Laser cut off plate
Set to ensure that the headform impact is conducted
after the maximum inflation of the airbag
Set considering the airbag inflation time tolerance.
Example:
When tolerance is 2ms
6.86 (mm/ms) × 2 (ms) + α = 13.72 + α
Representative example: Airbag and steering column impact absorption mechanism
Steering column impact absorption mechanismAirbag
Sliding capsule
Absorbing plate
5. Steering impact absorption technology
For minimum effective stroke amount, consider following:
1. Distance between velocity sensors
2. The maximum inflation distance of an airbag + Margin
3. Deformation amount of steering
Example of a noise waveform
There is a possibility for the test instrument noise to
be detected when headform transits from the
acceleration area to the constant velocity area (when
headform is released from the propulsion cylinder).
For these reasons, noise must be considered at the
time of facility implementation and the facility must be
designed (Example: Material and degree of adhesion
of the propulsion part) to minimize the noise.
Headform effective stroke amountNoise
Concern: Noise, headform effective stroke amount
6. Facility implementation concerns
Example:
When the maximum inflation distance of an airbag is
350 mm
Available stroke amount
= (1.) 50mm + (2.) 350mm + 20 mm + (3.) 50mm
= 470mm
1 2 3
Velocity sensorAirbag sensor
-30
-20
-10
0
10
20
30
40
50
60
-100 -50 0 50 100
Time [msec]
Decele
ration [
G]
Projection measurement method
In case of a gap between the edge of a rigid material and the panel, this edge shall be rounded to a
minimum radius of curvature depending on the gap shown in the table in the explanatory note to
paragraph 5.1.1. This also applies, if the height of the projection, determined according to the
procedure described in paragraph 1. of annex 6, is equal or less than 3.2 mm.
If the gap is located in a zone where a head impact test has to be carried out, the edges which can
be contacted during the test(s) resulting from displacement of parts shall be protected by a
minimum radius of 2.5 mm
2.18.
A sharp edge is an edge of a rigid material having a radius of curvature of less than 2.5 mm except
in the case of projections of less than 3.2 mm, measured from the panel. In this case, the minimum
radius of curvature shall not apply provided the height of the projection is not more than half its
width and its edges are blunted.
5.1.1.
ECE No. 21 Annex 10, Explanatory notes
A "sharp edge" is an edge of a rigid material having a radius of curvature of less than 2.5 mm
except in the case of projections of less than 3.2 mm, measured from the panel according to the
procedure described in paragraph 1 of annex 6. In this case, the minimum radius of curvature shall
not apply provided the height of the projection is not more than half its width and its edges are
blunted (see annex 10, explanatory notes, paragraph 2.18.)
ECE
No.21
2.18.
・ In case of h≦9.5, W, measured 2.5 mm from the point projecting furthest
・ In case of h>9.5W, 6.5 mm from the point of the maximum projection
*Above described method is based on ECE No.21, 5.1.4 and 5.1.5.
H≦3.2 mm and W≧2h
7. ECE No. 21 (Item 2.18 and Annex 10)
Example h
165 mm dia.
sphere
165 mm dia.
sphere
165 mm dia.
sphere
W
2.5(6.5) mm
Question and Answer Session
Please feel free to ask if you have any questions.
1. Scope, approval type and test item
2. Frontal-impact test against a barrier
• Outline, requirements and conditions
• Measurement instruments
• Test image
• Displacement amount measurement method
• Steering column shaft backward movement control mechanism
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A3. Body block test
• Outline and jig setting
• Test image
• Instruments
• Requirements and test conditions
• Test setting
• Velocity measurement method and airbag inflation method
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A4. Headform test
• Outline and jig setting
• Test image
• Instruments
• Requirements and test conditions
• Test setting
• Velocity measurement method and airbag inflation method
5. Steering impact absorption technology
6. Facility implementation concerns
7. ECE No. 21 (Item 2.18 and Annex 10) Radius requirement and projection inspection method
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A8. Procedure for determining the “H” point and the actual torso angle for seating positions in motor vehicles
• Outline, requirements, instruments and procedure
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A
Contents
Annex 6, 3.2.2.
The relative positions of the "R" point and the "H" point and the relationship between the
design torso angle and the actual torso angle shall be considered satisfactory for the seating
position in question if the "H" point, as defined by its coordinates, lies within a square of 50
mm side length with horizontal and vertical sides whose diagonals intersect at the "R" point,
and if the actual torso angle is within 5 degrees of the design torso angle.
Annex 6, 3.2.3.
If these conditions are met, the "R" point and the design torso angle, shall be used to
demonstrate compliance with the provisions of this Regulation.
8. Determining the “H” point
50 mm
50 mm
”H” POINT
For the procedure, refer to ECE No.12 Annex 6. Temperature condition : 20 +/- 10 ºC
Question and Answer Session
Please feel free to ask if you have any questions.
ขอบคณุสําหรับการเขารวมฟงรายงานในครั้งนี้
Thank you for your attention.
1
Introduction of UN / ECE Regulation for Steering Equipment
Reg. No. 79
2 March, 2011
Brakes and Running Gear Subcommittee - JASIC
JAPAN AUTOMOBILE STANDARDSINTERNATIONALIZATION CENTER
2
<Contents>1. WP29 and GRRF
• Organization• Object regulations
2. General Information on R79• Histories and Contents• Overview of presentation
3. Provisions of R79• Categories• Application and Approval• Construction provisions• Test provisions• Annexes
3
1. WP29 and GRRF
4
1.1 Organization
ECE brake and running gear regulations are taken care by the group of UN/WP29/GRRF.
Noise
UN
ECE
GRPEGREGRB GRRF GRSPGRSG
Light Prolusion&
Energy
Brake &
Running Gear
General
Safety
Passive
Safety
Inland TRANS Committee
WP29World Forum for Harmonization
of Vehicle Regulations
5
1.2 Object ECE regulations of GRRFGRRF : Working party on Brake and Running gear
ECE R13H&13 Braking (M1 & M/N/O)ECE R30 Pneumatic Tyres (Passenger Vehicle) ECE R54 Pneumatic Tyres (Commercial Vehicle)ECE R55 Mechanical couplingsECE R64 Temporary-use spare wheels/tyresECE R78 Braking (L)ECE R79 Steering EquipmentECE R90 Replacement Brake Lining Assemblies
and Drum Brake LiningsECE R108&109 Retreaded Pneumatic TyresECE R117 The Approval of Tyres with Regard to
Rolling Sound EmissionsAEBS/LDWS Automatic Emergency Braking and
Lane Departure Warning Systems
6
1.3 GRRF meeting calendar for 2011
GRRF#69 1-4 February, 2011#70 12-13 May, 2011#71 13-15 September, 2011
AEBS/LDWS#11&12 26-31 January, 2011#13 22-24 March, 2011#14 9-11 May, 2011
AMEVSC22-23 February, 2011
7
2. General Information on R79
8
2.1 Histories of R79
01-S3(R2) is the biggest revision to incorporate Annex 6.
+: Special requirements to be applied to the safety aspects of complex electronic vehicle systems
+: Expansion of requirements of Auxiliary Steering Equipment (M1/N1 -> M/N)
The first revision.Updated contents*: Modified+: Added
Apr. 4, 2005Aug. 14, 1995Dec. 1, 1988Date of entry into force
R79-01-S3(R2)R79-01R79Series
9
2.2 Contents of R79REGULATION
0. Introduction1. Scope2. Definitions3. Application for approval4. Approval5. Construction provisions6. Test provisions7. Conformity of production8. Penalties for non-conformity of production9. Modification and extension of approval of the vehicle type10. Production definitely discontinued11. Names and addresses of technical services responsible for conducting approval
tests and of administrative departmentsANNEXES
Annex 1 - Communication concerning the approval or refusal or extension or withdrawal of approval or production definitely discontinued of a vehicle type with regard to steering equipment pursuant to Regulation No. 79
Annex 2 - Arrangements of approval marksAnnex 3 - Braking performance for vehicles using the same energy source to supply
steering equipment and braking deviceAnnex 4 - Additional provisions for vehicles equipped with ASEAnnex 5 - Provision for trailers having hydraulic steering transmissionAnnex 6 - Special requirements to be applied to the safety aspects of complex
electronic vehicle control systems
10
2.3 Overview of following presentation
Preparation of Vehicle(Fuel, Temperature, Weight, Tire air pressure)
Test Facilities(Test track, Road surface, Instruments)
Test (Purpose, method)
Selection of vehicle(Definition, Experience)
Setting of instruments
Approval COP
Application
Penalties
Confirmation of • Test provisions• Several requirements of
Construction provisions
• Application documents• Description and diagram of steering
equipments• Technical files indicating the safety
philosophy (Annex 6)• Construction provisions
R79 Test ProceduresR79 Test Procedures
11
3. Provisions of R793.1 Categories3.2 Application for Approval3.3 Approval3.4 Construction provisions3.5 Test provisions3.6 COP3.7 Penalties3.8 Annexes
12
3.1 Categories1. SCOPE1.1. This Regulation applies to the steering equipment of vehicles of categories M, N and O.
5 tons < GVM
9<
GVM(*) ≤ 5 tons
9<
N.A.Vehicle mass
≤9Seating capacity
M3M2
4≤
M1
No. of wheels
3.5 <GVM≤ 12 ton 12 ton<GVMGVM≤ 3.5 tonVehicle mass
N.A.Seating capacity
N3N2
4≤
N1
No. of wheels
3.5 <GVM≤ 10 ton
O3
0.75 <GVM≤ 3.5 ton 10 ton<GVMGVM≤ 0.75 tonVehicle mass
N.A.Seating capacity
O4O2
N.A.
O1
No. of wheels
As defined in Annex 7 of the Consolidated Resolution on the Construction of Vehicles (R.E.3)
13
3.2 Application for Approval3.1. The application for approval of a vehicle type with
regard to the steering equipment shall be submitted by the vehicle manufacturer or by his duly accredited representative.
3.2. It shall be accompanied by the undermentioneddocuments in triplicate, and by the following particulars:
3.2.1. a description of the vehicle type with regard to the items mentioned in paragraph 2.2.; the vehicle type shall be specified;
3.2.2. a brief description of the steering equipment with a diagram of the steering equipment as a whole, showing the position on the vehicle of the various devices influencing the steering.
14
3.2 Application for ApprovalAnnex 1 : Contents to be filled in application documents are defined in a communication form.
15
3.2 Application for Approval
Application document
General information• Trade name or mark of vehicle • Vehicle type • Manufacturer's name and address
Brief description of the steering equipment• Type of steering equipment • Steering control • Steering transmission • Steered wheels • Energy source
16
3.2 Application for Approval
Application document (cont’d)
Results of tests, vehicle characteristics• Steering effort required to achieve a turning circle of 12 m
radius with an intact system and 20 m radius with a system in the failed condition <- para. 6.2.4. & 6.2.5.
• Other tests required by this Regulation <- para. 6.2.1, 6.2.2. & 5.1.1.~5.1.3.
• Adequate documentation in accordance with Annex 6 was supplied in respect of the following parts of the steering system
17
3.2 Application for Approval3.2.3. in the case of full power steering systems and
systems to which Annex 6 of this Regulation applies, an overview of the system indicating the philosophy of the system and the fail-safe procedures, redundancies and warning systems necessary to ensure safe operation in the vehicle.
The necessary technical files relating to such systems shall be made available for discussion with the type approval authority and/or technical service. Such files will be discussed on a confidential basis.
-> Annex 6 (next slide)
3.3. A vehicle representative of the vehicle type to be approved shall be submitted to the technical service responsible for conducting approval tests.
18
3.2 Application for ApprovalAnnex 6 SPECIAL REQUIREMENTS TO BE
APPLIED TO THE SAFETY ASPECTS OF COMPLEX ELECTRONIC VEHICLE CONTROL SYSTEMS
• This annex defines the special requirements for documentation, fault strategy and verification.
• This annex does not specify the performance criteria for "The System" but covers the methodology applied to the design process and the information which must be disclosed to the technical service, for type approval purposes.
19
3.2 Application for ApprovalAnnex 6 SPECIAL REQUIREMENTS TO BE
APPLIED TO THE SAFETY ASPECTS OF COMPLEX ELECTRONIC VEHICLE CONTROL SYSTEMS
• Information to be given in the documents (3.)i) Description of the functions of “The System”
(3.2)ii) System layout and schematics (3.3)iii) Safety concept of the manufacture (3.4)
• Verification and tests (4.)i) Verification of the function of “The system”
(4.1.1)ii) Verification of the safety concept (4.1.2)
20
3.2 Application for ApprovalAnnex 6 SPECIAL REQUIREMENTS TO BE
APPLIED TO THE SAFETY ASPECTS OF COMPLEX ELECTRONIC VEHICLE CONTROL SYSTEMS
Verification of the function of “The system” (4.1.1)Verification of the performance of the vehicle
system under non-fault conditions.Verification of the safety concept (4.1.2)Verification of the reaction of “The System”
under influence of a failure in any individual unit.
21
3.3 Approval4.1. If the vehicle submitted for approval pursuant to this Regulation meets all
relevant requirements given in this Regulation, approval of that vehicle type with regard to the steering equipment shall be granted.
4.2. An approval number shall be assigned to each type approved. Its first two digits (at present 01) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign this number to another vehicle type or to the same vehicle type submitted with different steering equipment from that described in the documents required by paragraph 3.
4.3. Notice of approval or of extension or refusal of approval of a vehicle type pursuant to this Regulation shall be communicated to the Parties to the 1958 Agreement which apply this Regulation, by means of a form conforming to the model in Annex 1 to this Regulation. Annex 1 (next slide)
22
3.3 ApprovalCOMMUNICATIONissued by : Name of administration:...............................................................................................................concerning: 2/
APPROVAL GRANTEDAPPROVAL EXTENDEDAPPROVAL REFUSEDAPPROVAL WITHDRAWNPRODUCTION DEFINITELY DISCONTINUEDof a vehicle type with regard to steering equipment pursuant to Regulation No. 79
Approval No. ...........................................................................................Extension No. .........................................................................................
2/ Strike out what does not apply.
23
3.3 Approval4.4. There shall be affixed, conspicuously and in a readily accessible
place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of:
4.4.1. a circle surrounding the letter "E" followed by the distinguishing number of the country which has granted approval; 2/
4.4.2. the number of this Regulation, followed by the letter "R", a dash and the approval number to the right of the circle prescribed inparagraph 4.4.1.
4.5. If the vehicle conforms (abbrev.)4.6. The approval mark shall be clearly legible and shall be indelible.4.7. The approval mark shall be placed close to or on the vehicle data
plate affixed by the manufacturer.4.8. Annex 2 to this Regulation gives examples of arrangements of
approval marks. Annex 2 (next slide)
24
3.3 ApprovalAnnex 2
The above approval mark affixed to a vehicle shows that the vehicle type concerned has, with regard to steering equipment,
• been approved in the Netherlands (E4) • pursuant to Regulation No. 79 • under approval No. 012439. The approval number indicates that the approval was
granted in accordance with the requirements of Regulation No. 79 incorporating the 01 series of amendments.
a=8mm min.
25
3.3 Approvalthe distinguishing number of the country which has granted approval1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia and Montenegro, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European Community (Approvals are granted by its Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 50 for Malta and 51 for the Republic of Korea.
Subsequent numbers shall be assigned to other countries in the chronological order in which they ratify or accede to the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these Prescriptions, and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.
26
3.4 Construction provisions5.1. General provisions
5.1.1. ~ 5.1.3.• easy and safe handling of vehicle up to its maximum
design speed• tendency to self-center• cornering stability and steering effort -> Test provisions• ability to travel along a straight section at the maximum
design speed of the vehicle– without unusual steering correction– without unusual vibration in the steering system
• correspondence between direction of operation of the steering control and the intended change of direction of the vehicle
• continuous relationship between the steering control deflection and the steering angle
27
3.4 Construction provisions5.1. General provisions
5.1.4. ~ 5.1.8.• capability to withstand the stresses arising during
normal operation• no limitation to the maximum steering angle by any
part of the steering transmission• no adverse affection to the steering equipment and the
electrical control lines by magnetic or electric fields(conformity to R10)
• no deterioration in the performance of the basic steering system by Advanced driver assistance steering systems
• locking device for adjustable components of steering transmission
• steered wheels shall not be solely the rear wheels
28
3.4 Construction provisions5.1. General provisions
5.1.9. ~ 5.1.10.• ensured performance in case of other systems failure
that shear energy supply • application of Annex 6 to the safety aspects of
electronic vehicle control systems
5.2. Special provisions for trailers
5.2.1. ~ 5.2.2.• requirements in paragraph 6.3 Test provisions• alignment of the trailer and towing vehicle in straight
ahead driving
29
3.4 Construction provisions5.3. Failure provisions and performance
5.3.1. General• ample design, easy access for maintenance and safety
features equal to other essential components for all mechanical parts
• fulfillment of requirements of paragraphs 5.1.2., 5.1.3. and 6.2.1.
• clear notification of failure in a transmission other than purely mechanical to the vehicle driver
• priority to shared energy source/supply and capability to meet the requirements of paragraphs 5.3.2. and 5.3.3.
30
3.4 Construction provisions5.3. Failure provisions and performance
5.3.2. Power assisted steering systems• no immediate changes in steering angle for the engine
stop or a part of the transmission fail• fulfillment of requirements of paragraphs 6. Test
provisions
5.3.3. Full power steering systems• speed limitation not to exceed 10km/h• fulfillment of requirements of paragraphs 6. Test
provisions• capability of 24 "figure of eight" maneuvers in case of
the energy source failure of the control transmission• no immediate changes in steering angle and capability
to meet requirements of paragraphs 6. after 25 "figure of eight" maneuvers
31
3.4 Construction provisions5.4. Warning signals
5.4.1. General provisions• clear signal for not mechanical fault resulting steering
function impair– deliberate application of vibration in the steering system– increase in steering force in the case of a motor vehicle
• acoustic or optical warning for the stored energy/fluid drops in the energy/storage reservoir in case of shared energy source
5.4.2. Special provisions for full-power steering equipment
• a red warning signal for the main steering equipment defect
• a yellow warning signal indicating an electrically detected defect
• symbol J 04, ISO/IEC registration number 7000-2441 as defined in ISO 2575: 2000
32
3.4 Construction provisions5.5. Provisions for the periodic technical inspection of
steering equipment
5.5.1. ~ 5.5.2.• operation check without disassembly• a simple way to verify the correct operational status of
Electronic Systems
33
3.5 Test provisions
Preparation of Vehicle(Fuel, Temperature, Weight, Tire air pressure)
Test Facilities(Test track, Road surface, Instruments)
Test (Purpose, method)
Selection of vehicle(Definition, Experience)
Setting of instruments
Approval COP
Application
Penalties
Confirmation of • Test provisions• Several requirements of
Construction provisions
• Application documents• Description and diagram of steering
equipments• Technical fiels indicating the safety
philosophy (Annex 6)
R79 Test ProceduresR79 Test Procedures
In the other In the other presentationpresentation
34
3.5 Conformity of ProductionThe Conformity of Production Procedures shall comply with
those set out in the 1958 Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements
7.1. The holder of the approval must ensure that results of the conformity of production tests are recorded and that the annexed documents remain available for a period determined in agreement with the approval authority or technical service. This period must not exceed 10 years counted from the time when production is definitely discontinued.
7.2. The type approval authority or technical servicewhich has granted type approval may at any time verify the conformity control methods applied in each production facility. The normal frequency of these verifications shall be once every two years.
35
3.6 Penalties for Non-conformity of Production
8.1. The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the requirement laid down in paragraph 7.1. is not complied with or if sample vehicles fail to comply with the requirements of paragraph 6. of this Regulation.
8.2. If a Contracting Party to the Agreement applying this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by means of a communication form conforming to the model in Annex 1 to this Regulation.
1
Test procedure for test provisions
ECE Reg. No. 79
2 March, 2011
Brakes and Running Gear Subcommittee - JASIC
JAPAN AUTOMOBILE STANDARDSINTERNATIONALIZATION CENTER
2
<Contents>1. Overview of R79 test procedures2. Test facilities & instruments3. Selection of vehicle4. Preparation of test vehicles5. Test procedures for test provisions
• For motor vehicles• For trailers
3
1. Overview of R79 test procedures
Over view of test flow
Preparation of Vehicle(Fuel, Temperature, Weight, Tire air pressure)
Cornering controllability & stability
Steering effort measurement
Steering straight ahead controllability & stability
Self centering
6.2.1.
6.1.2.~6.1.4.
6.2.2.
6.2.4.~6.2.5.
5.1.1.~5.1.2
4
2. Test facilities & instruments
Test tracks for driving maneuversHigh speed circuit : Steering straight ahead controllability &
stability
Skid pad : Cornering controllability & stability, Steering effort measurement
High speed circuit of Japan Automotive Research Institute (JARI)Length: 5,500 m Width: 12 mCorner radius:400 m Design speed of corner bank:190 km/h
Skid pad of JARICornering circle radius:Max. 80 m Area:81,115m2
Road camber: 0.5% (one direction)
Tracks should have a level surface affording good adhesion. (6.1.1.)
5
2. Test facilities & instruments
Instruments for steering effort measurementMeasurement steering wheel : Sensor for steering wheel
effort (& angle)
Data logger : Recorder for steering wheel effort signal
<Example> Measurement steering wheel (strain gage and potentiometer type)Steering wheel torque: +/-20~100Nm (as requested)Steering wheel angle:+/- 1080degree(SFA-F-SA Kyowa Electronic Instruments Co., Ltd.)
<Example>Integrated data recorder (Data logger with signal conditioner)Sampling: 16bit A/D x 16ch, Max. 200kHzInput: DC, Strain, Thermo couple, Charge, ICP(GX-1 TEAC Corporation)
6
3. Selection of vehicles6.1.2. During the test(s), the vehicle shall be loaded to its
technically permissible maximum mass and its technically permissible maximum load on the steered axle(s).
The valiant that has the heaviest curb weight of the steered axle
6.2.5. The measurement of steering efforts on motor vehicles with a failure in the steering equipment.
The valiant that has the smallest mean steering ratio
7
4. Preparation of test vehicle
• Fuel the vehicle fully and load it with ballast.– Up to Gross Vehicle Mass– Up to Front Gross Axial Weighting Ratio
(simultaneously)• Adjust tire pressure to as prescribed by the manufacturer for the mass when the vehicle is stationary.
• Adjust or simulate electrical load in the case of systems that use electrical energy. (e.g. Electronic Power Steering)
– Electrical load of all essential systems or systems components (lighting systems, windscreen wipers, engine management and braking systems)
8
5. Test procedures for test provisions
Over view of test flow
Preparation of Vehicle(Fuel, Temperature, Weight, Tire air pressure)
Cornering controllability & stability
Steering effort measurement
Steering straight ahead controllability & stability
Self centering
6.2.1.
6.1.2.~6.1.4.
6.2.2.
6.2.4.~6.2.5.
5.1.1.~5.1.2
9
5. Test procedures for test provisions
Cornering controllability & stability (6.2.1.)
It must be possible to leave a curve with a radius of 50 m at a tangent without unusual vibration in the steering equipment at the following speed:
Category M1 vehicles: 50 km/hCategory M2, M3, N1, N2 and N3 vehicles: 40 km/h or the
maximum design speed if this is below the speeds given above.
50m radius
50km/h vehicle speed (M1)
possible to leave without unusual vibration in the steering equipment
10
5. Test procedures for test provisions
Self centering (6.2.2.)
When the vehicle is driven in a circle with its steered wheels at approximately half lock and a constant speed of at least 10 km/h, the turning circle must remain the same or become larger if the steering control is released.
10km/h vehicle speedsteered wheels at approximately half lock
the turning circle must remain the same or become larger
release the steering control
11
5. Test procedures for test provisions
Steering effort measurement (6.2.4.~6.2.5.)The vehicle shall be driven from straight ahead into a spiral at a speed of 10 km/h. The steering wheel control effort shall be measured at the nominal radius of the steering control until the position of the steering control corresponds to turning radius for the particular category of vehicle. One steering movement shall be made to the right and one to the left.
10km/h vehicle speedThe maximum permitted steering time and the maximum permitted steering controleffort are given
intact: 12m radiuswith a failure: 20m radius
turn in
12
5. Test procedures for test provisions
Steering effort measurement (6.2.4.~6.2.5.)The maximum permitted steering time and the maximum permitted steering control effort with intact steering equipment / with a failure in the steering equipment are given in the table below for each category of vehicle.
13
0.00 8.35
200.00000
-200.00000
150.00000
-150.00000
20.00000
-20.00000 Time s
deg
N
km/h
5. Test procedures for test provisions
Steering effort measurement (6.2.4.~6.2.5.)
Example of steering effort measurement data (M1, with failure)
Steering wheel angle
Steering control effort
Vehicle speed
Steering time2.5secStart of steer End of steer
(corresponded to turning radius)
Max. steering control effort6.9daN
14
5. Test procedures for test provisions
Steering straight ahead controllability & stability(5.1.1.~5.1.2.)5.1.1. The steering system shall ensure easy and safe handling of the
vehicle up to its maximum design speed or in case of a trailer up to its technically permitted maximum speed.
5.1.2. It must be possible to travel along a straight section of road without unusual steering correction by the driver and without unusual vibration in the steering system at the maximum design speed of the vehicle.
Subjective evaluation at High-speed circuit
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5. Test procedures for test provisions
For trailers: Steering straight ahead stability(6.3.1)The trailer must travel without excessive deviation or unusual vibration
in its steering equipment when the towing vehicle is travelling in a straight line on a flat and horizontal road at a speed of 80 km/h or the technically permissible maximum speed indicated by the trailer manufacturer if this is less than 80 km/h.
Subjective evaluation at High-speed circuit or Straight track
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5. Test procedures for test provisions
For trailers: Turning circle radius (6.3.2.)
With the towing vehicle and trailer having adopted a steady state turn corresponding to a turning circle radius of 25 m (see paragraph 2.4.6.) at a constant speed of 5 km/h, the circle described by the rearmost outer edge of the trailer shall be measured. This manoeuvre shall be repeated under the same conditions but at a speed of 25 km/h +/- 1 km/h. During these manoeuvres, the rearmost outer edge of the trailer travelling at a speed of 25 km/h +/- 1 km/h shall not move outside the circle described at a constant speed of 5 km/h by more than 0.7 m.
25m radiusturning circle
5km/h vehicle speed
shall not move outside by more than 0.7 m
25km/h vehicle speed
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5. Test procedures for test provisions
For trailers: Departure trajectory(6.3.3.)
No part of the trailer shall move more than 0.5 m beyond the tangent to a circle with a radius of 25 m when towed by a vehicle leaving the circular path described in paragraph 6.3.2. along the tangent and travelling at a speed of 25 km/h. This requirement must be met from the point the tangent meets the circle to a point 40 m along the tangent. After that point the trailer shall fulfil the condition specified in paragraph 6.3.1.
25m radiusturning circle
shall not move outside by more than 0.7 m
25km/h vehicle speed
shall not move more than 0.5 m
40 m along the tangent
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5. Test procedures for test provisions
For trailers: Annular area(6.3.4.)6.3.4. The annular ground area swept by the towing vehicle/trailer combination
with an intact steering system, driving at no more than 5 km/h in a constant radius circle with the front outer corner of the towing vehicle describing a radius of 0.67 x vehicle combination length but not less than 12.5 m is to be measured.
6.3.4.1. If, with a fault in the steering system, the measured swept annular width is > 8.3 m, then this must not be an increase of more than 15 per cent compared with the corresponding value measured with the intact steering system. There shall not be any increase in the outer radius of the swept annular width.
radius of 0.67 x vehicle combination length but not less than 12.5 m
5km/h vehicle speedwith an intact steering system
5km/h vehicle speedwith a fault in the steering system
the measured swept annular width must not be an increase of more than 15 per cent not be any increase in the outer radius
Minutes of the 25th Asia Expert Meeting in Thailand 1. Time: Wednesday, 2 March 2011, 9:00 - 17:00 2. Venue: Grand Mercure Fortune Hotel Bangkok 3. Organizer: Department of Land Transport (DLT)
Attendees from Thailand: Total of 43 people from DLT, Thai Industrial Standards Institute (TISI), Thailand Automotive Institute (TAI), Society of Automotive Engineers Thailand (TSAE), Thai Automotive Industry Association (TAIA), and Thai Auto-Parts Manufacturers Association (TAPMA) 4. Attendees from Japan (JASIC):
Total of 3 people (Mr. Nagashima of Honda as the presenter of R12, Mr. Kaneshina of Mazda as the presenter of R79, and Mr. Morita as the keynote speaker and secretariat) 5. Summary of the Meeting Representing the organizer, Mr. Udom, Director of DLT, gave an opening address, and a photo was taken of the attendees. Representing JASIC, Mr. Morita gave a keynote speech. This was followed by presentations and Q&A sessions on steering (R12 and R79), where the questions of Thai participants were answered. The Meeting was friendly and fruitful. Presentations by Japan (JASIC) 1. R12 (Protection of the driver against steering mechanism in impact event) by Mr.
Nagashima (Honda)
First, the overall scope was described, and then the requirements on (1) frontal-impact
test, (2) body block test, and (3) head form test were explained using videos. The
presentation was concluded with supplemental explanation on the corresponding
technologies, test equipment, and cautions to take when performing the tests.
The participants were able to deepen their understanding of the details of steering tests scheduled to be conducted in the future.
Each explanation was followed by a Q&A session where opinions were vigorously exchanged.
* Main questions and answers Q1: Do you use the actual vehicle in all the tests? A1: No. The actual vehicle is used only in determining the rearward movement of the steering control. In the other tests, three choices are available (actual vehicle,
W/B, general-purpose jig). Q2: R21 specifies the same requirement (R). Why do we need R12? A2: Although the two regulations share the same requirement (R), R21 specifies comprehensive requirements on the overall vehicle interior including the steering control while R12 details requirements exclusively on the steering wheel. If your vehicle meets the R requirement once, it can be said that it complies with both R12 and R21. Q3: What is the actual difference between steering wheels with and without airbags? A3: It is extremely difficult to pass the body block test using steering wheels without airbags. If they are equipped with airbags, there is a margin of around 5,000 N. Q4: There are 3 test points specified for the head form test? A4: Basically, 3 test points are used, but if the worst case condition exists in a location other than those 3 points, 4 points are used. Q5: Do these requirements exist for steering wheels without airbags as well? A5: Yes. Q6: If specifications for steering wheels without airbags exist, is it OK to perform testing using steering wheels without airbags only? A6: That is the case with impact G. However, there is a post-test requirement to check for sharp edges, and steering wheels without airbags do not always present the worst case conditions in this check. Thus, we believe it necessary to perform testing using both steering wheels with and without airbags. Q7: Why are you so careful about noise? A7: It is necessary to perform, not only this test, but also the impact test, in a condition where there is no noise. If you are scheduled to introduce test equipment in the future, please be careful so that no noise would be generated. Also, if noise is generated in daily inspection after the introduction, please check the sensors, etc. Q8: Is simulation not allowed?
A8: The regulation does not allow simulation. Q9: Why do you perform the head form test of R12? A9: I will explain its history.
Q10: As regards the airbag specifications, there are cases where airbags don’t deploy in actual accidents, aren’t there? Also, how about the case where the steering wheel is replaced? A10: Airbags don’t deploy at speeds below around 10 km/h, and this is outside the speed range of this test. Users have responsibilities related to replacement of steering wheels, and manufacturers cannot provide a warranty for this. 2. R79 (Approval of vehicles with regard to steering equipment) by Mr. Kaneshina (Mazda)
The presentation consisted of two parts, 1. General Information and 2. Technical Requirements & Testing, and Part 1 was further divided into three sections, (1) Overview of WP.29 and GRRF, (2) General Requirements, and (3) Specific Provisions of the Regulation. In Part 2, explanation on the technical requirements and testing was given, in such a way that facilitated understanding, using sample data of actual tests. This enabled the attendees to deepen their understanding of
MVSS203 (Body Block), MVSS204 (Steering Control Rearward Displacement) issued
MVSS203 + MVSS204 = ECE No.12 issued Adopted for the purpose of reducing risk of the steering column piercing the
driver's chest or risk of grave chest injuries caused by contact with the
steering control.
Low seat belt use
rate
14/4/1969
End of 1960
Head form test introduced into ECE No. 12 23/3/1983
For safety, many countries started to require the mandatory use of seat belts. The injury mechanism, where the head/face of the restrained driver contacts the
steering wheel in a circular motion and, as a result, not only the face but also the
head is damaged, was clarified.
the details of steering testing scheduled to be performed in the future. At the end of the presentation, a comprehensive Q&A session was held with active exchanges of opinions.
* Main questions and answers Q1: (5.3.3) Why can the vehicle not be driven at speeds above 10 km/h where there is any fault as specified? A1: Since it is a dangerous situation where the steering equipment is disconnected from the wheels, once such fault is detected, the signal is sent so that the speed will not exceed 10 km/h. Q2: (5.1) There is a provision with reference to R10 for EMC, but this is irrelevant if the steering equipment is not equipped with any electronic control, correct? A2: That is correct, but it is necessary for the EPS, which is used in recent compact cars. Q3: Does R79 not contain any specific provision on EMC? A3: If R10 and R79 shared the same provisions, regulatory maintenance work would be extremely complicated. For this reason, R79 refers to the latest version of R10. Q4: What about load conditions? A4: To meet 6.1.2, “maximum permissible axial load” for the front axles and “maximum payload - front maximum permissible axial load” for the rear axles. Q5: Is there any qualification required to become a test driver? A5: There is no such requirement in the regulation. While measurement does not require any high-level skills, straight-ahead driving is based on sensory assessment and thus requires experience. In the case of European testing laboratories, drivers in charge of testing are designated and dispatched by each country. Q6: If the test is not passed, is it OK to conduct a retest? Up to how many times? (6 times in the case of brakes?) A6: There is no provision on retesting. As the mechanical setting determines the test result, retesting would not change the result. Moreover, most of the current passenger cars would not fail the test.
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