Global Automotive Safety Regulations in Nutshell

GL BAL
AUTOMOTIVE
SAFETY
SPONSORED BY,
REGULATIONS
IN NUTSHELL 2015
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Global Automotive Safety Regulations in Nutshell 2015 Wissenbaum
Engineering Solutions LLP
EDITORIAL
It gives me great pleasure to introduce our SIAT 2015 special edition to all of you who’s been always supportive since our first
SIAT launch back in 2013. It has received an overwhelming response and encouragement from the Automotive Industry
professionals and students community across the globe. It is a moment of pride for us to introduce Automotive Lighting
domain along with the Crash Safety Regulations in this SIAT edition 2015.
Considering the recent success in economic growth in BRICS countries which influenced a surge in demand in Automotive
Industry even forecasted as overtaking “Mature Markets” led by the United States, Europe, and Japan by CY 2020, we have
dedicated this edition to BRICS regulations.
Like previous editions, our relentless effort to pass on the knowledge in simple manner and emphasis is on basics of crash
regulations. It shall help readers to understand crash terminology and regulations. This book aims to bridge the gap between
institutional knowledge and ever evolving industrial demand.
My sincere thanks to Mr. Mannikar from ARAI for his irrefutable contribution and being instrumental behind this joint effort.
It’s been an inspiring and learning journey for all of us working for the noble mission of sharing knowledge through this book.
I am also greatful to Mr. K. C. Vora, Convener of SIAT 2015, for the selection of the book in SIAT Delegate Kit which will port this
ready reckoner to decision makers of automotive industry across globe.
I am highly obliged to my friends and colleagues from the industry fraternity for their valuable feedbacks from time to time to
keep us on the right track, not to mention Mr. Anil Kumar Chigullapalli from TATA Motors for his valuable feedback in such a
short time.
Last but not the least, I would like to thank and express my gratitude to all of them, in and outside Wissen Baum team who
played pivotal role to take a plunge with me in this noble initiative.
As our commitment has always been to bring forth the recent past updates to our readers, I assure to compile our next edition
2017 with more in depth exploration in automobile lighting domain.
Before signing off I would like to quote Mr. Henry Ford, an inspiration to many like me, “Coming together is a beginning;
keeping together is progress; working together is success.”
Wish you all a Happy Reading.
Mr. Nitinkumar Lokhande

Author
Director, Technical
Wissen Baum Engg. Solutions LLP
Release 4.0 January 2015 | www.wissenbaumllp.com © Copyright 2012-13. Wissen Baum Engineering Solutions LLP. All rights reserved.
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JOURNEY
“Global Automotive Safety Regulations in Nutshell” is a joint knowledge harvesting initiative taken by Wissen Baum and ARAI since 2012. The
subsequent versions of the book were published in 2013 and 2014.
This book is widely appreciated by automotive community and More than 5000 print copies has been circulated through various events like
SIAT, PIPs and thousands of automotive aspirants have been benefited by the free downloads. The automotive industry and engineering
student community have conveyed their gratitude through emails.
This CSR initiative is continuously being supported by the industry community to serve this knowledge which is open to all.
About Book: "Global Automotive Safety Regulations in Nutshell 2015”

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Automotive Safety Regulations in Nutshell - 2015” edition is coming in association with ARAI Academy.
The purpose of launching this e-Book in India and similar emerging markets is to provide "Ready Reckoner" for the engineering space
comprising of various automotive OEMs, Tier-I suppliers, Engineering design houses, Test Labs, Certification agencies engaged in product
development for the local and global market and engineering educational institute.
Highlights of 2015 edition

In this book emphasis is given to address the regulations for Passenger Vehicle crash, Commercial Vehicle crash requirements and Sub
system Level Crash Requirements, Automobile Lighting Requirements for European, American and BRIC markets.
The crash requirement such as ECE R14, ECE R21, ECE R94, ECE R95, Euro NCAP, FMVSS 201, FMVSS 208, FMVSS 214, GB Regulations,
IS 12009, Latin NCAP, US NCAP and many more regulations are presented in simple nutshell format.
The prime objectives of this e-Book are as follows :

Impart Knowledge of regulation and test procedures in automotive crash and safety domain.
Aid exchange of information between Global Authorities and End-users in crash domain.
Prepare aspiring engineers to plan good career openings in design, analysis and testing.
Showcase capabilities and innovation to automotive industry in mentioned domain.
ARAI Academy & Wissen Baum Association

Wissen Baum is associated with ARAI Academy in the area of knowledge dissemination initiatives in Vehicle Safety and Global Automotive
regulations. Global Automotive Safety Regulations in Nutshell 2012 is one of the successful milestone achieved by our association with ARAI
Academy. The innovative idea of creating Automotive crash knowledge in nutshell with most simplified format as a Desktop e-Book has
been executed to highest possible perfection level.
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directly or indirectly from the use of this book. This book should be treated as ready reckoner and the detailed information about the regulations specified in this book are available on respective websites.
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VOTE OF THANKS
It is a privilege and a great joy for me to extend a vote of thanks to all those who have contributed in one way or the other
to make this knowledge harvesting initiative a success. My colleagues and friends from the industry have been the driving
force behind this whole process.
I take this opportunity to express my gratitude to all of you who had been pillars of support either in the foreground or
background in bringing out this book. We are glad to acknowledge that you had taken time out of your very important
schedules to contribute to this noble initiative, and some of you had even traveled at very short notice. Thank you for
your invaluable contributions.
Before concluding, let me express my sincere gratitude and appreciation to Mrs. Rashmi Urdhwareshe (Director, ARAI),
Mr. D. J. Kulkarni (Dy. Director - BDCP), Mr. A. V. Mannikar (Dy. Director, Passive Safety Laboratory, ARAI), DR. K. C. Vora
(Dy. Director & Head, ARAI Academy), Mr. Vijay Pankhawala (General Manger - BDCP) and Mr. Amit Pawar from ARAI team,
Mr. Rajneesh Shinde (Sr. Director - Marketing Altair), Mr. Rahul Agale (Group Marketing Head Varroc), Mr. Aniket Jadhav
and following people for their insightful comments and suggestions.
Looking ahead to continue this wonderful journey with you all that we had embarked on.
Mr. Rishiraj Sormare

Sr. Manager, Business Development
Wissen Baum Engg. Solutions LLP
ACKNOWLEDGEMENT
Altair India ARAI ARAI
Mr. Rajneesh Shinde Mr. B. V. Shamsundara Mr. Babasaheb Shivaji Yamgar
Sr. Director - Marketing General Manager, Safety & DGM, Passive Safety Lab
Homologation Lab
Automotive Test System Bright AutoPlast Ltd. Cax Software

Mr. Ramanathan Srinivasan Mr. Ashish Kubude Mr. R. Narayanan
Managing Director Business Head - Precitech Director
Grupo Antolin India IAC International IAC International

Mr. Sandesh Pawar Mr. P. C. Jayan Mr. Sitangshu Nandi
General Manager Design Director - Engineering Director, Business
Center Development & Program
Management
iCube Talent IKSC Minda Industries Ltd.

Mr. Gopikrishnan.T Mr. Atul B. Patil Mr. Chandra Shekhar Singh
Founder Managing Director CTO - Lighting Business
Panatech Asia Varroc Polymers Pvt. Ltd. Wissen Baum

Mr. Vijay Vasant Deshpande Mr. Ramchandra Shejwal Mr. Sanjay Vastrad
Director Vice President - Tech Centre Head - Product Engineering
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CONTENT TABLE
1.0 Automotive Crash and Safety Terminologies 01-16
1.01 Automotive Crash and Safety
1.02 Crashworthiness
1.03 Vehicle Co-ordinate System
1.04 BIW (Body In White) Terminology
1.05 Automobile Safety
1.06 Safety Systems
1.07 Vehicle Weight
1.08 EEC Vehicle Classification
1.09 FMVSS Vehicle Classification
1.10 H Point and R Point
1.11 Front Impact Barrier
1.12 Human Models
1.13 Frontal and Rear Impact Dummies
1.14 Child Dummies
1.15 H III 50 % Dummy: Terminologies
1.16 Injury Evaluation
1.17 Head: 3ms, HIC
1.18 Neck: Shear, Tension, Flexion, Extension, Compression
1.19 Neck: Moment, Forces
1.20 Neck: Nij (Normalized Neck Injury)
1.21 Continuous Exceedence Evaluation
1.22 Chest: VC Soft Tissue Criterion
1.23 Lower Body: Compression
1.24 Injury Evaluation: TIBIA
1.25 Occupant Injury ECE R94
1.26 Side Impact Barriers
1.27 Side Impact Dummies
1.28 ES-SID II Dummy with Sensors
1.29 ES-SID II Dummy: Injury Evaluation
2.0 Crash Regulations Global Overview 17

2.01 Global Overview - Frontal Crash Load Cases
2.02 Global Overview - Side and Rear Crash Load Cases
3.0 Regulatory Crash Regulations 18-31

3.01 ECE R94
3.02 ECE R95
3.03 FMVSS 208
3.04 FMVSS 214
3.05 AIS 098
3.06 AIS 099
3.07 GB 11551-2003
3.08 GB 20913-2007
3.09 GB 20071-2006
3.10 IS 12009
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CONTENT TABLE
4.0 NCAP Overview 32-44
4.01 Euro NCAP
4.1.01 Frontal and Side Impact Requirement
4.1.02 Pedestrian Frontal Requirement
4.1.03 Front Seats and Head Restraints
4.1.04 Child Protection Requirements
4.1.05 Euro NCAP Rating
4.02 US NCAP
4.2.02 US NCAP Rating
4.03 Latin NCAP
4.3.01 Frontal Impact Requirement
5.0 Steering And Seating Crash Regulation 45-47

5.01 ECE R12
5.02 ECE R14
5.2.01 Seat Belt Anchorage Requirement
5.2.02 ISOFIX Anchorages Requirement
5.03 ECE R14 V/S FMVSS 210
6.0 Automotive Lighting System 48-55

6.01 Introduction
6.02 Automotive Lighting Legend
6.03 Installation Guide
6.04 Mandetory Automotive Lighting
6.05 Overview : AIS/ECE Lighting Regulations
7.0 Vehicle Interior Regulations 56-60

7.01 ECE R21
7.02 FMVSS 201
7.03 FMVSS 201U
8.0 Commercial Trucks Regulations 61-66

8.01 ECE R29
8.02 Overview FUPD, RUPD, SUPD regulations
8.03 Front Under Run Protection ECE R 93
8.04 Rear Under Run Protection ECE R 58
8.05 Side Under Run Protection ECE R 73
8.06 ECE R66
9.0 Glossary 67-68
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AUTOMOTIVE
CRASH AND SAFETY
TERMINOLOGIES
1.1 AUTOMOTIVE CRASH AND SAFETY

AUTOMOTIVE CRASH
Crash is an unprecedented event occurs when a vehicle collides with another vehicle, pedestrian, animal, road debris or other stationary
obstruction such as trees, poles etc. The result of crash is death, injuries, damage and financial loss.
Fig. 1.1.1: Automotive Crash
1.2 CRASHWORTHINESS
The crashworthiness is a science of optimizing vehicle structure that can absorb the crash energy by controlled vehicle deformations while
maintaining adequate space so that the residual crash energy can be managed by the restraint systems to minimize crash loads transfer to
the vehicle occupants.
CRASHWORTHINESS REQUIREMENTS
Ÿ Deformable, yet stiff, front structure with crumple zones to absorb the crash.
Ÿ Deformable rear structure to maintain integrity of the rear passenger compartment and protect the fuel tank.
Ÿ Properly designed side structures and doors to minimize intrusion in side impact and prevent doors from opening due to crash loads.
Ÿ Strong roof structure for rollover protection.
Ÿ Properly designed restraint systems that work in harmony with the vehicle.
Ÿ Structure to provide the occupant with optimal ride down and protection in different interior spaces and trims.
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AUTOMOTIVE
CRASH AND SAFETY
TERMINOLOGIES
1.3 VEHICLE CO-ORDINATE SYSTEM

The vehicle co-ordinate system is defined through three plane namely Vertical Longitudinal Plane (X), Vertical Transverse Plane (Y) and
Horizontal Plane (Z). As shown in figure below.
Vertical Transverse Vertical Longitudinal

Plane (Y) Plane (X)
Z
X
Y Horizontal Plane (Z)
Ground
Z
Zero Grid Z- Plane
Fig. 1.3.1: Vehicle Co-ordinate System
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AUTOMOTIVE
CRASH AND SAFETY
TERMINOLOGIES
1.4 BIW (BODY IN WHITE) TERMINOLOGY

The term “Body in White (BIW)” describes the welded sheet metal components that make up the body of a vehicle, are connected to the
other components, such as engine, chassis, exterior and interior. Typical BIW terminologies used in automotive crash are shown below,
C Pillar Cross Member
A Pillar
Fire Wall
Tunnel
B Pillar
Floor
Sill
Long Crash Box
Crash Box Member
Fig. 1.4.1: BIW Terminology
1.5 VEHICLE WEIGHT

UNLADEN WEIGHT
The weight of the vehicle in running order, unoccupied and unladen but complete with fuel, coolant, lubricant, tools and a spare wheel.
LADEN WEIGHT
The Laden weight is sum of unladen weight of vehicle and weight of passengers.
Laden weight = unladen weight + weight of the passengers (taking 75 kg per passenger).
GVWR (THE GROSS VEHICLE WEIGHT RATING)

The gross vehicle weight rating (GVWR), or gross vehicle mass (GVM) is the maximum operating weight of vehicle as specified by the
manufacturer including the vehicle's chassis, body, engine , engine fluids, fuel, accessories, driver, passengers and cargo but excluding that of
any trailers.
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AUTOMOTIVE
CRASH AND SAFETY
TERMINOLOGIES
1.6 AUTOMOBILE SAFETY

Automobile Safety is the study and practice of design, construction, equipment and regulation to minimize the occurrence and
consequences of Automotive Crash.
The automotive safety is classified namely in two major categories:
1. Active Safety
2. Passive Safety
Active safety mainly assists to avoid the occurrence of crash whereas passive safety protects occupants in event of crash.
ACTIVE SAFETY PASSIVE SAFETY
ASSISTS TO AVOID THE PROTECT THE OCCUPANT

OCCURRENCE OF CRASH IN EVENT OF CRASH
PREVENT CRASH PROTECT OCCUPANT
1.7 SAFETY SYSTEMS

The typical Active safety systems and Passive safety systems are mentioned below,
ACTIVE SAFETY SYSTEMS PASSIVE SAFETY SYSTEMS
Antilock Braking System Airbags
Electronic Stability Control Laminated Windscreen
Reverse Sensors Energy Absorbing Brackets
Tire Pressure Monitoring Cargo Protection
Emergency Brake Assistance Collapsible Steering Column
Mirrors Pedestrian Protection System
Adaptive Lighting System Seat Belts
Seat Belt Reminder Anti Intrusion Bars
Lane Departure Crumple Zone
Table 1.7.1: Active and Passive safety systems
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AUTOMOTIVE
CRASH AND SAFETY
TERMINOLOGIES
1.8 EEC VEHICLE CLASSIFICATION

The EEC vehicles are classified as per purpose of vehicle, number of seats and mass of vehicle. The below table shows the vehicle
classifications,
Vehicle Category Purpose Seat Mass (Tonn)

M1 Passenger <8+1
M M2 Passenger >8+1 M<5
M3 Passenger >8+1 M>5
N1 Goods 3.5 < M
N N2 Goods 3.5 < M < 12
N3 Goods M > 12
O1 Trailer M < 0.75
O2 Trailer 0.75 < M < 3.5
O
O3 Trailer 3.5 < M < 10
O4 Trailer M > 10
Table 1.8.1: EEC vehicle classification Source: 2007/46/EC
1.9 FMVSS VEHICLE CLASSIFICATION

The FMVSS vehicles are classified as per purpose of vehicle, number of seats and mass of vehicle, speed and power. The below table shows
the vehicle classifications.
Classification Definition
Passenger Car A motor vehicle with motive power, except a low speed vehicle, multipurpose passenger vehicle, motorcycle or
trailer designed for carrying 10 persons or less.
Multipurpose A motor vehicle with motive power, except a low speed vehicle or trailer designed to carry 10 persons or less
Passenger vehicle which is constructed either in truck chassis or with special feature for occasional off road operation.
Truck A motor vehicle with motive power, except a trailer designed primary for the transportation of property or special
purpose equipment.
Bus A motor vehicle with motive power, except a trailer designed for carrying more than 10 persons.
Motorcycle A motor vehicle with motive power having seat or saddle for the use of the rider and designed to travel or not
more than three wheels in contact with ground.
Motor driven cycle A motor cycle with a motor that produces 5 brake horse power or less.
Trailer A motor vehicle with or without motive power, designed for carrying persons or property for being drawn by
another motor vehicle.
Low speed vehicle A motor vehicle that is 4 wheeled, whose speed attainable in 1 mile (1.6 km) is more than 20 miles per hour
(32 km / hour) and not more than 25 miles per hour (40 km / hour) on a paved level surface and whose GVWR
is less than 3000 pounds (1,361 kilograms).
Table 1.9.1: FMVSS vehicle classification
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AUTOMOTIVE
CRASH AND SAFETY
TERMINOLOGIES
1.10 H POINT AND R POINT

H-point (Hip point) is the theoretical, relative location of an occupant's hip, specifically the pivot point between the torso and upper leg
portions of the body, either relative to the floor of the vehicle or relative to the height above pavement level. Technically, the measurement
uses the hip joint of a 50th percentile male occupant, viewed laterally.
R-point (Seating Reference Point) is the theoretical hip point used by manufacturers when designing a vehicle and more specifically
describes the relative location of the seated dummy's hip point, when the seat is set in the rearmost and lowermost seating position.
Fig. 1.10.1: H Point Shown In Red Color
1.11 FRONT IMPACT BARRIERS
The table below shows the types of Front impact barriers and their usage.
Barrier
Name EEVC Offset Deformable Barrier Rigid Barrier

Mandatory Regulations ECE R 94, FMVSS 208, AIS098, GB20913-2007 FMVSS208, GB11551-2003
Consumer regulations EuroNCAP, J NCAP, A NCAP, Latin NCAP US NCAP
Crash Type Frontal Impact load case
Table 1.11.1: Front Impact Barrier
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AUTOMOTIVE
CRASH AND SAFETY
TERMINOLOGIES
1.12 HUMAN MODELS

The crash dummies are full scale anthropomorphic test device (ATD) that simulate the dimensions, weight proportions and articulation of the
human body. The following are requirements for human models,
Ÿ Geometry, dimension, mass distribution, center of gravity, inertia, joint stiffness, degrees of freedom, realistic kinematics.
Ÿ “Biofidelity” (Measure for quality of reproduction of physical human characteristics, ISO 9790)
Ÿ Robust construction, reliability
Ÿ Reproducibility, repeatability
Ÿ Possibility of calibration
Ÿ Handling
Ÿ Protection criteria applicable
ANTHROPOMETRY
Anthropometry describes the geometric dimensions and proportions of the human being.
ANTHROPOMORPH (->ATD / ANTROP. TEST DEVICE)

Human adequate properties (movability, deformability, properties of inertia)
PERCENTILE
The percentile indicates the part of population which is taken into account.
e.g. The HIII 50% represents that 50% part of population.
Fig. 1.12.1: Human Models
1.13 HIII 50 % DUMMY TERMINOLOGIES

The following figure shows the typical HIII 50% male dummy with the sensors. These sensors collects the data such as velocity of impact,
crushing force, bending, deformations and decelerations. The human injuries are evaluated based on these inputs.
The dummy tree starts at pelvis area. The dummy parts are defined as child and master. The master part governs the behaviors of child parts.
One of the typical example of tree structure is as following,
Pelvis Femur Tibia Foot
Head CG Acc.
Neck Force and
Moment Sensors
Thorax CG Acc.
Sternum Deformation
Sensor
Pelvis CG Acc.
Femur Force Sensor

Knee Slider
Upper Tibia Sensor
Lower Tibia Sensor

Fig. 1.13.1: HIII 50 % Dummy Terminologies
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AUTOMOTIVE
CRASH AND SAFETY
TERMINOLOGIES
1.14 FRONTAL AND REAR IMPACT DUMMIES

The following table shows the different adult dummies used in frontal and rear impact.
Dummy
Name Hybrid III 50 % Male Hybrid III 95 % Male Hybrid III 5 % Female BioRID II Male
Mass (kg) 74.5 101 49.1 77.7
Seating Position (cm) 90.7 93.5 88.4 88.4
Crash Type Frontal Impact Load case Rear Impact
Table 1.14.1: Frontal and Rear Impact Dummies
1.15 CHILD DUMMIES

The following table shows the different child dummies used in frontal impact. Please note only two child dummies are shown below. Please
refer the standards for other child dummies.
Dummy
Name P 1.5 Q 1.5 P3 Q 3.0

Mass (kg) 11 11.5 15 14.6
Seating Position (cm) 49.5 50.5 54.4
56
Crash Type Frontal Impact Frontal Impact / Side Impact Frontal Impact Frontal Impact / Side Impact
Table 1.15.1: Child Dummies
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AUTOMOTIVE
CRASH AND SAFETY
TERMINOLOGIES
1.16 INJURY EVALUATION

The injury evaluation for Frontal impact dummy is shown in below table. The injuries are divided in four major areas Head and Neck, Chest,
Femur, Tibia. The details of injuries are mentioned in table below,
Head Resultant Acceleration, HIC

Head
Neck Value, 3 ms Acceleration Value
Neck Bending Moment, Tension

Chest Force, Shear Force, Neck
Index, Nij
Chest Resultant Acceleration, 3 ms

Value, Deflection Viscous
Criterion: VC
Femurs (L & R)
Femurs (L & R) Axial Force (Compression)

Knees (L & R)
Knees (L & R) Deflection
Upper Tibia (L & R) Upper Tibia (L & R) Compression Force, Bending

Moment, Tibia Index: TI
Lower Tibia (L & R)
Lower Tibia (L & R) Compression Force, Bending
Fig. 1.16.1: Injury Evaluation
Moment, Tibia Index: TI
1.17 HEAD: 3ms, HIC

The injury criteria for Head is evaluated using following criteria,
ACCELERATION
The resultant head acceleration AR is calculated from the three components Ax, Ay, Az after they have been filtered and maximum value or AR
is determined.
AR = (A2x + A2y + Az2)
where AR is expressed in multiple of g (1 g = 9.81 m/s2).
HEAD INJURY CRITERIA (HIC)

HIC is calculated by using following formula,
2.5
t2
ARdt
t1
HIC = (t2 - t1)
(t2-t1)
Maximize HIC for any time, window (t2-t1) up to 36 milliseconds.
3 MS CRITERIA
Determine the acceleration level which AR exceeds for a cumulative time period of three milliseconds i.e. the head 3 ms exceedence.
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AUTOMOTIVE
CRASH AND SAFETY
TERMINOLOGIES
1.18 NECK: SHEAR, TENSION, FLEXION, EXTENSION, COMPRESSION

The neck injury criteria is measured using the following injury criteria,
ŸNeck Tension : Tensile force on neck is considered as Tension. This force is in down up direction load (Ref. fig. ‘A’).
ŸNeck compression : Compression force on neck is considered as Compression. This force is in up down direction load (Ref. fig. ‘A’).
ŸNeck Shear : The X direction load is considered as Shear load (Ref. fig. ‘B’).
ŸMoment Forward Flexion : The clockwise moment or moment forward is taken as Flexion (Ref. fig. ‘C’).
ŸMoment Backward Extension : The anticlockwise moment or moment backward is taken as Extension (Ref. fig. ‘D’).
Following figures shows neck injuries.
Tension
Moment
Backward
Extension
Moment
Compression Forward
Shear
Flexion
Fig. A Fig. B Fig. C Fig. D
Fig. 1.18.1: Neck: Shear, Tension, Flexion, Extension
1.19 NECK: MOMENT, FORCES

The Neck moment is calculated as below formula,
My i = My - Fx *d
Shear Force ( FX )
Fig. 1.19.1 Neck Moment
Where My and Fx are the bending moment and shear force respectively measured at the transducer and “d” is the distance from the
transducer to the interface (d=0.01778m). See (SAEJ 1733).
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AUTOMOTIVE
CRASH AND SAFETY
TERMINOLOGIES
1.20 NECK: Nij (NORMALIZED NECK INJURY)

The NIJ injury criteria i.e. Normalized Neck Injury is calculated using below formula,
Tension
N IJ= (Fz / Fzc) + (Mo) / Mc
Where,
Fz = Force in N
Mo = Total Moment in N-m
Fzc = Critical Force in N
Mc = Critical Moment in N-m Compression
Fig. 1.20.1: Nij
Dummy Type Fzc [N] Tension Fzc [N]* Compression Myc [Nm] Flexion Myc [Nm]* Extension
Hybrid III; 50 % 6806 -6160 310 -135
Hybrid III; 5 % 4287 -3880 155 -67
Table 1.20.1: Neck: Nij (Normalized Neck Injury)
1.21 CONTINUOUS EXCEEDENCE EVALUATION

The continuous exceedence evaluation criteria is used to convert time dependent output into continuous time function. The following
graphs show method to convert time dependent function is converted in to continuous time function.
Continuous exceedence evaluations are used in ECE R 94, ECE R95, Euro NCAP. The neck forces, moments, femur forces are evaluated on
continuous function.
Target curve
Fig. 1.21.1: Response Vs. Time Fig. 1.21.2: Continuous Curve
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AUTOMOTIVE
CRASH AND SAFETY
TERMINOLOGIES
1.22 CHEST: VC SOFT TISSUE CRITERION

The injury criteria for chest is called as VC i.e. Viscous Criteria or Soft Criteria. This injury criteria is defined below. The scaling factor SF and half
dummy cage depth is function of dummy type. The typical values are documented in below table.
VC = SF * (Y / D) * V
Y = Thoracic Deformation in meters
D = Half Depth of Dummy cage
V = Deformation Velocity
SF = Scale factor
Dummy Type Scaling Factor Deformation

(SF) Constant [mm] (D)
Hybrid III; Male 95 % 1.3 254
Hybrid III; Male 50 % 1.3 229
Hybrid III; Female 5 % 1.3 187
Bio SID 1.0 175
Euro SID-1 1.0 140
ES-2 1.0 140
SID-IIs 1.0 138

Fig. 1.22.1: Chest: VC Soft Tissue Criterion Table. 1.22.1: Chest: VC Soft Tissue Criterion
1.23 LOWER BODY: COMPRESSION

The lower body mainly addresses the injuries in area of Femur, Tibia and Knee . The main injury criterias are as following,
ŸCompression Force
ŸKnee Slider Displacement
ŸTibia Index
COMPRESSION FORCE COMPRESSION

For each of the femurs, calculate continuous exceedence in For each of the knees, determine the greatest value of the knee
compression (Fz negative) as shown in figure below, displacement (D) as shown in figure below,
Compression
Displacement (D)
Force (Fz)
Fig. 1.23: Compression Force Fig. 1.23.2: Knee Slider Displacement
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1.24 INJURY EVALUATION: TIBIA

MOMENT
At the upper and lower sensors of both the left and the right Tibias, calculate the resultant bending moment MR from Mx and My after they
have been filtered using following formula,
M R (t) = M 2 X (t) +M
2
Y (t)
TIBIA INDEX (TI)

Tibia index is calculated at upper and lower tibia of each leg according to following equation,
M R (t) FZ (t)
TI (t) = +
MR C FZ C
TI(t) is the instantaneous value of the Tibia Index at time t. (MR)C is the critical value of the bending moment = 225 Nm and (FZ)C is the critical
value of the axial force = 35.9kN for HIII 50 percentile dummy.
1.25 OCCUPANT INJURY ECE R94

Following figure shows occupant Injury ECE R94.
HPC < 1000

a (3ms)< 80g
Neck Tension
3.3 kN@0ms, 2.9 kN@35ms, 1.1 kN @ ≥ 60 ms
Neck Shear
3.1kN@0ms, 1.5 kN @ 25-35 ms, 1.1 kN @ ≥ 45 ms
Neck Moment < 57 Nm
Thorax compression <50mm
Viscous criteria < 1.0 m/s
Femur Force criterion 9.07 kN @ 0 ms, 7.58 kN @ ≥ 10 ms

Knee displacement < 15mm
Tibia compression force < 8kN

Tibia Index <1.3
Fig. 1.25.1: Occupant Injury ECE R94
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1.26 SIDE IMPACT BARRIERS

The below table shows the types of Side impact barriers and there usage,
Barrier
Name EEVC Advance 2000 NHTSA Side Impact
Mass (Kg) 950 1367

Regulations ECE R 95, EURO NCAP FMVSS 208, US NCAP
Crash Type Side Impact load case
Table 1.26.1: Side Impact Barriers
1.27 SIDE IMPACT DUMMIES

The following table shows the different side impact dummy database used in side impact load cases.
Dummy
Extended Rib Construction
Name ES-2 ES-2Re US-SID SID iis

Mass Kg 72 72 76 44
Seating Position cm 90.9 90.9 79
89.9
Crash Type Side Impact load case
Table 1.27.1: Side Impact Dummies
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1.28 ES-SID II DUMMY WITH SENSORS
The following figure shows, ES-SID II dummy with sensors.
Head CG Acc.
Spine Acceleration
Ribs Intrusion
Abdominal forces
Pubic Symphysis
Force
Pelvis CG Acc.
Fig. 1.28.2: ES-SID II Dummy with Sensors
1.29 ES-SID II DUMMY: INJURY EVALUATION
The following figure shows, injury evaluation for ECE R 95 case for ES-SID II dummy.
HPC ≤1000
Rib deflection ≤ 42 mm
Viscous criteria ≤1.0 m/s
Abdomen
sum of APF ≤ 2.5 kN
Pelvis PSPF ≤ 6.0 kN
Occupant Injury
Prescribed by ECE R95
Fig. 1.29.1: ES-SID 2 Dummy: Injury Evaluation
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GLOBAL OVERVIEW
2.1 GLOBAL OVERVIEW
FRONTAL CRASH
Table 2.1.1: Overview Frontal Crash Load Case
Norm Velocity (kmph) Barrier Type Overlap (%) Angle (Deg) Dummies Seat Belt Type of Test
96/79/EC
FMVSS 208
ADR 73/00 56 Deformable 40 0 2 x 50% H-III Belted
AIS098/F
GB 20913-2007 Regulatory
2 x 50% H-III Belted and Test
FMVSS 208 48 Rigid 100 -30 to + 30
2 x 05% H-III Unbelted
GB 11551-2003 50 Rigid 100 0 2 x 50% H-III Belted
2 x 50% H-III, 1xQ3 Driver side
EURO NCAP
and 1 x Q1.5 Pass side
64 Deformable 40 0
Belted
Latin NCAP 2 x 50% H-III, 1x P3 Driver side Consumer
and 1 x P1.5 Pass side Test
US NCAP 56 Rigid 100 0 2 x 50 % H-III Belted
EURO NCAP 50 Rigid 100 0 2 X 5% H-III, 1 X 5% H-III Belted
2.2 SIDE CRASH LOAD CASE

OVERVIEW
Table 2.0.2: Overview Side Crash Load Case

Norm Velocity (kmph) Barrier Type Barrier Mass (kg) Angle (Deg) Dummies Seat Belt Type of Test
ECE R95, AIS099/F 50 MDB 950 90 1 X ES-2 with
GB 20071-2006
Regulatory
FMVSS 214 54 MDB 1367.6 27 1 X ES2-re, 1 X SID IIs
Test
FMVSS214 32 Rigid Pole 65 ES2-re and SID Iis with
US NCAP 62 MDB 1367 27 ES2-re and SID IIs
US NCAP 32 Rigid Pole 15 1 X SID lls
EURO NCAP 50 MDB 960 90 1 X ES-2 + Q1.5 with Consumer
and Q3 Test
EURO NCAP 29 Rigid Pole 90 1 X ES-2
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3.1
ECE
R94
ECE R94 specifies performance requirement for the protection of occupants in the event of frontal collision. This
regulation is applied to vehicles of category M1 1/ with total permissible mass not exceeding 2.5 tonn.
TEST PROCEDURE
Fig. 3.0.1 shows vehicle with a velocity 56 kmph is impacting on 40% offset deformable barrier. Two Hybrid III 50% dummies on front seats
with active and passive restraint systems such as seat belt and airbag.
H-III 50%
56 kmph
H-III 50%
40% Offset Deformable Barrier
Wissenbaum
Fig. 3.0.1: ECE R94 Test set up

JUDGING CRITERIA STRUCTURAL
The main structural requirements of ECE R94 tests are mentioned below. For other structural requirements please refer to ECE R94 regulation.
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.
To release the dummies from their restraint system which, if locked, shall be capable of being released by a maximum force of 60 N on the
centre of the release control.
Maximum leakage rate from fuel feed installations after collision shall not exceed 30 g/min.
JUDGING CRITERIA OCCUPANT PROTECTION

Fig. 3.0.2 shows the injury values prescribed by ECE R94 regulation.
HPC < 1000

a (3ms)< 80g
Neck Tension
3.3 kN@0ms, 2.9 kN@35ms, 1.1 kN @ ≥ 60 ms
Neck Shear
3.1kN@0ms, 1.5 kN @ 25-35 ms, 1.1 kN @ ≥ 45 ms
Neck Moment < 57 Nm

Tibia Index <1.3
Fig. 3.0.2: Occupant Injury Prescribed by ECE R94
CAE
Observe energy balance, maximum sliding energy and hourglass energy should be within agreeable limit.
Observe B pillar acceleration in X,Y and Z direction.
Observe displacement at center of steering wheel.
Observe deformation of complete vehicle.
Plot plastic strain for fuel system to find out possible damage in fuel system.
Observe airbag and seat belt system output.
Observe occupant injuries.
Website: http://www.unece.org/trans/main/wp29/wp29regs81-100.html
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3.2
ECE
R95
ECE R95 applies to the lateral collision behavior of the structure of passenger compartment of M1 and N1
categories of vehicle where R point of lowest seat is not more than 700 mm from ground level.
TEST PROCEDURE
Fig. 3.0.3 shows mobile deformable barrier of mass 950 kg with a velocity of 50 kmph is impacting at 90 deg to longitudinal axis of vehicle.
One Euro SID2 50% dummy is positioned at driver location.
Wissenbaum
50 kmph
Driver - Euro SID2 50%
950 Kg
Fig. 3.0.3: ECE R95 Test set up

Rupture resulting from permanent deformation are acceptable provided these do not increase risk of injury.

Fig. 3.0.4 shows the injury values prescribed by ECE R95 regulation.
HPC ≤1000
Abdomen
Fig. 3.0.4: Occupant Injury Prescribed by ECE R95
CAE
Observe deformations in door and sill area.
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REGULATIONS
3.3
FMVSS
208
Fig. 3.0.5 shows the summary of FMVSS 208 regulation.
Fig. 3.0.5: FMVSS 208 Load Case and Injury Criteria
H-III 50% Dummy H-III 5% Dummy

Unbelted Belted Unbelted Belted Belted
Wissenbaum
Wissenbaum
Wissenbaum
Wissenbaum
Wissenbaum
50% 50% 50% 50% 5% 5% 5% 5% 5% 5%
Rigid Barrier 0o / ± 30
o o o o o o o
Rigid Barrier 0 Rigid Barrier 0 / ± 5 Rigid Barrier 0 / ± 5 ODB 0 40% offset
20 to 25 mph 35 mph 20 to 25 mph 35 mph 25 mph
Occupant Injuries
Rigid Barrier in Position Deformable in Position
HEAD HIC 15ms < 700 HIC 15ms < 700 HIC 15ms < 700
Nij = 1,0 Nij = 1,0 Nij = 1,0
NECK Tension = 4170 N Tension = 2620 N Tension = 2620 N
Compression = 4000 N Compression = 2520 N Compression = 2520 N
3 ms Acceleration = 60 g 3 ms Acceleration = 60 g 3 ms Acceleration = 60 g
CHEST
Maximum Deformation = 63 mm Maximum Deformation = 52 mm Maximum Deformation = 52 mm
UPPER LEG Femur Load = 10200 N Femur Load = 6850 N Femur Load = 6850 N
Website: http://www.nhtsa.gov/Vehicle+Safety/Test+Procedures?procedurePage=1
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3.4
FMVSS
214
FMVSS 214 specifies performance requirement for protection of occupants in side impact. This regulation
applies to passenger cars, multi-purpose passenger vehicle, trucks and busses with GVWR is less than 4536 kg.
SIDE POLE IMPACT TEST

Fig. 3.0.6 show side pole impact test. In this test vehicle is moving with a velocity of 32 kmph impacting on rigid pole of diameter 254 mm at
an angle of 15 deg with its longitudinal axis. This test is carried out for ES 2 re and SID IIs 5% dummies.
SIDE MDB IMPACT TEST

Fig. 3.0.7 shows side impact test where MDB barrier with mass of 1368 kg moving with a velocity of 54 kmph at an angle of 27 deg with
vehicle lateral axis impacts on stationary vehicle. Test is carried out with ES-2 re 50% in front seat and SID IIs 5% on rear seats.
um
Wiss
ba
32 kmph
en
enba
iss
W
um
SI
D
IIs
Rigid Pole
ES
-2
re
ES-2 re
and
SID IIs
54
km
ph
Angle = 15 deg
Dire ravel
of T
ctio
Fig. 3.0.6: FMVSS 214 Side Pole Impact Fig. 3.0.7: FMVSS 214 Side MDB Impact
n
STRUCTURAL CRITERIA
Any side door, which is struck by the barrier, shall not separate totally from the car.
Any door, which is not struck by the barrier, shall not disengage from the latched position.
Any door, which is not struck by the barrier, the latch shall not separate from the striker.
Any door, which is not struck by the barrier, neither the latch nor the hinge systems of the door shall pull out of their anchorages.

Occupant injury prescribed by FMVSS 214
FMVSS 214 Pole Impact Test Side MDB Impact

HIC 36 < 1000 HIC 36 < 1000
Chest Deflection < 44 mm Chest Deflection < 44 mm
ES-2 re
Abdominal Force < 2500 N Abdominal Force < 2500 N
Pelvis Force < 6000 N Pelvis Force < 6000 N
HIC 36 < 1000 HIC 36 < 1000
SID IIs Chest Acceleration < 82 g Chest Acceleration < 82 g
Pelvis Force < 5525 N Pelvis Force < 5525 N
CAE
Observe all side airbags behavior during impact.
Plot plastic strain for door hinges, latches and door parts to find failures.
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3.5
AIS
098/F
AIS098/F specifies performance requirement for the protection of occupants in the event of frontal collision.
This regulation is applied to vehicles of category M1 1/ with total permissible mass not exceeding 2.5 tonn.
TEST PROCEDURE
H-III 50%
56 kmph
H-III 50%
Wissenbaum
Fig. 3.0.8: AIS098/F Test set up

The main structural requirements of AIS098/F tests are mentioned below. For other structural requirements please refer to AIS098/F
regulation.

Fig. 3.0.9 shows the injury values prescribed by AIS 098 regulation.
HPC < 1000

a (3ms)< 80g
Neck Tension
3.3 kN@0ms, 2.9 kN@35ms, 1.1 kN @ ≥ 60 ms
Neck Shear
3.1kN@0ms, 1.5 kN @ 25-35 ms, 1.1 kN @ ≥ 45 ms
Neck Moment < 57 Nm

Tibia Index <1.3
Fig. 3.0.9: Occupant Injury Prescribed by AIS098/F
CAE
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3.6
AIS
099/F
AIS099/F applies to the lateral collision behavior of the structure of passenger compartment of M1 and N1
categories of vehicle where R point of lowest seat is not more than 700 mm from ground level.
TEST PROCEDURE
One Euro SID2 50% dummy is positioned at driver location.
Wissenbaum
50 kmph
Driver - Euro SID2 50%
950 Kg
Fig. 3.0.10: AIS099/F Test set up

Rupture results from permanent deformation are acceptable provided these do not increase risk of injury.

Fig. 3.0.11 shows the injury values prescribed by AIS099/F regulation.
HPC ≤1000
Abdomen
Fig. 3.0.11: Occupant Injury Prescribed by AIS099/F
CAE
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3.7
GB
This Standard applies to vehicles of categories M1, and specify the technical requirement and
11551-2003 testing method for the protection of the occupants in front outboard seats in event of frontal
collision.
TEST PROCEDURE
Fig. 3.0.12 shows vehicle with a velocity 50 kmph is impacting on 100% rigid barrier. Two Hybrid III 50% dummies on front seats with active
and passive restraint systems such as seat belt and airbag.
H-III 50%
50 kmph
Rigid Barrier
H-III 50%
Wissenbaum
Fig. 3.0.12: GB 11551-2003 Test set up

The main structural requirements of GB 11551-2003 tests are mentioned below. For other structural requirements please refer
GB 11551-2003 regulation.
During the test no Door Shall Open
During the test no locking system of the front shall occur
To release the dummies from the restraint system, which if locked shall be capable of being opened by a maximum pressure of 60N on
release control

Fig. 3.0.13 shows the injury values prescribed by GB 11551-2003 regulation.
HPC < 1000
Femur Performance Criteria < 10 KN
Fig. 3.0.13: Occupant Injury Prescribed by GB 11551-2003
CAE
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3.8
GB
GB 20913-2007 specifies performance requirement for the protection of occupants in the event of
20913-2007 frontal collision. This regulation is applied to vehicles of category M1 with total permissible mass
not exceeding 2.5 tonn.
TEST PROCEDURE
H-III 50%
56 kmph
H-III 50%
Wissenbaum
Fig. 3.0.14: GB 20913-2007 Test set up

The main structural requirements of GB 20913-2007 tests are mentioned below. For other structural requirements please refer
GB 20913-2007 regulation.

HPC < 1000

a (3ms)< 80g
Neck Tension
3.3 kN@0ms, 2.9 kN@35ms, 1.1 kN @ ≥ 60 ms
Neck Shear
3.1kN@0ms, 1.5 kN @ 25-35 ms, 1.1 kN @ ≥ 45 ms
Neck Moment < 57 Nm

Tibia Index <1.3
CAE
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3.9
GB
GB 20071-2006 applies to the lateral collision behavior of the structure of passenger compartment
20071-2006 of M1 and N1 categories of vehicle where R point of lowest seat is not more than 700 mm from
ground level.
TEST PROCEDURE
One EuroSID II or EuroSID I 50% dummy is positioned at driver location.
Wissenbaum
50 kmph
Driver - EuroSID I or EuroSID II
950 Kg
Fig. 3.0.16: GB 20071-2006 Test set up

Rupture resulting from permanent deformation are acceptable provided these do not increase risk of injury.

HPC ≤1000
Abdomen
CAE
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3.10 12009
IS
This standard applies to the lateral collision behavior of the structure of the passenger compartment
of M1 and N1 categories of vehicles where the R Point of the lowest seat is not more than 700 mm
from ground level.
TEST PROCEDURE
A vehicle or a BIW (Body in White) must be rigidly clamped when a Loading device as shown in Fig. 3.0.18. The lower edge of loading device
must be 125 mm above from the lowest point of outer door surface. The vertical axis of loading device must be laterally opposite the
midpoint of the line drawn at 125 mm. The loading device consists of a rigid steel cylinder or semi cylinder of 300 mm diameter with an edge
radius of 12 mm. The length of the loading device shall be such that the top surface of the loading device is at least 12 mm above the bottom
edge of the door window opening but not of a length that will cause contact with any structure above the bottom edge of the door window
opening during the test. The loading rate should not cross 12 mm per sec. until it travels 450 mm. The test should be completed within 2
minutes.
Structures Above Bottom Edge

of Door Window Opening
Centre Line of Vehicle

Loading Device Bottom Edge of Door
Window Opening
12 mm
min
R 12 mm
125 mm
Ø 300 mm
Direction of Load
Fig. 3.0.18: IS 12009 Test Set Up
JUDGING CRITERIA
The passenger cars should be able to meet the requirements as follows:
With seats installed in a vehicle and located in a any horizontal, inclined or vertical position to which they
may be adjusted and at any seat back angle to which they may be adjusted, the car shall meet the
following requirements.
The average initial crush resistance shall not be less than 0.6 times the kerb weight of the car or 10 kN,
whichever is less.
The average intermediate crush resistance shall not be less than 1.2 times the kerb weight of the car or
20 kN, whichever is less. The criteria is explained in below graph Fig. 3.0.19.
Crush Resistance
60
50
40 Upper Limit
Force (kN)
Lower Limit
30
20
10
0
0 200 400 600
Displacement (mm)
Fig. 3.0.19: Crush Resistance Specified by IS 12009
CAE
The material models should be free from strain rate.
The total energy with internal energy should be closely agreeable.
Kinetic energy should be minimum.
The SPC force and applied force should be closely agreeable.
Website: http://www.siamindia.com/scripts/rules.aspx
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CRASH
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4.1
EURO
NCAP
TEST PROCEDURE
Fig. 4.0.4 shows Moving Deformable barrier traveling with a velocity of 50 kmph impacts on stationary vehicle. On driver seat ES-2 50% is
positioned where as in rear seats Q3 and Q1.5 dummies are positioned. Injury criteria is given in Table 4.0.6.
Fig. 4.0.5 shows Side pole test where vehicle moving with a velocity of 29 kmph is impacting on Rigid pole. ES-2 50% is positioned on front
seat in belted condition. Injury criteria is given in Table 4.0.6.
Wissenbaum
Wissenbaum
29 kmph
Q3 Q1.5
Rigid Pole
ES-2
ES-2 50 kmph
MDB EECV 950 kg
Fig. 4.0.4: MDB Impact Fig. 4.0.5: Side Pole Impact
Rating MDB Pole Impact
ES -2 World SID 50% Male ES -2

Head 4 Points HIC36 < 650; a3ms < 72 g HIC36 < 650; a3ms < 72 g HIC36 < 1000; apeak < 80 g
0 Points HIC36 > 1000; a3ms > 88 g HIC36 > 1000; a3ms > 88 g HIC36 > 1000; apeak > 80 g
Shoulder 4 Points Lateral force < 1.6 kN
0 Points Lateral force > 1.6 kN
Chest 4 Points Rib deflection < 22mm; VC < 0.32 m/s Rib deflection < 28mm; VC < 0.32 m/s Rib deflection < 22mm; VC < 0.32 m/s
0 Points Rib deflection > 42mm VC > 1.0 m/s Rib deflection > 50mm VC > 1.0 m/s Rib deflection > 42mm; VC > 1.0 m/s
Abdominal 4 Points Abdominal peak force < 1.0 kN Deflection < 47 mm Abdominal peak force < 1.0 kN
0 Points Abdominal peak force > 2.5 kN Deflection > 75 mm Abdominal peak force > 2.5 kN
4 Points Pubic symphysis peak force < 3.0 kN Pubic symphysis peak force < 1.7 kN Pubic symphysis peak force < 3.0 kN
Pelvis
0 Points Pubic symphysis peak force > 6.0 kN Pubic symphysis peak force > 2.8 kN Pubic symphysis peak force > 6.0 kN
Table 4.0.6: Injury Criteria Euro NCAP
Website: http://www.euroncap.com/tests/frontimpact.aspx
http://www.euroncap.com/Content-Web-Page/106f41f7-d486-46bf-bfbc-80fb4c79f679/car-to-car-side-impact.aspx
http://www.euroncap.com/Content-Web-Page/90769bbc-bb74-4129-a046-e586550c3ece/pole-side-impact.aspx
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REGULATIONS
4.1
EURO
SCOPE 1
NCAP Euro NCAP specifies performance requirement for protection of occupants in frontal, side impact load
cases.
TEST PROCEDURE
Fig. 4.0.1 shows vehicle with a velocity of 64 kmph is impacting on 40% offset deformable barrier. On driver and co driver seat, HIII-50%
belted dummies are positioned and on rear seats Q3 and Q1.5 dummies. Injury criteria is given in Table 4.0.3.
Fig. 4.0.2 shows vehicle with a velocity of 50 kmph is impacting on 100% rigid barrier. On driver and co driver seat, 5% HIII belted dummies
are positioned and on one rear seat 5% HIII belted dummy. Injury criteria is given in Table 4.0.3.
H-III 50%
Q1.5
64 kmph
H-III 5%
H-III 5%
50 kmph
Rigid Barrier
H-III 5%
Q3
Wissenbaum
Wissenbaum
H-III 50%
Fig. 4.0.1: Frontal Offset Impact Fig. 4.0.2: Full Frontal Impact
Rating Frontal Impact
Hybrid III 50 % Male Hybrid III 5 % Female

Head 4 Points HIC36 < 650; a3ms < 72 g HIC36 < 650; a3ms < 72 g
0 Points HIC36 > 1000; a3ms > 88 g HIC36 > 1000; a3ms > 88 g
My, extension < 42 Nm My, extension < 36 Nm
Tension < 2.7 kN @ 0 ms Tension < 1.7 kN
< 2.3 kN @ 35 ms
4 Points < 1.1 kN @ 60 ms
Shearing < 1.9 kN @ 0 ms Shearing < 1.2 kN
< 1.2 kN @ 25 -30 ms
Neck
< 1.1 kN @ 45 ms
My, extension > 57 Nm My extension > 49 Nm
Tension > 3.3 kN @ 0 ms Tension > 2.1 kN
> 2.9 kN @ 35 ms
0 Points > 1.1 kN @ 60 ms
Shearing > 3.1 kN @ 0 ms Shearing > 1.95 kN
> 1.5 kN @ 25 -30 ms
> 1.1 kN @ 45 ms
4 Points Deflection < 22 mm; VC < 0.5 m/s Deflection < 18 mm; VC < To be decided
Chest
0 Points Deflection > 50 mm; VC > 1.0 m/s Deflection > 41 mm; VC > To be decided
4 Points -
Abdominal
0 Points -
4 Points -
Pelvis
0 Points -
4 Points Compressive force < 3.8 kN Compressive < 2.6 kN
Femur
0 Points Compressive force > 9.07 kN Compressive > 6.02 kN
Compressive force > 7.56 kN @ 10ms
4 Points Displacement < 6 mm Displacement < To be decided
Knee
0 Points Displacement > 15 mm Displacement > To be decided
4 Points TI < 0.4 ; compression force < 2 kN
Tibia
0 Points TI >1.3 ; compression force > 8 kN
4 Points X-displacement brake pedal < 100 mm
Foot
0 Points X-displacement brake pedal > 200 mm
Table 4.0.3: Injury Criteria Euro NCAP Proposed limits for the Euro NCAP full Frontal
test as of 2015.
Website: http://www.euroncap.com/tests/frontimpact.aspx
http://www.euroncap.com/Content-Web-Page/106f41f7-d486-46bf-bfbc-80fb4c79f679/car-to-car-side-impact.aspx
http://www.euroncap.com/Content-Web-Page/90769bbc-bb74-4129-a046-e586550c3ece/pole-side-impact.aspx
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CRASH
REGULATIONS
4.1.2 Pedestrian Frontal Requirement
4.1
EURO
SCOPE 2
NCAP Euro NCAP specifies performance requirement for protection of pedestrian in frontal impact.
TEST PROCEDURE
Fig. 4.0.7 describes pedestrian testing protocol in Euro NCAP
1.1 Legform interaction with bumper: In this test leg form impactor moving with 40 kmph velocity impacts on bumper. Legform acceleration,
bending angle and shearing displacements are monitored.
1.2 Upper legform interaction with bumper: In this test upper legform impactor moving with 40 kmph impacts on bumper. Upper legform
forces and bending moments are monitored.
1.3 Upper legform interaction with bonnet leading edge: In this test upper legform impactor moving with velocity between 20-40 kmph
impacts at an angle between 10-47 deg on bonnet leading edge. Upper legform forces and bending moments are monitored.
Adult Headform
Upper Legform Impactor Impactor
Adult/Child
Headform
2100 mm
1800 mm
Legform
Impactor 1700 mm
Upper Legform 1500 mm
Impactor 1250 mm
1000 mm
40 Km/hr
25 mm
Fig. 4.0.7: Pedestrian Impact

1.4 Adult/Child headform impactor to windscreen: In this test adult headform with mass 4.5 kg and child impactor with mass 3.5 kg with an
angle 65 deg and 50 deg moving with a velocity of 40 kmph impacts at WAD 1500-2100 and 1000-1500 respectively. HPC criteria is
monitored.
1.5 Adult headform impactor to bonnet: In this test adult headform with mass 4.5 kg at an angle 65 deg moving with a velocity of 40 kmph
impacts at WAD 1700-2100 HPC criteria is monitored.
1.6 Child headform impactor to bonnet: In this test child impactor with mass 3.5 kg at an angle 50 deg moving with a velocity of 40 kmph
impacts at WAD 1000-1700 respectively. HPC criteria is monitored.
JUDGING CRITERIA
Table 4.0.8 below shows injury criteria used in pedestrian tests.
Impact Impact Acceleration Shearing Force

Limit Bending HPC
Velocity Angle (g) (mm) (kN)
Lower legform interaction LL 150 15 Deg 6 mm - -
40 kmph 0 Deg
with bumper UL 200 20 Deg 7 mm - -
Upper legform interaction LL - 300 Nm - 5 kN -
40 kmph 0 Deg
with bumper UL - 380 Nm - 6 kN -
Upper legform interaction LL - 300 Nm - 5 kN -
with bonnet leading edge 20 - 40 kmph 10 - 47 Deg
UL - 380 Nm - 6 kN -
Adult headform impactor to LL - - - - 1000
40 kmph 65 Deg
windscreen UL - - - - 1350
Child headform impactor to LL - - - - 1000
windscreen 40 kmph 50 Deg
UL - - - - 1350
Adult headform impactor to LL - - - - 1000
bonnet 40 kmph 65 Deg
UL - - - - 1350
Child headform impactor to LL - - - - 1000
bonnet 40 kmph 50 Deg
UL - - - - 1350
Table 4.0.8: Injury Criteria Pedestrian Euro NCAP
Website: http://www.euroncap.com/Content-Web-Page/ed4ad09d-1d6-4b20-a2e3-39192518cf50/pedestrian-protection.aspx
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4.1.3 Front Seats and Head Restraints
4.1
EURO
SCOPE 3
NCAP Euro NCAP specifies performance requirement of front seats and head restraints in relation to the risk of
whiplash associated neck disorders in low severity rear end collisions.
TEST PROCEDURE
Dynamic Assessment: Fig. 4.0.9 shows three sled pulses are termed as “low” (16 kmph, SRA), “medium” (16 kmph, IIWPG) and “high” (24
kmph, SRA) within Euro NCAP whiplash scheme. All the testing is carried with BioRID II dummy. Three individual test using identical seats,
dummy variables and seat back angle shown in Table 4.0.10 are taken from tests.
12
Low - 8 RA 16 km/h
Medium - IIWPG 16 km/h
High - SRA 24 km/h
10
Acceleration CFC 60 (g)
0
0.02 0.04 0.06 0.08 0.11 0.12
Fig. 4.0.9: Sled Pulses
Low Severity Medium Severity High Severity

Criteria Units HPL LPL CL HPL LPL CL HPL LPL CL
2 2
NIC m /s 9 15 18.5 11 24 27 13 23 25.5
Nkm - 0.12 0.35 0.5 0.15 0.55 0.69 0.22 0.47 0.78
Head Rbound Velocity m/s 3 4.4 4.7 3.2 4.8 5.2 4.1 5.5 6
Neck Shear (Fx Upper) N 30 110 187 30 190 290 30 210 364
Neck Tension (Fz Upper) N 270 610 734 360 750 900 470 770 1024
T 1 Acceleration up to Head contact g 9.4 12 14.1 9.3 13.1 15.55 12.5 15.9 17.8
Head Resistant Contact Time ms 61 83 95 57 82 92 53 80 92
Seatback Deflection deg - - 32
Table 4.0.10: Higher performance, lower performance and capping limits for low, medium and high pulses
Website: http://www.euroncap.com/Content-Web-Page/c8d00e17-f3ed-4864-89c7-5a8af2798f03/whiplash.aspx
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4.1.4 Child Protection Requirements
4.1
EURO
SCOPE 4
NCAP Euro NCAP specifies protection requirement for 1.5 years old & 3 years old child dummies in frontal and
side impact. This protocol is applicable for all the classes of the vehicle currently assessed by Euro NCAP.
TEST PROCEDURE
Test procedure as described in scope 1. Child injury criteria is defined in Table 4.0.11.
Frontal Impact Q1.5 Q3
4 points a3ms < 72 g, apeak < 80g 4 points a3ms < 87g, apeak < 96
0 points a3ms > 88 g 0 points a3ms > 100g
4 points Excursion Relative to Cr point ≤ 549 mm 4 points Excursion Relative to Cr Point ≤ 549 mm
0 points Excursion Relative to Cr point ≥ 550 mm 0 points Excursion Relative to Cr Point ≥ 550 mm
Head
4 points 1) No Compressive Load on Head 4 points 1) No Compressive Load on Head
2) Head must remain fully contained within CRS Shell 2) Head must remain fully contained within CRS Shell
0 points 1) Compressive Load on Head 0 points 1) Compressive Load on Head
2) Head is not remain fully contained within CRS Shell - 2) Head is not remain fully contained within CRS Shell
2 points Upper Neck Fz < 1.9 kN 2 points Upper Neck Fz < 1.9 kN
Neck
0 points Upper Neck Fz > 3.0 kN 0 points Upper Neck > 3.0 kN
2 points Resultant Acceleration 3ms ≤ 41g 2 points Resultant Acceleration 3ms ≤ 50g
Chest
0 points Resultant Acceleration 3ms ≥ 55g 0 points Resultant Acceleration 3ms ≥ 66g
Side Impact Q1.5 Q3
4 points a3ms ≤ 72g 4 points a3ms ≤ 72g

Head
0 points a3ms ≥ 88g 0 points a3ms ≥ 88g
4 points <80g 4 points <80g
apeak
0 points - 0 points -
Table 4.0.11: Child Injury Performance Euro NCAP
Overall score for frontal impact is taken as following:

Worst score from (Head contact with CRS + Head Excursion + Head Exposure) + Score from Neck Tension + Score from Chest.
Website: http://www.euroncap.com/Content-Web-Page/cec92835-f082-4bd4-b4a3-2958ec66cbee/child-protection.aspx
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4.1.5 Euro NCAP Rating
4.1
EURO
RATING
NCAP Table 4.0.12 shows the rating criteria for Euro NCAP. The star rating procedure is described in flow diagram
4.0.13
Euro NCAP Overall Rating - 2014

Adult Occupant Protection Child Occupant Protection Pedestrian Protection Safety Assist.
Offset frontal impact 16 Dyn. Tests Frontal 16 Head Impact 24 Seat Belt Reminder 3
Side impact (MDB) 8 Dyn. Tests Side 8 Leg Impact 6 Speed Assistance Syst. 3
Side impact (Pole) 8 Installation of CRS 12 Upper Leg Impact 6 ESC 3
Whiplash Front 2 Vehicle 13 LDW /LKD 1
Whiplash Rear 1 AEB Interurban 3
AEB City 3
Max. Score 38 49 36 13
Weighted Score 40% * (Actual Score / 38) 20% * (Actual Score / 49) 20% * (Actual Score / 36) 20% * (Actual Score / 13)
Table 4.0.12: Euro NCAP Rating

Overall Star Rating
Box 1 Box 2 Box 3 Box 4
2014 Adult Occupant Child Occupant Safety Assist
Pedestrian
80% 75% 60% 65%
70% 60% 50% 55%
50% 30% 40% 30%
30% 25% 20% 20%
20% 15% 10% 10%
Table 4.0.13: Overall Star Rating
Euro NCAP Overall Rating - 2015

Adult Occupant Protection Child Occupant Protection Pedestrian Protection Safety Assist.
Offset frontal impact 8 Dyn. Tests Frontal 16 Head Impact 24 Seat Belt Reminder 3
Full width frontal impact 8 Dyn. Tests Side 8 Leg Impact 6 Speed Assistance Syst. 3
Side impact (Pole) 8 Installation of CRS 12 Upper Leg Impact 6 ESC 3
Side impact (MDB) 8 Vehicle 13 LDW /LKD 1
Whiplash Front 2 AEB Interurban 3
Whiplash Rear 1
AEB City 3
Max. Score 38 49 36 13
Weighted Score 40% * (Actual Score / 38) 20% * (Actual Score / 49) 20% * (Actual Score / 36) 20% * (Actual Score / 13)
Table 4.0.14: Euro NCAP Rating

Overall Star Rating
Box 1 Box 2 Box 3 Box 4
2015 Adult Occupant Child Occupant Safety Assist
Pedestrian
80% 75% 60% 70%
70% 60% 50% 60%
50% 30% 40% 40%
30% 25% 20% 20%
20% 15% 10% 10%
Website: http://www.euroncap.com/Content-Web-Page/fb5e236e-b11b-4598-8e20-3eced15ce74e/protocols.aspx
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4.2
US
SCOPE
NCAP US NCAP specifies performance requirement for occupant’s protection in frontal and side impact load
cases.
TEST PROCEDURE FRONTAL IMPACT
Fig. 4.0.16 shows vehicle with a velocity of 56 kmph impacting on rigid barrier. On driver seat is positioned H-III 50 % dummy and on co-
driver seat H-III 5% dummy is Injury criteria is presented in Table 4.0.19.
H-III 5%
Rigid Barrier
56 kmph
H-III 50%
Wissenbaum
Fig. 4.0.16: Frontal Impact
TEST PROCEDURE SIDE IMPACT

Fig. 4.0.16 shows side pole impact test. In this test vehicle is moving with a velocity of 32 kmph impacting at an angle of 15 deg with its
longitudinal axis. This test is carried out with SID IIs dummy on driver seat.
Fig. 4.0.17 shows side impact test. In this test MDB barrier with mass 1368 kg is moving with a velocity of 62 kmph at an angle of 27 deg with
vehicle lateral axis impacts on a stationary vehicle. This test is carried out with ES-2 re 50% in front seat and SID IIs 5% on rear seats. The injury
criteria is given in Table 4.0.19
Wisse
um
ba
32 kmph en
nbaum
iss
W
SI
D
IIs
Rigid Pole
ES
-2
re
SID IIs
55
km
62 k
ph
mph
270
Angle = 15 deg
Fig. 4.0.17: Side Pole Impact Fig. 4.0.18: MDB Impact
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4.2.1 Frontal and Side Impact Occupant Injury Criteria
4.2
US
NCAP
FRONTAL IMPACT
Injury Criteria Risk Curve 50% HII Dummy Risk Curve 5% HII Dummy
Head Phead (AIS 3+) = Φ In(HIC15) - 7.45231 Phead (AIS 3+) = Φ In(HIC15) - 7.45231
(HIC 15) 0.73998 0.73998
Where Φ = cumulative normal distribution Where Φ = cumulative normal distribution
Chest 1 1
(Deflection in mm) Pchest_deft (AIS 3+) = Pchest_deft (AIS 3+) =
1 + e10.5456-1.568*(ChestDeft) 0.4612 1 + e10.5456-1.7212*(ChestDeft) 0.4612
Femur 1 1
(Force in kN) P(AIS 2+) = P(AIS 2+) =
1 + e 5.795-0.5196 Femur_Force 1 + e 5.7949-0.7619 Femur_Force
Pneck_Nij (AIS3+) = 1 Pneck_Nij (AIS3+) = 1

1 + e 3.2269-1.9688 Nij 1 + e3.2269-1.9688 Nij
Nect Pneck_Tens (AIS3+) = 1 Pneck_Tens (AIS3+) = 1
Nij and Tension/ 1 + e10.9745-2.375Neck_Tension 1 + e10.958-3.770Neck_Tension
compression in kN)
Pneck_Comp (AIS3+) = 1 Pneck_Comp (AIS3+) = 1
1 + e10.9745-2.375Neck_Compression 1 + e10.958-3.770Neck_Compression
Pneck = max imum(Pneck_Nij' Pneck_Tens' Pneck_Comp) Pneck = max imum(Pneck_Nij' Pneck_Tens' Pneck_Comp)
Table 4.0.19: Occupant Injury Prescribed by USNCAP
SIDE IMPACT (MDB and POLE TEST)

Injury Criteria Risk Curve ES-2re 50% Risk Curve SID IIs 5%
Head Phead (AIS3+) = Φ In(HIC36) - 7.45231 Phead (AIS3+) = Φ In(HIC36) - 7.45231

(HIC 36) 0.73998 0.73998
Where Φ = cumulative normal distribution Where Φ = cumulative normal distribution
Chest Pchest (AIS3+) = 1

(Rib Deflection in mm) 1 + e 5.3895-0.0919*max.rib deflection
Where = cumulative normal distribution
Abdomen Pabdomen (AIS3+) = 1

(Abdominal Force in N) 1 + e 6.04044-0.002133*F
where F - total abdominal force (N) in ES-2re
1 Ppelvis (AIS2+) = 1
Pelvis Ppelvis (AIS3+) = 1 + e 6.3055-0.00094*F
(Force in N) 1 + e 7.5969-0.0011*F
where F is the sum of acetabular and
where F is the public force in the ES - 2re in Newtons
iliac force in the SID - IIs dummy in Newtons
Table 4.0.20: Occupant Injury Prescribed by USNCAP
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4.2.2 US NCAP Rating
4.2
US
Flowchart 4.0.21 and 4.0.22 shows US NCAP rating method
NCAP
Frontal Crash Test Side Pole Test Side MDB Test Rollover Test
Driver Passenger Front Seat Front Seat Rear Seat
Injury Injury Injury Injury Injury

Measures Measures Measures Measures Measures
Probability Probability Probability Probability Probability Probability

of Injury for of Injury for of Injury for of Injury for of Injury for of
the Driver the Passenger the Front Seat the Front Seat the Rear Seat Rollover
P driver P passenger P front seat P front seat P rear seat P roll

RR= RR= RR= RR= RR= RR =
base base base base base base
Driver Stars Passenger Stars Stars Stars Stars
Overall Frontal Front Seat Stars Rear Seat Stars Overall Rollover
Star Rating Star Rating
Overall Side
Star Rating
5/12 4/12 3/12

Vehicle Safety Score
Flowchart 4.0.21: USNCAP Rating
“Vehicle Safety Score”

(VSS)
Front 42% Side 33% SSF 25%
Dvr 50% MDB Dvr 40%

Pass 50% Pole Dvr 10%
MDB Pass 50%
Flowchart 4.0.22: USNCAP Score Evaluation

RATING
The joint probability of injury to an occupant is obtained by combining the risk of injury to different body regions are independent events.
Therefore the probability of serious injury, P joint is given by:
Frontal Impact
Pjoint = 1-(1-Phead)x(1-Pneck)x(1-Pchest)x(1-Pfemur)
Side Impact
Pjoint = 1-(1-Phead)x(1-Pchest)x(1-Pabdomen)x(1-Ppelvis)
The risk is compared to a baseline risk (15%). The relationship between relative risk (RR) and star is as shown below:
RR 0 0.67 1 1.33 2.67
Stars
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4.3.1 Frontal Impact Requirement
4.3
Latin
SCOPE 1
NCAP Latin NCAP specifies performance requirement for protection of occupants in frontal load cases.
TEST PROCEDURE
Fig. 4.0.23 shows vehicle with a velocity of 64 kmph is impacting on 40% offset deformable barrier. On driver and co driver seat, HIII 50%
belted dummies are positioned and on rear seats P3 and P1.5 dummies.
H-III 50%
P1.5
64 kmph
P3
Wissenbaum
H-III 50%
Fig. 4.0.23: Frontal Impact
Rating Frontal Impact

4 Points HIC36 < 650; a3ms < 72 g
Head 0 Points HIC36 > 1000; a3ms > 88 g
My, extension < 42 Nm
Tension < 2.7 kN @ 0 ms
< 2.3 kN @ 35 ms
4 Points < 1.1 kN @ 60 ms
Shearing < 1.9 kN @ 0 ms
< 1.2 kN @ 25 -30 ms
Neck < 1.1 kN @ 45 ms
My, extension > 57 Nm
Tension > 3.3 kN @ 0 ms
> 2.9 kN @ 35 ms
0 Points > 1.1 kN @ 60 ms
Shearing > 3.1 kN @ 0 ms
> 1.5 kN @ 25 -30 ms
> 1.1 kN @ 45 ms
4 Points Deflection < 22 mm; VC < 0.5 m/s
Chest
0 Points Deflection > 50 mm; VC > 1.0 m/s
4 Points -
Abdominal
0 Points -
4 Points -
Pelvis
0 Points -
4 Points Compressive force < 3.8 kN
Femur
0 Points Compressive force > 9.07 kN
Compressive force > 7.56 kN @ 10ms
Knee 4 Points Displacement < 6 mm
0 Points Displacement > 15 mm
Tibia 4 Points TI < 0.4 ; compression force < 2 kN
0 Points TI >1.3 ; compression force > 8 kN
Foot 4 Points X-displacement brake pedal < 100 mm
0 Points X-displacement brake pedal > 200 mm
Table 4.0.24: Injury Criteria Latin NCAP
Website: http://www.latinncap.com/en/explanation-of-the-tests
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4.3.1 Frontal Child Requirement
4.3
Latin
NCAP
Points P1.5 Points P3
Head 0 points A 3msec => 88 g 0 points A 3msec => 88 g

contact
3 points A 3msec <= 72 g 6 points A 3msec <= 72 g
Head 0 points Head Excursion <= 549 mm 0 points Head Excursion <= 549 mm
Excursion
3 points Head Excursion => 550 mm 6 points Head Excursion => 550 mm
Head 0 points Compressive load applied to the top of the head 0 points Compressive load applied to the top of the head
Exposure
Head is not fully contained within CRS shell Head is not fully contained within CRS shell
3 points No Compressive load applied to the top of the head 6 points Compressive load applied to the top of the head
Head is fully contained within CRS shell Head is not fully contained within CRS shell
Neck 0 points N 3ms <= 40 g
3 points N 3ms => 20 g
Chest 0 points Chest res acceleration 3ms => 41 g 0 points Chest res acceleration 3ms => 41 g
3 points Chest res acceleration 3ms <= 41 g 6 points Chest res acceleration 3ms <= 41 g
0 points Chest vertical 3ms => 55 g 0 points Chest vertical 3ms => 55 g
3 points Chest vertical 3ms <= 41 g 6 points Chest vertical acceleration 3ms <= 41 g
Table 4.0.25: Latin NCAP Child Injuries
Rating worst of ( Head contact, Head Excursion, Head exposure) + Neck score + Chest score
Stars Adult Protection star Rating Child Protection star rating

=>14 + 1 SBR + 4 ch ABS + ECE R95 => 46
=> 11 => 37
=> 8 => 25
=> 5 => 13
=> 2 >0
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STEERING COLUMN
CRASH
REGULATION
SCOPE
5.1
ECE
R12
This standard specifies the requirements and methods of test for determination of impact of steering control
system on the driver in the event of any frontal collision. The standard is applicable to vehicles of
category M1 and N1, with a maximum permissible mass up to 1500 kg, fitted with steering control. Following tests are carried out in the
event of any frontal collision:
a) Body Block Test
b) Head Form Test
c) Frontal Impact Test (Not covered in this book)
TEST PROCEDURE
a) Body Block Test:
The Body block is positioned laterally in relation to the plane of steering wheel. The centre line of Body block & Steering wheel is aligned. The
body block of mass 34 to 36 kg should travel at speed of 24 kmph.
Body Block
Reference Line Plane of
Rim
Load Cell
Direction of Impact Location
Velocity 24 kmph
Seating Reference Column

Point of Driver Angle
19
Line through Seating Reference Point of Driver Determined from

Parallel to Vehicle Horizontal Reference Package Drawing
Fig. 5.0.1: ECE R12 Test Set up
b) Head Form Test:

While setting of the Head from, the plane of the steering control shall be set up perpendicular to the direction of impact. Testing shall be
carried out by setting the steering control so that the axis of impactor is in line with following points during each impact:
a) The center of the steering control boss.

b) The joint of stiffest or most supported spoke to the inner edge of the steering control rim.
c) The mid-point of the shortest unsupported area of the steering control rim that does not Include a spoke.
d) Any other ‘worst case’ position on the steering control, in the event that such a case exists, as determined by the testing agency.
The impactor shall strike the steering control at a velocity of 24.1 kmph.
JUDGING CRITERIA
a) Body block test:
The force acting horizontally and parallel to the longitudinal axis of the vehicle applied to the body block by the steering control shall not
exceed 11 111 N.
After carrying out the impact test, 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.
b) Head form test:

When the steering control is struck by an impactor released against this control at a relative speed of 24.1 kmph, 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 CFC 600 Hz.
After carrying out the impact test, the part of the steering control surface directed towards the driver shall not present any sharp or rough
CAE
a) Body block test:
Observe energy balance, hourglass energy and sliding energy should be less than agreeable limit.
Observe contact condition between body block and steering wheel.
Monitor Force V/s. Time and Force V/s. Displacement graph.
Observe the plastic strains on steering wheel.
b) Head form test:

Observe energy balance, hourglass energy and sliding energy should be less than agreeable limit.
Observe contact condition between head form and steering wheel.
Monitor the time Vs. acceleration and displacement diagram.
Observe the plastic strains on steering wheel.
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5.0 SEATING
CRASH
REGULATIONS
5.2.1 Seat belt anchorage requirement
5.2
ECE
SCOPE 1
R14 This Regulation applies to anchorages for safety-belts intended for adult occupants of forward-facing or
rearward-facing seats in vehicles of categories M and N.
TEST PROCEDURE
The lap body block is placed on seat cushion, whereas shoulder body block is positioned by belt straps as shown fig. 5.0.2. The tractive force
shall be applied in direction corresponding to seating position at an angle of 100 ± 50. Table 5.0.3 shows the magnitude of load which should
be applied to shoulder body block and Lap body block. Full application of load shall be achieved as rapidly as possible.
FS
10±5°
FB
10±5°
Lap body block Shoulder body block
Classification
Remark
M1 and N1 M2 and N2 M3 and N3
Shoulder Block 13.5 kN 6.75 kN 4.5 kN 3 point belt with and
Lap Block 13.5 kN 6.75 kN 4.5 kN without retractor
Seat 20 times of seat mass 10 times of seat mass 6.6 times of seat mass Anchorages on seat
Table 5.0.3: ECE R14 Test Load Magnitude

JUDGING CRITERIA
The belt anchorages must withstand the specified load for not less than 0.2 seconds.
CAE
CAE engineer should observe following:
Applied load and Reaction load should show close approximation.
Work done and Internal energy should show close approximation.
Plot the plastic strains for the parts near anchorages. Compare plastic strain with the allowable plastic strain at rupture.
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5.0 SEATING
CRASH
REGULATIONS
5.2.2 ISOFIX anchorages requirement
5.2
ECE
SCOPE 2
R14 ECE R14 also applies to ISOFIX anchorages systems and ISOFIX top tether anchorages intended to ISOFIX child
restraint systems installed in vehicles of category M1. N1 vehicles fitted with ISOFIX anchorages have also to
the provisions of this regulations.
TEST PROCEDURE
Fig. 5.0.4 shows Static Force Application Device (SFAD) for ISOFIX static test. In this test forces shall be applied to the static force application
device (SFAD) in forward and oblique directions according to Table 5.0.5. Full application of the force shall be achieved within a period of 2 s
or less. The force shall be maintained for a minimum period of 0.2 s. All measurements shall be made according to ISO 6487 with CFC of 60 Hz
or any equivalent method.
Fig. 5.0.4: Static Force Application Device (SFAD), ISO Views
Forward 0º ± 5º 8kN ± 0.25 kN

75º ± 5º (to both sides of straight forward, or
Oblique if any worst case side, or if both side are 5kN ± 0.25 kN
symmetric, only one side)
Table 5.0.5: Directions and Test Forces
JUDGING CRITERIA
The belt anchorages must withstand the specified load for not less than 0.2 seconds.
In forward direction force test horizontal longitudinal excursion of point X of SFAD shall be limited to
125 mm.
Oblique direction force test excursion in the direction of the force shall be limited to 125 mm .
CAE
CAE engineer should observe following:
Plot the plastic strains for the parts near anchorages. Compare plastic strain with the allowable plastic strain at rupture.
There are two main differences between ECE R14 and FMVSS210. These differences are listed
5.3
ECE R 14 VS
as below.
FMVSS 210 1. The ECE R14 classify the vehicles on the basis of their maximum allowed mass and required
them to sustain different loads dependent on their mass (Refer Table 4.0.3) whereas with
FMVSS 210 constant load of magnitude 13.5 kN is applied on each body block irrespective of vehicle mass.
2. In ECE R14 load should be reached the required load as soon as possible and anchorages have to withstand at least 0.2 seconds.
In FMVSS 210 required a loading ramp between 1 to 30 seconds and structure have to sustain for 10 seconds.
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AUTOMOTIVE
LIGHTING
SYSTEM
6.1 INTRODUCTION
Automotive Lighting are devices mounted on Automotive with main objective of
To permit to see
To comunicate
To appear
The madetory lighting units for Automototive are described in Table 1.0 and for M1 Categery shown in figure 1.1. The front “Head Lamp"
means a device designed to illuminate the road.
6.2 AUTOMOTIVE LIGHTING LEGEND

Lighting devices Light-signalling deviced
LB = Low beam FPL = Front position lamp
HB = High beam RPL = Rear position lamp
FFL = Front fog lamp SL = Stop lamp
LPL = License plate lamp
FTSL = Front turn signal lamp
RTSL = Rear turn signal lamp
RRR = Rear reflex refector
LRR = Lateral reflex reflector
FRR = Front reflex reflector
RFL = Rear fog lamp
RL = Reverse lamp
HZD = Hazard
HSL = High stop lamp
PL = Parking lamp
SML = Side marking lamp
DRL= Daytime running Lamp
Table 6.0.1: Automotive Lighting Legend
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AUTOMOTIVE
LIGHTING
SYSTEM
6.3 INSTALLATION GUIDE

INSTALLATION OF AUTOMOTIVE LIGHT
L1 L2 L3 L4 L5 M1 M2 M3 N1 N2 N3 O1 O2 O3 O4 T G
LB
HB
FFL
FPL
RPL
SL
LPL
FTSL
2
RTSL
2
RRR
LRR
FRR
RFL
RL
HZD
HSL
PL
SML
REQUEST POSSIBLE NOT POSSIBLE PARTICULAR CONDITION Table 6.0.2: Installation of Automotive Light
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AUTOMOTIVE
LIGHTING
SYSTEM
6.4 MANDATORY AUTOMOTIVE LIGHTING

AUTOMOTIVE MANDATORY LIGHTING
Ft. Position Side Direction Indicator

Lamp
Headlamp (HI)+(LO)
Fr. Direction
Indicator Lamp
High Mounted stop Lamp
Number
Plate Lamp
Reverse Fog Lamp
Reversing Lamp Rear Indicator Lamp
Rear Stop Lamp
Fig. 6.0.3: Automotive Lighting
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AUTOMOTIVE
LIGHTING
SYSTEM
6.4 MANDATORY AUTOMOTIVE LIGHTING

GENERAL COLOR OF AUTOMOTIVE LIGHT
d
Re
e
hit
W
Amber
Fig. 6.0.4: Automotive Color

Some particular devices:
Turn signal lamp = Amber in any direction
Reverse Lamp = White to back
HOMLOGATION NEEDS
The homologation of these lampsare done to ensure following,
To gaurantee a suitable safety level
Don’t be a danger to other drivers
Automotive regulations are mainly addresses the following,
Installation requirments
Performance requirments
Pedestrain Safety requirments
Electromagnetic radiation permissibility requirments
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AUTOMOTIVE
LIGHTING
SYSTEM
6.5 OVERVIEW : AIS/ECE LIGHTING REGULATIONS

INSTALLATION AND PERFORMANCE REGULATION FOR EUROPE AND INDIA
AIS 008
Installation Requirements of Lighting and Light-Signalling Devices for Motor Vehicle having more than Three Wheels, Trailer and Semi-Trailer
excluding Agricultural Tractor and Special Purpose Vehicle.
AIS 009
Installation requirements of Lighting and Light- Signalling devices for 2 and 3 Wheelers, their Trailers and Semi-Trailers.
AIS 010
Performance Requirements of Lighting and Light-Signalling Devices for Two and Three-Wheeled Motor Vehicle.
AIS 012
Performance Requirements of Lighting and Light-Signalling Devices for Motor vehicle having more than Three-Wheels, Trailer, Semi-Trailer.
AIS 030
Installation Requirements of Lighting and Light-Signalling Devices for Agricultural Tractors.
AIS 062
Performance Requirements of Lighting and Light-Signalling Devices for Agricultural Tractors
ECE R48
This Regulation applies to vehicles of categories M, N, and to their trailers (category O)1 with regard to the installation of lighting and light-
signalling devices.
ECE R86
This regulation applies to the installation of lighting and light-signalling devices For agriculture tractor
Page 54
Safety Knowledge by
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VEHICLE
INTERIOR
REGULATIONS
SCOPE
7.1
ECE
R21
This Regulation applies to the interior fittings of vehicles of category M1 with regard to:
1.1. The interior parts of the passenger compartment other than the rear-view mirror or mirrors;
1.2. The arrangement of the controls;
1.3. The roof or opening roof, and
1.4. The seat-back and the rear parts of seats.
1.5. Power-operation of windows, roof panels and partition systems.
This book will only concentrating a part of regulation where interactions between the Instrument Panel & head is studied.
IMPACT ZONE MARKING PROCEDURE

Fig. 7.0.1 and 7.0.2 shows impact zone marking procedure for ECE R21.
Pivot apparatus at SgRP (Seating Reference Point) with height 736mm and mark lower impact zone.
Move seat in forward direction by 127 mm and upward direction by 19 mm. Pivot apparatus at compliance H-point again with height
840mm (or maximum travel allowed by roof) and mark upper impact zone at points of head form contact on instrument panel.
To mark Exemption zone increase steering wheel radius by 127 mm and set lower bounds at horizontal tangent to steering wheel lower edge
and project horizontally forward. Also exempt, Instrument panel surface to nearest side wall, "A" Pillars and Area < 100 mm from glazed
surface.
Steering Wheel
Upper Impact Zone

mm
840
Lower Impact Zone

ax =
mm
Lm
Instrument Panel Compliance H-Point,

36
Long Arm
=7
in
Lm
Seating Reference Point
Fig. 7.0.1: ECE R 21 Head Impact Zone Marking
Wheel Radius 127 mm A Pillar
Door Trim
Ø 165 mm
Instrument Panel
Fig. 7.0.2: ECE R 21 Head Impact Exemption Zone
TEST PROCEDURE ECE R21

A spherical head form of diameter 165 mm and mass of 6.8 kg impacting on Instrument panel with initial velocity of 24 kmph.
JUDGING CRITERIA
Deceleration of head form shall not exceed 80 g continuously for more than 3 milliseconds.
After carrying out the impact test, the part of the instrument panel surface directed towards the driver shall not present any sharp or rough
CAE
Identify the hard points (Typical hard points are radio locations, airbag location, air vents etc.) and find out the impact angles.
Take cross section at impact location and observe the interaction between instrument panel, cross car beam and other components.
Plot total energy balance and observe that kinetic energy and internal energy Vs time plots. Additionally, sliding energies and hourglass
energies should be as low as possible.
Plot head form acceleration and plot 3ms clip value.
Plot acceleration V/S Time and acceleration V/S displacement values for evaluating the energy dissipation/load path.
Page 56
Safety Knowledge by
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VEHICLE
INTERIOR
REGULATIONS
SCOPE
7.2
FMVSS
201
FMVSS 201 applies to passenger cars and multipurpose passenger vehicles, trucks and buses with a GVWR of
4536 kg or less with regard to:
Instrument panel and seat backs

Interior compartment doors
Sun visors
Armrests
This book only concentrates on part of regulation where the interaction between the Instrument Panel & head is studied.
IMPACT ZONE MARKING PROCEDURE

Fig. 7.0.3 and 7.0.4 shows impact zone marking procedure for FMVSS 201.
Pivot apparatus at SgRP (Seating Reference Point) with height 736mm and mark lower impact zone.
Move seat in forward direction by 127 mm and upward direction by 19 mm. Pivot apparatus at compliance H-point again with height
838mm (or maximum travel allowed by roof) and mark upper impact zone at points of head form contact on instrument panel.
To mark Exemption zone diameter 165 head form tangent to and inboard of a vertical longitudinal plane tangent to the inboard edge of the
steering wheel. Also exempt, areas less than 127 mm inboard from the instrument panel attachment to the body side inner structure.
Steering Wheel
Upper Impact Zone

mm
838
Lower Impact Zone

ax =
mm
Lm
Instrument Panel Compliance H-Point,

36
Long Arm
=7
in
Lm
Seating Reference Point
Fig. 7.0.3: FMVSS 201 Head Impact Zone Marking
82.5 mm 127 mm
IP Attachment
Instrument Panel
Fig. 7.0.4: FMVSS 201 Head Impact Exemption Zone
TEST PROCEDURE
A spherical head form of diameter 165 mm and mass of 6.8 kg impacting on Instrument panel with initial velocity of 24 kmph.
JUDGING CRITERIA
Deceleration of head form may not exceed 80 g continuously for more than 3 milliseconds.
CAE
Identify the hard points (Typical hard points are radio locations, airbag location, air vents etc.) and find out the impact angles.
Take cross section at impact location and observe the interaction between instrument panel, cross car beam and other components.
Plot head form acceleration and plot 3ms clip value.
Page 58
Safety Knowledge by
7.0
VEHICLE
INTERIOR
REGULATIONS
7.3.1 Head impact regulation FMVSS 201U
7.3
FMVSS
SCOPE
201U This standard applies to occupant protection in upper interior head impact for passenger cars, trucks,
buses and multipurpose passenger vehicles with GVWR of 4536 kgs or less. This regulation includes
free motion head for interaction with upper interior components, including pillars, side rail, headers and roof.
TEST PROCEDURE
A free motion head form (FHM) of mass 4.54 kg impacts with a velocity of 24 kmph with upper interior parts . Data is collected from tri-axial
accelerometer inside the head form CG and analyzed for injury criteria. The impact points are marked according to test procedure TP201U-01.
JUDGING CRITERIA
HIC(d) = 0.75446 (FMH HIC) + 166.4 < 1000
Where,
HIC(d) = Head Injury Criteria for an Anthropomorphic Test Dummy
SD
RH
RP1
SR3
OP1
FH2
SR3
BP1 RP2
FH1
SR2 OP2
SR1
AP1 BP2
BP3
AP2
BP4
AP3
Fig. 7.0.5: FMVSS 201U Head Impact Points

CAE
Identify the hard points and find out the impact angles.
Take cross section at impact location and observe the interaction between head form and upper inferior components.
Page 60
Safety Knowledge by
8.0
COMMERCIAL
TRUCKS
SCOPE
8.1
ECE
R29
The regulation applies to vehicle with separate driver's cab of category N1 with regard to the protection of the
occupants of cab.
TEST PROCEDURE
Front Impact Test (Test A) :
The swing–bob with mass of 1500 kg with dimensions 2500 mm wide and 800 mm high with impact energy of 29.4 kJ for vehicles of
permissible maximum mass up to 7.5 tones and 55 kJ for vehicles for which maximum mass exceeds 7.5 tones. The detailed test procedure is
shown in fig 8.0.1
Front Impact Test (Test B) :
The swing-bob with mass of 1000 kg and with dimensions diameter 600 mm +/-50 mm and 2500 mm width. The impactor should provide
29.4KJ energy. Center of gravity of impactor should be midway between lower and upper windscreen frame. The detailed test procedure is
shown in fig. 8.0.2
L=3500 mm
L=3500 mm
L
E
L
d
d 600 mm
Pendulum
H(R)
E
h=800 mm
h
Pendulum
Fig. 8.0.1: Front Impact Test (Test A) Fig. 8.0.2: Front Pillar Impact Test (Test B)
Roof strength test (Test C) part 1:

The impactor with mass 1500 kg strikes at an angle of 20 deg to the median longitudinal plane of the cab as shown in fig. 8.0.3 The impactor
applies minimum 17.6 kJ impact energy.
Roof strength test (Test C) part 2:
The rectangular loading device travels in Z up down direction as shown in figure 8.0.3. The maximum static force applied loading device is
98kN. Table 8.0.4 below shows the vehicle categories and respective ECE R 29 load case.
P2
P2
Classification
N1, N2 < 7.5t N2, N3 > 7.5t
Test A 29.4 kJ 55.0 kJ
200
Test B Not applicable 29.4 kJ
Test C Part 1 Not applicable 17.6 kJ
Test C Part 2 98 kN 98 kN
Fig. 8.0.3: Roof Strength Test (Test C) Fig. 8.0.4: Vehicle Category V/S Load Case
JUDGING CRITERIA
After undergoing above tests a survival space present should allow accommodation of test dummy defined in ECE R29 dummy in its median
position, without contact between dummy and non resilient parts. The survival space defined has to be verified for every seat provided by
manufacturer. During the test parts with which the cab is fastened to the chassis frame may deform or break, as long as the cab remains
connected with the frame. The doors may not open during test, but doors shall not required to be open after testing.
CAE
CAE should observe following:
The energy balance should be observed.
Cab to vehicle front mounting deformations and strains.
CCB to vehicle mountings and steering column deformations.
Page 61
Safety Knowledge by
8.0
COMMERCIAL
TRUCKS
8.2
OVERVIEW FUPD, RUPD, SUPD
REGULATIONS
Test Load (kN) FMVSS 223/ ECE R93 FUPD ECE R58 RUPD ECE R73 SUPD
224 Rear
50% of GVW 25% of GVW
Outer Edge P1 50 kN or less than 80 kN or less than 50 kN
50% of GVW 25% of GVW
Centre P3 50 kN 1 kN
or less than 80 kN or less than 50 kN
100% of GVW or 50% of GVW
Off Centre P2 100 kN or less than 100 kN
less than 160 kN
Deflection 30 mm over
the rearmost 250 mm of the
Allowed Deflection 125 mm 400 mm
guard and 150 mm over the
remainder of the guard
Height 560 mm 400 mm 550 mm 550 mm

P1 P2 P3 P2 P1
Fig. 8.0.5: RUPD/FUPD Loading Diagram Table 8.0.6: FUPD, RUPD, SUPD Regulation Summary
8.3.1 Front Under run Protection ECE R93
8.3
ECE SCOPE
R93 The purpose of this regulation is to offer effective protection for vehicles of category M1 or N1 against under
running of vehicles in event of a frontal collision.
TEST PROCEDURE
Fig. 8.0.7 shows front under run protection device. This device is loaded parallel to median longitudinal plane by ram. The dimension of ram
is as below, y-direction 400mm, z-direction 250 mm and radius on the vertical edges of 5 ±1 mm. The center of the surface is placed
successively at the points P1, P2 and P3.
Front View Top View
Angle 0 - 15 deg.
100 mm or 120 mm min 700 - 1200 mm
400 mm max P1 P2 P3 P2
100 mm Maximum
guard width
200 mm
JUDGING CRITERIA
FUPD must withstand the load specified in Table 8.0.6. Additionally distance measured in rearward direction between foremost part of the
vehicle after the application of the test forces and the test ram contact surface on vehicle shall not exceed 400 mm.
CAE
Plot forces in attachment bolts.
Carry forward deformation, strain for successive loading points
Website: http://www.unece.org/trans/main/wp29/wp29regs61-80.html ECE R73 SUPD
http://www.unece.org/trans/main/wp29/wp29regs41-60.html ECE R58 RUPD

http://www.unece.org/trans/main/wp29/wp29regs81-100.html ECE R93 FUPD
Page 62
Safety Knowledge by
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COMMERCIAL
TRUCKS
8.4.1 Rear Under Run Protection ECE R58
8.4
ECE
SCOPE
R58 The purpose of this Regulation is to offer effective protection against under running of vehicles in the event of
rear collision with vehicles of category M1 and N1.
TEST PROCEDURE
Fig. 8.0.8 shows rear under run protection device. This device is loaded parallel to median longitudinal plane by ram. The dimension of ram is
as below, y-direction 400mm, z-direction 250mm and radius on the vertical edges of 5 ± 1 mm. The center of the surface is placed
successively at the points P1, P2 and P3.
Rear View Front View
Radius of curvature of end edges 2.5 mm min

0 mm min
100 mm max
100 mm min 400 mm less test

deformation max
550 mm max

JUDGING CRITERIA
RUPD must withstand the load specified in Table 8.0.6.
CAE
8.5.1 Side Under run Protection ECE R73
8.5
ECE
SCOPE
R73 This regulation applies to the lateral protection of vehicles of categories N2, N3, O3 and O4. Vehicles covered by
this regulation shall be so constructed and/or equipped as to offer effective protection to unprotected road
users against the risk of falling under the sides of the vehicle and being caught under the wheels.
TEST PROCEDURE
Fig. 8.0.9 shows side under run protection device. This device is loaded perpendicularly to any part of its external surface by the centre of a
ram the face of which is circular and flat, with a diameter of 220 mm ± 10 mm. The loading points along the length is shown by loading
points P1 to P5.
Long members
Applied Forces
P5 P4 P3 P2 P1

JUDGING CRITERIA
Deflection 30 mm over the rearmost 250 mm of the guard and 150 mm over the remainder of the guard.
CAE
Page 63
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8.0
COMMERCIAL
TRUCKS
SCOPE
8.6
ECE
R66
ECE R66 specifies requirements for the approval of large passenger vehicles with regard to the strength of their
superstructure in the event of rollover accidents. The standard is applicable to single-deck rigid or articulated
vehicles designed and constructed for the carriage of more than 22 passengers, whether seated or standing, in addition to the driver and
crew.
TEST PROCEDURE
The complete vehicle is standing on the tilting platform, with blocked suspension and is tilted slowly to its unstable equilibrium position. If
the vehicle type is not fitted with occupant restraints/safety belts it will be tested at unladen kerb mass. If the vehicle type is fitted with
occupant restraints/safety belts it will be tested at total effective vehicle mass. The rollover test starts in this unstable vehicle position with
zero angular velocity and the axis of rotation runs through the wheel-ground contact points. The vehicle tips over into a ditch, having a
horizontal, dry and smooth concrete ground surface with a nominal depth of 800 mm.
VLCP
CG’
CG
t CG’
h0
VLC
h1
P
Tilting Platform
800
B
Ditch with
in Horizontal Rigid Surface
Axis
Starting Position of Tilting
Fig. 8.0.10: Full Vehicle Rollover Test Set up

JUDGING CRITERIA
The standard specifies “residual space”, a space to be preserved in the passengers', crew and driver's compartment(s) to provide better
survival possibility for passengers, driver and crew in case of a rollover accident.
VLCP
250 Left Side Right Side

ResidualSpace
150
750
1250
1250
SR
500
Floor Under
the Seats
VLCP
Fig. 8.0.11: Residual Space to be Maintained/Protected Scheme

CAE
The standard allows for acceptance of the CAE simulation as an alternative to the physical full vehicle rollover test.
However, the CAE simulation must give conservative estimates of the deformation values and must be supported by certain physical tests
to verify the correlation of CAE simulation with actual behavior of superstructure.
This typically involves quasi-static tests of structural joints and pillars to determine load-deflection input for the CAE model.
All the major load bearing components should be modeled in CAE and the overall CG of the CAE model must closely match with the
physically determined CG value.
Angular velocity of rotation at the point of contact must be correctly determined by building the MBD model of the simulation and through
available inputs from full vehicle physical test.
Observe the energy balance, maximum sliding energy and hourglass energy should be within agreeable limit.
Page 64
Safety Knowledge by
9.0
GLOSSARY
kmph Kilometer per Hour WAD Warp Around Distance

g/min gram per minute UL Upper Limit
HPC Head Performance criteria LL Lower Limit
H-III 50 % 50 % Hybrid III dummy SRA Swedish Road Administration
GVWR Gross Vehicle Weight Rating IIWPG International Whiplash Prevention Group
ES-2 Euro Sid 2 dummy NIC Neck Injury Criteria
ES-2re Euro Sid 2 Rib Extension HPL Higher Performance Limit
SID Iis Side Impact dummy 5% LPL Lower Performance Limit
P 1.5 Child dummy 1,5 years old CL Crapping Limit
P3 Child dummy 3,0 years old RR Relative Risk
mph Miles per hours VSS Vehicle Safety Score
HIC Head Injury criteria SFAD Static Force Application Device
deg Degree ms Millisecond
MDB Moving Deformable Barrier kJ kiloJoule
kN kiloNewton FUPD Front Underrun Protection Device
SPC Single Point Constrained RUPD Rear Underrun Protection Device
NCAP New Car Assessment Program SUPD Side Underrun Protection Device
EECV European Enhanced Vehicle Committee S Second
Page 67
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Progress through Research

FMVSS ECE EURO NCAP US NCAP LATIN NCAP IS/AIS GB

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About Book: "Global Automotive Safety Regulations in Nutshell 2015”

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2.0 Crash Regulations Global Overview 17

3.0 Regulatory Crash Regulations 18-31

5.0 Steering And Seating Crash Regulation 45-47

6.0 Automotive Lighting System 48-55

7.0 Vehicle Interior Regulations 56-60

8.0 Commercial Trucks Regulations 61-66

9.0 Glossary 67-68

1.1 AUTOMOTIVE CRASH AND SAFETY

Fig. 1.1.1: Automotive Crash

Ÿ Strong roof structure for rollover protection.

1.3 VEHICLE CO-ORDINATE SYSTEM

Vertical Transverse Vertical Longitudinal

Fig. 1.3.1: Vehicle Co-ordinate System

1.4 BIW (BODY IN WHITE) TERMINOLOGY

C Pillar Cross Member

1.5 VEHICLE WEIGHT

GVWR (THE GROSS VEHICLE WEIGHT RATING)

1.6 AUTOMOBILE SAFETY

ACTIVE SAFETY PASSIVE SAFETY

ASSISTS TO AVOID THE PROTECT THE OCCUPANT

PREVENT CRASH PROTECT OCCUPANT

1.7 SAFETY SYSTEMS

ACTIVE SAFETY SYSTEMS PASSIVE SAFETY SYSTEMS

Antilock Braking System Airbags

Electronic Stability Control Laminated Windscreen

Reverse Sensors Energy Absorbing Brackets

Tire Pressure Monitoring Cargo Protection

Emergency Brake Assistance Collapsible Steering Column

Mirrors Pedestrian Protection System

Adaptive Lighting System Seat Belts

Seat Belt Reminder Anti Intrusion Bars

Lane Departure Crumple Zone

Table 1.7.1: Active and Passive safety systems

1.8 EEC VEHICLE CLASSIFICATION

Vehicle Category Purpose Seat Mass (Tonn)

Table 1.8.1: EEC vehicle classification Source: 2007/46/EC

1.9 FMVSS VEHICLE CLASSIFICATION

Table 1.9.1: FMVSS vehicle classification

1.10 H POINT AND R POINT

Fig. 1.10.1: H Point Shown In Red Color

1.11 FRONT IMPACT BARRIERS

Name EEVC Offset Deformable Barrier Rigid Barrier

Table 1.11.1: Front Impact Barrier