TNO Presentation - UNECE Homepage · PDF file• SAE manikin positioning has large...
Transcript of TNO Presentation - UNECE Homepage · PDF file• SAE manikin positioning has large...
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HR-8-12
Static Backset Measurement
Comparison of methods
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Aims
• Comparison of static backset measurement of head restraints• Evaluate EuroNCAP protocol• Evaluate UTAC alternative• Recommendations for a method
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Methods
Measure backset using five methods• Proposed EuroNCAP protocol using
• H-point SAE Manikin (OSCAR)• Head Restraint Measuring Device (HRMD)• No preload to head restraint
• Proposed EEVC WG20 procedure• Similar to EuroNCAP, but with 10 N preload to backset probe
• Alternative proposal from UTAC (not used in the end)• Explained in next pages
• 3D FARO measurement without HRMD• Like UTAC, but seat loaded with SAE manikin
• 3D FARO measurement without HRMD, without SAE manikin• Like UTAC without preload• Like UTAC with 10 N preload to backset probe
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UTAC proposal: replace HRMD with 2 link bar
Car manufacturer
design torso angle
505.5
mm
205 m
m
292 mm
Line through H-point of the dummy and rotation point of the HRMD
rotation point of the HRMD to align it horizontally
Head to HR distance
73mm
-3°
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UTAC proposal, simplified tool
Torso bar
Neck bar
Backset Probe
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UTAC proposal made even more simple
• Use SAE manikin to determine H-point (or start from R-point in the car) and seat back angle
• Measure H-point on 2 sides of manikin with 3D FARO arm• Determine:
• Probe height which is needed for backset measurement• Virtual location of the back of the HRMD head• Using mathematical equations + manikin and HRMD dimensions
• Adjust the probe to calculated height
• Push probe against the head restraint (3 methods evaluated)• With SAE manikin in the seat, without probe preload• Without SAE manikin, without probe preload• Without SAE manikin, with 10 N probe preload
• Measure backset with 3D FARO arm
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Comments to UTAC proposal
• Method should work fine, but the values found were different from those proposed by UTAC
• Average distance from H-point to HRMD rotation point was 505.9 mm (TNO) instead of 505.5 mm (UTAC)
• Average angle difference between seat back angle and line through H-point and HRMD rotation point was -1.9 deg (TNO) instead of -3 deg (UTAC)
• Ending up with backset differences of 13 -15 mm• Of course these values are related to combined SAE machine
and HRMD!• Standardising the analytical values solves these problems and
does not interfere with any combinations of these tools!
• For the static measurements presented here, the height of the probe as measured with HRMD was taken for valid comparison
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Test rigs: HRMD and PortalMeasurements done with FARO
• Regular measurement• With SAE manikin and HRMD
• Without preload (EuroNCAP)• With preload of 10 N (EEVC)
• Portal measurement @ height of HRMD
• With SAE manikin loading seat• Without manikin
• Without preload (UTAC)• With preload 10 N for comparison
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Comparison of methods
• Largest difference is between seats of one type, not method used
45.0
50.0
55.0
60.0
65.0
70.0
B1 B2 B4 C3 C4 C7 E10 E15 E1
Seat Type
Hea
d re
stra
int d
ista
nce
[mm
]
HRMD + Manikin + 0 N(EuroNCAP)
HRMD + Manikin + 10N (EEVC WG20)
No HRMD + Manikin +0 N
No Manikin + 0 N
No Manikin + 10 N
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Comparison with EuroNCAP method (1)
Head restraint distance
50.0
55.0
60.0
65.0
70.0
50.0 55.0 60.0 65.0 70.0
HRMD + Manikin + 0 N preload [mm]
Alte
rnat
ive
[mm
]
HRMD + Manikin + 0N preloadHRMD + Manikin + 10N preloadNo HRMD + Manikin +0 N preloadNo manikin + 0 NpreloadNo manikin + 10 Npreload
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Comparison with EuroNCAP method (2)
• Applying 10 N preload is used to prevent very soft head restraints. This always increases the head restraint distance measurement by average 3.5 mm.
• Not using the HRMD, but with the SAE manikin in the seat decreases the head restraint distance by average 0.1 mm (average absolute deviation is 0.6 mm). Not significant!
• Not loading the seat with a manikin decreases the head restraintdistance by average 3.6 mm
• Applying a 10N preload with an unloaded seat causes a decrease of 0.7 mm with respect to the EuroNCAP measurement
• The error within one seat type (3 seats) is 3.8 mm on average• This means that all deviations are within the range of
measurements of one seat type
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Comparison with EuroNCAP method (3)
Deviation from EuroNCAP protocol
-6,0
-4,0
-2,0
0,0
2,0
4,0
6,0
8,0
10,0B1 B2 B4 C
3
C4
C7
E10
E15 E1
ABS
AVG
Seat type
Dev
iatio
n fro
m E
uroN
CA
P [m
m]
From averageEuroNCAPHRMD + Manikin +10 NNo HRMD + Manikin+ 0 NNo Manikin + 0 N
No Manikin + 10 N
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Causes of head restraint distance variations:H-point x location
• Seat C and E: no influence of H-point x with HR distance
• Seat B: IncreasingH-point x ~ decreasing HR distance
Deviation from average
-8.0
-6.0
-4.0
-2.0
0.0
2.0
4.0
6.0
8.0
10.0
-4.0 -3.0 -2.0 -1.0 0.0 1.0 2.0
H-point x [mm]
HR
dis
tanc
e N
CA
P [m
m]
Seat type BSeat type CSeat type E
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Causes of head restraint distance variations:H-point z location
• Seat B and C: no influence of H-point z with HR distance
• Seat E: IncreasingH-point z ~ decreasing HR distance
Deviation from average
-8.0
-6.0
-4.0
-2.0
0.0
2.0
4.0
6.0
8.0
10.0
-4.0 -2.0 0.0 2.0 4.0
H-point z [mm]
HR
dis
tanc
e N
CA
P [m
m]
Seat type BSeat type CSeat type E
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Causes of head restraint distance variations:Torso angle
• Seat B, C and E:Increasingangle ~ increasing HR distance
Deviation from average
-8.0
-6.0
-4.0
-2.0
0.0
2.0
4.0
6.0
8.0
10.0
-1.0 -0.5 0.0 0.5 1.0 1.5
Torso angle [deg]
HR
dis
tanc
e N
CA
P [m
m]
Seat type BSeat type CSeat type E
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Main results summary
• The deviation caused by the seat (of one type) and SAE positioning (reproducibility) is larger than the deviation caused by a change of measurement method.
• Head restraint distance varies with• Seat back angle• H-point location
• This relation is not similar for all seat types.• Small differences in H-point location (within specs) may result in
large changes of the head restraint distance• Example Seat B: H-point location ranges from -3 to +2 mm, but
HR distance -6 to +9 mm
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Conclusions
• Measurement method is not mainly determining head restraint distance
• SAE manikin positioning has large influence on head restraint distance
• Need for more tight requirement on SAE manikin positioning or use more straightforward point in car, like R-point
• No preference for any method with regard to current results• UTAC method is more straightforward, not more accurate• UTAC method cannot be varied easily for different occupant
sizes
• Preference for simple (analytical) method