欧洲新上市的汽车星级如何评价(encap评价标准)资料精

2024年1月5日发(作者：雪佛兰科帕奇停产了吗)

欧洲新上市的汽车星级如何评价（encap评价标准）资料精

EUROPEAN NEW CAR ASSESSMENT PROGRAMME

NCAP)

(Euro

ASSESSMENT PROTOCOL – ADULT OCCUPANT PROTECTION

5.1 Version

2009 October

Version 5.1 October 20091

EUROPEAN NEW CAR ASSESSMENT PROGRAMME (Euro

NCAP)

ASSESSMENT PROTOCOL – ADULT OCCUPANT PROTECTION

Table of Contents

1INTRODUCTION (3)

2METHOD OF ASSESSMENT (3)

2.1Points Calculation (4)

3FRONTAL IMPACT ASSESSMENT (5)

3.1Criteria and Limit Values (5)

3.1.1Head (5)

3.1.2Neck (6)

3.1.3Chest (6)

3.1.4Knee, Femur and Pelvis (7)

3.1.5Lower Leg (7)

3.1.6Foot/Ankle (7)

3.2Modifiers (8)

3.2.1Driver (8)

3.2.2Passenger (11)

3.2.3Door Opening during the Impact (12)

3.2.4Door Opening Forces after the Impact (12)

3.3Scoring & Visualisation (12)

4SIDE AND POLE IMPACT ASSESSMENT (14)

4.1Criteria and Limit Values (14)

4.1.1Head (14)

4.1.2Chest (14)

4.1.3Abdomen (15)

4.1.4Pelvis (15)

4.2Modifiers (15)

4.2.1Incorrect Airbag Deployment (15)

4.2.2Backplate Loading (16)

4.2.3T12 Modifier (16)

4.2.4Door Opening during the Impact (16)

4.2.5Door Opening Forces after the Impact (16)

4.3Scoring & Visualisation (16)

5WHIPLASH SEAT ASSESSMENT (18)

5.1Criteria and Limit Values (18)

5.1.1Static Assessments (18)

5.1.2Dynamic Assessments (20)

5.2Modifiers (21)

Version 5.1 October 20092

5.2.1Seatback Dynamic Deflection (21)

5.2.2Dummy Artefact Loading (21)

5.3Scoring & Visualisation (21)

5.3.1Scoring (22)

5.3.2Visualisation (22)

6CONCEPTS BEHIND THE ASSESSMENTS (24)

6.1Frontal Impact (24)

6.1.1Head (24)

6.1.2Neck (24)

6.1.3Chest (24)

6.1.4Abdomen (25)

6.1.5Knee, Femur & Pelvis (25)

6.1.6Lower Leg (25)

6.1.7Foot and Ankle (26)

6.2Side and Pole Impact (26)

6.3Door Opening (Front, Side, Pole Impact) (27)

6.4Whiplash (27)

6.4.1Geometry Assessment (27)

6.4.2Worst Case Geometry (27)

6.4.3Seatback Dynamic Deflection (27)

6.4.4Dummy Artefact Loading (28)

7REFERENCES (29)

APPENDIX I (30)

Version 5.1 October 20093

EUROPEAN NEW CAR ASSESSMENT PROGRAMME (Euro

NCAP)

ASSESSMENT PROTOCOL – ADULT OCCUPANT PROTECTION

1INTRODUCTION

Euro NCAP’s original assessment protocol was developed

jointly by TRL and Vehicle Safety Consultants Ltd under contract

to the UK Department of the Environment Transport and the

Regions and International Testing, respectively. Subsequent

versions of the protocol have been developed and released by

the Euro NCAP Secretariat. Beginning with Version 5 important

changes have been included that have been brought about by

the introduction of the overall rating scheme. Individual

documents are released for the four main areas of

assessment: ?Assessment Protocol – Adult Occupant Protection;

Assessment Protocol – Child Occupant Protection;

Assessment Protocol – Pedestrian Occupant Protection;

Assessment Protocol – Safety Assist;

In addition to these four assessment protocols, a separate

document is provided describing the method and criteria by

which the overall safety rating is calculated on the basis of the

car performance in each of the above areas of assessment.

The following protocol deals with the assessments made in

the area of Adult Occupant Protection, in particular in the frontal

impact test, the side impact test, the pole test and the whiplash

tests. DISCLAIMER: Euro NCAP has taken all reasonable care to

ensure that the information published in this protocol is accurate

and reflects the technical decisions taken by the organisation. In

the unlikely event that this protocol contains a typographical

error or any other inaccuracy, Euro NCAP reserves the right to

make corrections and determine the assessment and subsequent

result of the affected requirement(s).

2METHOD OF ASSESSMENT

The starting point for the assessment of adult occupant

protection is the dummy response data recorded in four different

test configurations: frontal impact, side impact, pole impact and

(low speed) rear impact. Initially, each relevant body area is given

a score based on the measured dummy parameters. These scores

can be adjusted after the test based on supplementary

requirements. E.g. for frontal impact, consideration is given to

whether the original score should be adjusted to reflect occupant

kinematics or sensitivity to small changes in contact location,

which might influence the protection of different sized occupants

in different seating positions. The assessment also considers the

structural performance of the car by taking account of such

aspects as steering wheel displacement, pedal movement, foot

well distortion and displacement of

Version 5.1 October 20094

the A pillar. The adjustments (or modifiers) based on both

inspection and geometrical considerations are applied to the

body area assessments to which they are most relevant.

For frontal impact, the score for each body area is based on

the driver data, unless part of the passenger fared less well. It is

stated that the judgement relates primarily to the driver. Side

impact and pole impact results relate to the struck-side occupant

only, while Whiplash results are valid for any front seat adult

occupant. No attempt is made to rate the risk of life threatening

injury any differently from the risk of disabling injury. Similarly,

no attempt is made to rate the risk of the more serious but less

frequent injury any differently from the risk of less serious but

more frequent injury. Care has been taken to try to avoid

encouraging manufacturers to concentrate their attention on

areas which would provide little benefit in accidents.

From the information collected in the four test scenarios,

individual test scores are computed for frontal, side and pole

impact and whiplash protection. The adjusted score for the

different body regions is presented, in a visual format of coloured

segments within a human body outline. This is presented for the

driver and front seat passenger in frontal impact, for the driver in

side and pole impact and for the driver or passenger in rear

impact. Finally, for the complete area of adult occupant

protection assessment, the scores for frontal, side, pole and

whiplash are summed. The resulting Adult Occupant Protection

Score is expressed as a percentage of the maximum achievable

number of points.

In addition to the basic Euro NCAP assessment, additional

information is recorded and may be reported. In future, some of

these additional aspects may be added to the Euro NCAP

assessment.

2.1Points Calculation

From Phase 3, a sliding scale system of points scoring has

been used to calculate points for each measured criterion. This

involves two limits for each parameter, a more demanding limit

(higher performance), below which a maximum score is obtained

and a less demanding limit (lower performance), beyond which

no points are scored. In frontal, side, pole and rear* impacts, the

maximum score for each body region is four points. Where a

value falls between the two limits, the score is calculated by linear

interpolation.

For all tests part of the adult occupant protection assessment,

capping limits are maintained for criteria related to critical body

regions. Exceeding a capping limit generally indicates

unacceptable high risk at injury or, in the case of the whiplash

test, an unacceptably high seat design parameter. In all cases, this

leads to loss of all points related to the tests. Capping limits can

be equal to or higher than the lower performance limit,

depending on the test.

* Neck only based on a combination of scores obtained in

three individual test conditions.

Version 5.1

October 2009

53 FRONTAL IMPACT ASSESSMENT

3.1 Criteria and Limit Values

The basic assessment criteria used for frontal impact, with

the upper and lower performance limits for each parameter, are

summarised below. Where multiple criteria exist for an individual

body region, the lowest scoring parameter is used to determine

the performance of that region. The lowest scoring body region

of driver or passenger is used to determine the score. For frontal

impact, capping is applied on the critical body regions: head,

neck and chest.

3.1.1 Head

3.1.1.1 Drivers with Steering Wheel Airbags and Passengers

If a steering wheel airbag is fitted the following criteria are

used to assess the protection of the head for the driver. These

criteria are always used for the passenger.

Note: HIC36 levels above 1000 have been recorded with

airbags, where there is no hard contact and no established risk of

internal head injury. A hard contact is assumed, if the peak

resultant head acceleration exceeds 80g, or if there is other

evidence of hard contact.

If there is no hard contact a score of 4 points is awarded. If

there is hard contact, the following limits are used:

Higher performance limit

HIC 36

650 (5% risk of injury ≥ AIS3 [1,2]) Resultant Acc. 3 msec

exceedence 72g

Lower performance and capping limit

HIC 36 1000* (20% risk of injury ≥ AIS3 [1,2]) Resultant Acc.

3 msec exceedence 88g (*EEVC limit)

3.1.1.2 Drivers with No Steering Wheel Airbag

If no steering wheel airbag is fitted, and the following

requirements are met in the frontal impact test:

HIC 36

<1000 Resultant Acc. 3 msec exceedence <88g,

then 6.8 kg spherical headform test specified in ECE

Regulation 12 [3] are carried out on the steering wheel. The tester

attempts to choose the most aggressive sites to test and it is

expected that two tests will be required, one aimed at the hub

and spoke junction and one at the rim and spoke junction. The

assessment is then based on the following criteria:

Version 5.1 October 20096

Higher performance limit

Resultant peak Acc. 80g

Resultant Acc. 3 msec exceedence 65g

Lower performance and capping limit

HIC36 1000

Resultant peak Acc. 120g

Resultant Acc. 3 msec exceedence 80g

From the face form tests, a maximum of 2 points are awarded

for performance better than the lower limits. For values worse

than the lower performance limit, no points are awarded.

The results from the worst performing test are used for the

assessment. This means that for cars, not equipped with a

steering wheel airbag, the maximum score obtainable for the

driver’s head is

2 points.

3.1.2Neck

Higher performance limit

Shear 1.9kN @ 0 msec, 1.2kN @ 25 - 35msec, 1.1kN @

45msec

Tension 2.7kN @ 0 msec, 2.3kN @ 35msec, 1.1kN @ 60msec

Extension 42Nm

Lower performance and capping limit

Shear 3.1kN @ 0msec, 1.5kN @ 25 - 35msec, 1.1kN @

45msec*

Tension 3.3kN @ 0msec, 2.9kN @ 35msec, 1.1kN @ 60msec*

Extension 57Nm* (Significant risk of injury [4])

(*EEVC Limits) Note: Neck Shear and Tension are assessed

from cumulative exceedence plots, with the limits being

functions of time. By interpolation, a plot of points against time

is computed.

The minimum point on this plot gives the score. Plots of the

limits and colour rating boundaries are given in Appendix I.

3.1.3Chest

Higher performance limit

Compression

22mm (5%

risk

of

injury

≥ AIS3 [5]) Viscous Criterion 0.5m/sec (5% risk of injury ≥

AIS4) Lower performance and capping limit