Crash Analysis Criteria Description

Transcription

1 Crash Analysis Criteria Description Version Crash Analysis Criteria Data Processing Vehicle Safety Workgroup Version Arbeitskreis Messdatenverarbeitung Fahrzeugsicherheit April 2004 edition Subject to changes

2 rt Measured data processing vehicle safety workgroup, Algorithm workgroup: D. Cichos, bast; D. de Vogel, Ford; M. Otto, TÜV Rheinland; O. Schaar, Delphi; S. Zölsch, National Instruments, in cooperation with the Task Force ISO TS (ISO-MME) This documentation is available from the following address: Bundesanstalt für Straßenwesen, Brüderstraße 53,D Bergisch Gladbach, Tel.: +49 (0)2204 / 43624, Fax: +49 (0)2204 / This documentation has been compiled with the greatest care. We are grateful for information about errors, new methods, and new laws. We do not accept liability for incorrect information Workgroup Data Processing Vehicle Safety. All Rights Reserved.

3 Contents For a clear presentation of the criteria used to evaluate crash tests, the criteria are briefly summarized below. First, there is a description of the criterion. Then the mathematical calculation is specified. This is followed by a description of how the individual input values are determined (filtered). Then information about the laws and stipulations relating to the algorithm. Note All the descriptions are based on SAE J1733-conform signal polarity (sign convention). The following criteria are described: Chapter 1 Description of the Head Criteria HIC HAC HIC(d) HPC HCD Chapter 2 Description of the Neck Criteria Time At Level NIC (front impact ECE) NIC (front impact EuroNCAP) NIC (front impact FMVSS) Nij MOC MTO NIC (rear impact) Nkm LNL Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version iii

4 Contents Chapter 3 Description of the Chest Criteria VC THPC TTI(d) ThAC CTI ThCC (or TCC) RDC Chapter 4 Description of the Criteria for the Lower Extremities APF PSPF FFC (ECE) FFC (EuroNCAP) TI TCFC Chapter 5 Description of Additional Criteria Xms Xg Acomp Pulse Test Gillis Index NCAP EuroNCAP SI Integration Differentiation CFC filters FIR100 filter Chapter 6 Legislation and Directives The legislation and directives are written as follows: Limits iv Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

5 Description of the Head Criteria 1 The following head criteria are described in this chapter: HIC: Head Injury Criterion HAC: Head Acceptability Criterion HIC(d): Performance Criterion HPC: Head Performance Criterion HCD: Head Contact Duration Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

6 Chapter 1 Description of the Head Criteria HIC HIC is the abbreviation for Head Injury Criterion. Description The HIC value is the standardized maximum integral value of the head acceleration. The length of the corresponding time interval is: unlimited HIC maximum of 36 ms HIC36 maximum of 15 ms HIC15 Mathematical Calculation The calculation of the HIC value is based on the equation: HIC = sup t1, t 2 t adt t 2 t 1 t 1 2, 5 ( t 2 t 1 ) a = a x + a y +a z Determining Input Values a is the resultant acceleration of the center of gravity of the head in units of acceleration of gravity (g = 9,81 m/s²). t 1 and t 2 are the points in time during the crash, for which the HIC is at a maximum. Measured times are to be specified in seconds. The measured values for head acceleration (a x, a y, a z ) are filtered in accordance with CFC1000 (cf. CFC filters). To define the input values in accordance with ECE-R80, the measured values for head acceleration (a x, a y, a z ) are filtered in accordance with CFC600 (cf. CFC filters). 1-2 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

7 Chapter 1 Description of the Head Criteria Relevant Laws and Regulations FMVSS 208, S6.2 SAE J2052, SAE J1727,3.6 ISO/TC22/SC12/WG3 N 282 Issued ADR69/00, ECE-R80, Annex 4, 1 ECE-R22, EuroNCAP, Front Impact, 10, 10.1 EuroNCAP, Side Impact, 10, 10.1 EuroNCAP, Pole Side Impact, 10, 10.1 EuroNCAP, Assessment Protocol, 5 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

8 Chapter 1 Description of the Head Criteria HAC HAC is the abbreviation for Head Acceptability Criterion Caution instead. Description This calculation regulation is obsolete. In the current ECE-R80 the HIC is used The HAC value is the standardized maximum integral value of the head acceleration. Mathematical Calculation The calculation of the HAC value is based on the equation: HAC = sup t1, t 2 t adt t 2 t 1 t 1 2, 5 ( t 2 t 1 ) a = a x + a y +a z Determining Input Values a is the resultant acceleration of the center of gravity of the head in units of acceleration of gravity (g = 9,81 m/s²). t 1 and t 2 are the points in time during the crash, for which the HAC is at a maximum. Measured times are to be specified in seconds. The measured values for head acceleration (a x, a y, a z ) are filtered in accordance with CFC600 (cf. CFC filters). Relevant Laws and Regulations ECE-R80, ECE-R80, Annex 7, Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

9 Chapter 1 Description of the Head Criteria HIC(d) HIC(d) is the Performance Criterion Description The HIC(d) value is the weighted standardized maximum integral value of the head acceleration and is calculated from the HIC36 value. Mathematical Calculation The calculation of the HPC(d) value is based on the equation: HIC( d) = 0, HIC , 4 with HIC36: HIC36 value (cf. HIC) Determining Input Values The measured values for head acceleration (a x, a y, a z ) are filtered in accordance with CFC1000 (cf. CFC filters). Relevant Laws and Regulations FMVSS 201, S7 NHTSA 49 CFR 571[Docket No ; Notice8], [RIN No AG07]; S7 NHTSA 49 CFR 571,572,589[Docket No ; Notice7], [RIN No AB85]; S7 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

10 Chapter 1 Description of the Head Criteria HPC HPC is the abbreviation for Head Performance Criterion (criterion for the head strain). Description The HPC value is the standardized maximum integral value of the head acceleration. The corresponding time interval is a maximum of 36 ms (HPC36). Mathematical Calculation The HPC value is identical to the HIC value. The calculation of the HPC value is based on the equation: HPC = sup t1, t 2 t adt t 2 t 1 t 1 2, 5 ( t 2 t 1 ) a = a x + a y +a z a is the resultant acceleration a of the center of gravity of the head in units of acceleration of gravity (1 g =9,81 m/s²). If there was no head contact, this criterion is fulfilled. If the beginning of the head contact can be determined satisfactorily, t 1 and t 2 are the two time points, specified in seconds, which define a period between the beginning of the head contact and the end of the recording, at which the HPC36 is at its maximum. If the beginning of the head contact cannot be determined satisfactorily, t 1 and t 2 are the two time points, expressed in seconds, which define a period between the beginning of the head contact and the end of the recording, at which the HPC36 is at its maximum. 1-6 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

11 Chapter 1 Description of the Head Criteria Determining Input Values The measured values for head acceleration (a x, a y, a z ) are filtered in accordance with CFC1000 (cf. CFC filters). Relevant Laws and Regulations Directive 96/79/EG, Annex II, Directive 96/79/EG, Annex II, Appendix 2, 1.2 ECE R94, Annex 4, 1.2 ECE R95, ECE R95, Annex 4, Appendix 1, 1. Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

12 Chapter 1 Description of the Head Criteria HCD HCD is the abbreviation for Head Contact Duration Description The HCD value is the standardized maximum integral value of the head acceleration during head contact intervals. The contact intervals are determined using the resultant contact force (calculated from neck force of the upper neck transducer, head acceleration and head mass). Mathematical Calculation To determine the contact interval, the resultant contact force F has to be calculated first. F = ( m a x F x ) 2 + ( m a y F y ) 2 +( m a z F z ) 2 with: m a i F i Mass of the head head acceleration in i-direction upper neck force in i-direction Contact intervals are all the intervals in which a lower threshold value (threshold level = 200 N) is constantly exceeded and a lower search level (search level = 500 N) is exceeded at least once (see Figure 1-1 below). Figure 1-1. Search und Threshold Level 1-8 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

13 Chapter 1 Description of the Head Criteria The HIC value HIC j is calculated for each contact interval K j. K j = beg end t j ; tj beg end HIC j = HIC( t 1, t 2 ); t j t1 < t 2 t j with: t j beg t j end Start time of the contact interval K j End time of the contact interval K j The HCD value is then the maximum HIC value of all the contact intervals. HCD = max j { HIC j } Determining Input Values The measured values for head acceleration (a x, a y, a z ) and neck forces (F x, F y, F z ) are filtered in accordance with CFC1000 (cf. CFC filters). Relevant Laws and Regulations SAE J2052, SAE J2052, 4 ISO/TC22/SC12/WG3 N 282 (Issued ) TRANS/SC1/WP29/GRSP/R.48/Rev.1, page 19, Annex 4, Appendix 1 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

14 Chapter 1 Description of the Head Criteria 1-10 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

15 Description of the Neck Criteria 2 This chapter describes the following neck criteria for a front impact and a rear impact: Front Impact: Time At Level NIC (front impact ECE): Neck Injury Criterion NIC (front impact EuroNCAP): Neck Injury Criterion NIC (front impact FMVSS): Neck Injury Criterion Nij: Normalized Neck Injury Criterion MOC: Total Moment about Occipital Condyle MTO: Total Moment (Lower Neck) Rear Impact: NIC (rear impact): Neck Injury Criterion Nkm: Neck Criterion rear impact LNL: Lower Neck Load Index Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

16 Chapter 2 Description of the Neck Criteria Time At Level Time-Dependent Loading Criteria Description The time-at-level describes the maximum continuous time interval for which the measured value of a signal has exceeded a certain lower threshold. The value is determined either from the continuous time interval (continuous calculation) or from the sum of all time intervals (cumulative calculation). Mathematical Calculation Continuous Calculation To determine the relationship between the measured value of the signal (e.g. the force) and its corresponding time-at-level, the time-related load criterion curve is determined, as illustrated in Figure 2-1: Figure 2-1. Load Criterion Curve 1. The threshold values are plotted on the ordinate, the times-at-level are plotted on the abscissa. 2. The maximum measured value and the time-at-level zero are assigned to the highest threshold value. 3. In a matrix with two columns and 101 rows, all the threshold values are stored in the first column, starting with the maximum value. All the threshold values in this column are equal to the preceding ones minus the quotient, which is the maximum value divided by 100. Zero is assigned to the threshold value in the last line. 2-2 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

17 Chapter 2 Description of the Neck Criteria Determining Input Values 4. The largest continuous time interval in which the threshold value is exceeded by the measurement signal is determined for every threshold value in the first column. Use linear interpolation to determine the time interval, round it to the nearest millisecond, and enter it in the second column. 5. Every line in this matrix describes a value pair (point) that consists of the threshold value and the time at level the load criterion curve which are plotted in a coordinate system (criterion graph) and thus compared to the injury assessment boundary. Times at level are only taken into account if they are less than 60 ms. 6. To compare the load criterion curve to the injury assessment boundary, the ratio between the load criterion value and the injury assessment boundary value is determined for each value pair and multiplied by 100. The highest value determined is the injury assessment reference value and is entered in the coordinate system. Cumulative Calculation If the sampling rates are constant, the accumulated values can be calculated with the following algorithm: 1. Values in descending order 2. Value (sorted) after x ms is the y-value. Relevant Laws and Regulations SAE J1727, 3.9 EuroNCAP, Front Impact, Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

18 Chapter 2 Description of the Neck Criteria NIC (front impact ECE) NIC is the abbreviation for Neck Injury Criterion. Description The neck injury criteria are determined using the axial compression force F z (-), the axial tensile force F z (+), and the shear forces at the head/neck point F x (+), in kn, as well as the duration of these forces, as illustrated in Figure 2-2. Mathematical Calculation Determining Input Values Figure 2-2. Axial Neck Tensile Force and Neck Shear Force at the Side For all the above-mentioned signals, the time-at-level (cf. Time At Level) is calculated and compared to the corresponding limits. The measured values of the axial force F z and the side shear force F x, are filtered according to CFC1000 (cf. CFC filters). 2-4 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

19 Chapter 2 Description of the Neck Criteria Relevant Laws and Regulations Directive 96/79/EG, Annex II, Directive 96/79/EG, Annex II, Appendix 2, 2 ECE-R94, ECE R94, Annex 4, 2 SAE J1733 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

20 Chapter 2 Description of the Neck Criteria NIC (front impact EuroNCAP) NIC is the abbreviation for Neck Injury Criterion. Description The neck injury criteria are determined using the axial compression force F z (-), the axial tensile force F z (+), and the shear forces at the head/neck point F x (+), in kn, as well as the duration of these forces, as illustrated in Figures 2-3 to 2-5. Figure 2-3. Shear Forces at the Head/Neck Point in X-Direction 2-6 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

21 Chapter 2 Description of the Neck Criteria Figure 2-4. Shear Forces negative at the Head/Neck Point in Z-Direction Figure 2-5. Shear Forces positive at the Head/Neck Point in Z-Direction Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

22 Chapter 2 Description of the Neck Criteria Mathematical Calculation Determining Input Values For all the above-mentioned signals, the cumulative time-at-level (cf. Time At Level) is calculated and compared to the limits. The measured values of the axial force F z and the side shear force F x, are filtered according to CFC1000 (cf. CFC filters). Relevant Laws and Regulations EuroNCAP, Frontal Impact, 10.2 SAE J Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

23 Chapter 2 Description of the Neck Criteria NIC (front impact FMVSS) NIC is the abbreviation for Neck Injury Criterion. Description NIC is the criterion for neck injury. The NIC includes: (a) the criterion of the Normalized Neck Injury Criterion (Nij) and (b) the criterion of the limit value monitoring (peak tension and peak compression). Mathematical Calculation a. cf. Nij b. Table 2-1 shows the limits to be adhered to for each dummy type. Table 2-1. Limits for Various Dummy Types Position Dummy type F z [N] Peak Tension F z [N] Peak Compression In Position Hybrid III, male 50% Hybrid III, female 5% Hybrid III; 6-year Hybrid III; 3-year CRABI; 12 months Out of Position Hybrid III, female 5% Determining Input Values Relevant Laws and Regulations The measured values for limit monitoring are filtered in accordance with CFC1000 (cf. CFC filters). FMVSS 208 (May 2000), S6.6 (b)(c) (HYIII-50%) FMVSS 208 (May 2000), S (b)(c) (HYIII-5%) FMVSS 208 (May 2000), S (b)(c) (HYIII-12M) FMVSS 208 (May 2000), S (b)(c) (HyIII-3-year) FMVSS 208 (May 2000), S (b)(c) (HyIII-6-year) FMVSS 208 (May 2000), S25.4 (b)(c) (HyIII-5% Out of position) Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

24 Chapter 2 Description of the Neck Criteria Nij Nij is the abbreviation for Normalized Neck Injury Criterion and includes the 4 neck criteria (Neck Injury Predictor) N TE (tension-extension), N TF (tension-flexion), N CE (compression-extension), and N CF (compression-flexion). Description The criteria for neck injuries are determined using the axial compression force, the axial tensile force, and the shearing forces at the transition from head to neck, expressed in kn, and the duration of these forces in ms. The neck bending moment criterion is determined by the bending moment, expressed in Nm, around a lateral axis at the transition from the head to the neck, and recorded. Mathematical Calculation The N ij value is calculated according to the equation: Nij = F z F zc M OCy M yc with F z F zc M OCy M yc force at the transition from head to neck critical force Total Moment (see MOC) critical moment Determining Input Values The measured values of the tensile force and compression force are filtered in accordance with CFC 600. (cf. CFC filters). The Total Moment is calculated in accordance with MOC. When the criteria are calculated, particular forces and moments are to be set at 0. This is an AND condition, i.e. if one of the summands is zero, the condition is also zero. This is displayed in Table 2-2: 2-10 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

25 Chapter 2 Description of the Neck Criteria Table 2-2. Forces and Moments Criterion Nij Forces Moments N CF N CE N TF N TE Compression(force of pressure) F<0 Tension (tensile force) F>0 Flexion (forwards bending) M>0 Extension (backwards extension) M<0 Flexion (forwards bending) M>0 Extension (backwards extension) M<0 Table 2-3 shows the critical forces F zc and moments M yc for the in position test according to the dummy types. Table 2-3. In position test Dummy type F zc [N] Tension F zc [N] a Compression M yc [Nm] Flexion M yc [Nm] a Extension Hybrid III, male 50% Hybrid III, female 5% a. The negative signs of F zc and M yc make positive Nij values (signal polarity in accordance with SAE J211 and SAE J1733). Table 2-4 shows the critical forces F zc and moments M yc for the out of position test according to the dummy types. Table 2-4. Out of Position Test Dummy type F zc [N] Tension F zc [N] a Compression M yc [Nm] Flexion M yc [Nm] a Extension Hybrid III, female 5% Hybrid III; 6-year Hybrid III; 3-year Hybrid III; 12 months a. The negative signs of F zc and M yc make positive Nij values (signal polarity in accordance with SAE J211 and SAE J1733). Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

26 Chapter 2 Description of the Neck Criteria Relevant Laws and Regulations FMVSS 208 (May 2000), S6.6 FMVSS 208 (May 2000), S FMVSS 208 (May 2000), S FMVSS 208 (May 2000), S FMVSS 208 (May 2000), S Publications: Supplement: Development of Improved Injury Criteria for the Assessment of Advanced Automotive Restraint Systems-II; Rolf Eppinger, Emily Sun, Shashi Kuppa (NTBRC) and Roger Saul (VRTC); March 2000 NHTSA 2-12 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

27 Chapter 2 Description of the Neck Criteria MOC MOC is the abbreviation for Total Moment about Occipital Condyle. Description Mathematical Calculation The criterion for the Total Moment calculates the total moment in relation to the moment measurement point. For the Upper Load Cell, the Total Moment Moc is calculated in accordance with SAE J1727 and SAE J1733 as follows: M OCy = M y ( D F x ) M OCx = M x + ( D F y ) with M OCi F i M i D Total moment in i-direction [Nm] Upper neck force in i-direction [N] Neck moment in i-direction [Nm] Distance between the force sensor axis and the condyle axis Determining Input Values The measured values for the forces and moments are filtered in accordance with CFC600 (cf. CFC filters). This filtering applies independently of the filter classes for forces, specified in SAE J211 (see FMVSS 208 S6.6(1), for example). In Table 2-8 the lever arms of the Upper Load Cell are specified for the calculation in accordance with SAE J1727, for each dummy type. Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

28 Chapter 2 Description of the Neck Criteria Table 2-5. Lever Arms of the Upper-Load-Cell Dummy type Load cell Type Denton;FTSS;MSC Axial directions D[m] Hybrid III, male 95% Hybrid III, male 50% 1716; IF-2564, IF-205, IF-207, IF-242; 555B/6UN 1716; IF-2564, IF-205, IF-207, IF-242; 555B/6UN 6 0, , , Hybrid III, female Hybrid III; 10-year Hybrid III; 6-year 1716; IF-2564, IF-205, IF-207, IF-242; 555B/6UN 1716; IF-2564, IF-205, IF-207, IF-242; 555B/6UN 1716; IF-2564, IF-205, IF-207, IF-242; 555B/6UN 6 0, , ,01778 Hybrid III; 3-year 3303; IF-234; 560G/6ULN 6 0 Crabi 12; 18 months; TNO P1,5 2554; IF-954; 560G/6ULN 6 0,0058 Crabi 6 months 2554; IF-954; 560G/6ULN 6 0,0102 TNO P 3/4; P3 2331; IF-212, IF-235; 5583G/3ULN 2587; IF-212, IF-235; 558G/6UN ES , IF-240; 5552G/6UN 6 0,02 TNO Q series 3715, IF-217; 5563G/6LN 6 0 SID-IIs 1716; IF-2564, IF-205, IF-207, IF-242; 555B/6UN 6 0,01778 BioRID , , ,01778 WORLDSID W , Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

29 Chapter 2 Description of the Neck Criteria Relevant Laws and Regulations SAE J1727, 3.3 ( 08/96 ) SAE J1733 ( 12/94 ) Denton Sign Convention for Load Cells (S.A.E. J-211) ( 27AUG02 ) Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

30 Chapter 2 Description of the Neck Criteria MTO MTO is the abbreviation for Total Moment and applies for the lower neck. Description Mathematical Calculation The criterion for the Total Moment calculates the total moment in relation to the moment measurement point. For the Lower Load Cell, the Total Moment MTO is calculated in accordance with SAE J1733 as follows: M TOx = M x ( D z F y ) M TOy = M y + ( D z F x ) +( D x F z ) M TOz = M z ( D x F y ) with M TOi F i M i D Moment in i-direction [Nm] Upper neck force in i-direction [N] Neck moment in i-direction [Nm] Distance between the force sensor axis and the condyle axis Determining Input Values The measured values for the forces and moments are filtered in accordance with CFC600 (cf. CFC filters). This filtering applies independently of the filter classes for forces, specified in SAE J211 (see FMVSS 208 S6.6(1), for example). In the Table 2-6 the lever arms D x and D z in the Lower Load Cell are specified for the calculation in accordance with SAE J1733 for each dummy type Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

31 Chapter 2 Description of the Neck Criteria Table 2-6. Lever Arms D x and D z of the Lower-Load-Cell Dummy type Load cell type Denton; FTSS D x [m] D z [m] Hybrid III, male 95% Hybrid III, male 50% Hybrid III, female 5% 1794; IF-210, IF ; IF-210, IF ; IF-211, IF-228, IF ,0508 0, , , Hybrid III; 10-year ,0188 Hybrid III; 6-year 1794; IF-222 0, , Hybrid III; 3-year ,0168 CRABI 6,12,18,TNO, P1 1/2 2554LN; IF ,0127 TNO Q1, Q3, Q SID-IIs 1794; IF-255 0, , SID HIII ,0127 THOR 50% ,0254 THOR 5% , EuroSID ; IF , ES-2 - ; IF-221 0, , BioRID ,0508 0,0254 RID ,0508 0,0254 WORLDSID W ,0145 Note You use special formulas for the adjustable load cells 2992, 3471, and (See Denton Sign Convention for Load Cells (SAE J211) ( 27AUG02 )) Note Lower Neck Load Cell of BioRID; 1794, validated in dynamic testing (cf. LNL). Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

32 Chapter 2 Description of the Neck Criteria Relevant Laws and Regulations SAE J1727,3.3 ( 08/96 ) SAE J1733 ( 12/94 ) Denton Sign Convention for Load Cells (SAE J211) ( 27AUG02 ) 2-18 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

33 Chapter 2 Description of the Neck Criteria NIC (rear impact) NIC is the abbreviation for Neck Injury Criterion. Description The criterion for the neck injury with a rear impact is expressed by the relative acceleration between the upper and lower neck acceleration, in m/s², and the relative velocity, in m/s. Mathematical Calculation The calculation of the NIC value is based on the equation: NIC = a relative 0, 2 + v 2 relative with: a relative = a x T1 a x Head v relative = a relative and a x T1 a x Head Acceleration of the first chest vertebra in x-direction [m/s²] Acceleration in x-direction at the height of the center of gravity (c.o.g.) of the head [m/s²] Determining Input Values The measured values of the accelerations are filtered in accordance with CFC 180 (cf. CFC filters). The maximum value of NIC within an interval of 150 ms after the beginning of the sled acceleration schall be determined and documented as the NIC max value. If the head, after contacting the head restraint, reverses its direction of relative movement at a point in time before 150 ms, the upper end of the interval of NIC for the determination of NIC max shall be limited by this point in time. Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

34 Chapter 2 Description of the Neck Criteria Relevant Laws and Regulations This injury criterion is in the research phase. Publications: A SLED TESTS PROCEDURE PROPOSAL TO EVALUATE THE RISK OF NECK INJURY IN LOW SPEED REAR IMPACTS USING A NEW NECK INJURY CRITERION (NIC); Paper no. 98-S7-O-07; Ola Boström, Yngve Håland, Rikard Frediksson, Autoliv Research Sweden, Mats Y Svensoson Hugo Mellander, Chalmers University of Technology Sweden; 16 th ESV Conference; June 1-4, 1998 Windsor Canada EVALUATION OF THE APPLACABILITY OF THE NECK INJURY CRITERION (NIC) IN REAR END IMPACTS ON THE BASIS OF HUMAN SUBJECT TESTS; A.Eichberger, H. Steffan, B.Geigl, M.Svensson, O. Boström, P.E. Leinzinger, M.Darok; IRCOBI Conference Göteborg, September 1998 Proposal for the ISO/TC22N2071, ISO/TC22/SC10 (Collision Test Procedures): TEST PROCEDURE FOR THE EVALUATION OF THE INJURY RISK TO THE CERVICAL SPINE IN A LOW SPEED REAR END IMPACT; M. Muser, H. Zellmer, F. Walz, W. Hell, K. Langwieder, K. Steiner, H. Steffan; Rear end impact test procedure, working draft 5, 05/ Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

35 Chapter 2 Description of the Neck Criteria Nkm Nkm in accordance with the 4 neck criteria N fa (flexion-anterior), N ea (extension-anterior), N fp (flexion-posterior), N ep (extension-posterior). Description The criteria for neck injuries for rear impact are determined using the axial compression force or the axial tensile force x, and the shearing forces at the transition from head to neck, expressed in kn, and the duration of these forces in ms. The neck bending moment criterion is determined by the bending moment, expressed in Nm, around a lateral axis at the transition from the head to the neck, and recorded. Mathematical Calculation The Nkm value is calculated with the equation: Nkm() t = F x () t M OCy () t F int M int with F x F int Determining Input Values force at the transition from head to neck critical force M OCy total moment (see MOC) M int critical moment The measured values of the tension are filtered in accordance with CFC 600. The measured values of the bending moment and the side shearing force are also filtered in accordance with CFC 600 (cf. CFC filters). When the criteria are calculated, particular forces and moments are to be set at 0. This is an AND condition, i.e. if one of the summands is zero, the condition is also zero. This is displayed in Table 2-7: Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

36 Chapter 2 Description of the Neck Criteria Table 2-7. Forces and Moments Criterion N km Forces Moments N fa N ea N fp N ep Anterior (head backwards, torso forwards) F x >0 Posterior (head forwards, torso backwards) F x <0 Flexion (forwards bending) M y >0 Extension (backwards extension) M y <0 Flexion (forwards bending) M y >0 Extension (backwards extension) M y <0 Table 2-8 shows the critical forces F int and moments M int for each dummy type. Table 2-8. Critical Forces and Moments Dummy type F int [N] positive shear F int [N] a negative shear M int [Nm] Flexion M int [Nm] a Extension Hybrid III, male 50% ,1-47,5 a. The negative signs of F int and M int make positive Nkm values (signal polarity in accordance with SAE J211 and SAE J1733). Relevant Laws and Regulations Working Group on Accident Mechanics Publications: A NEW NECK INJURY CRITERION CANDIDATE FOR REAR-END COLLISIONS TAKING INTO ACCOUNT SHEAR FORCES AND BENDING MOMENTS (Schmitt, Muser, Niederer) ESV Conference 2001, Amsterdam NL 2-22 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

37 Chapter 2 Description of the Neck Criteria LNL LNL is the abbreviation for the Lower Neck Load Index. Description The risk of damaging the lower neck vertebrae in a rear-impact crash is highest when the forces and moments impact simultaneously. Mathematical Calculation The LNL value is calculated with the equation: LNL index() t = My lower () t 2 + Mx lower () t C moment Fx lower () t 2 + Fy lower () t C shear Fz lower () t C tension with My lower Mx lower C moment Fx lower Fy lower C shear Fz C tension Moment in y-direction Moment in x-direction Critical moment Force in x-direction Force in y-direction Critical force Force in z-direction Critical force Note The formula applies for the Lower Neck Load Cell of the RID2 and Hybrid III. With the Hybrid III and the load cell 1794, the result My must be corrected with the following formula: My lowercorrected = My + ( 0, 0282 Fx) + ( 0, 0508 Fz) The My moment may not be corrected for RID2. Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

38 Chapter 2 Description of the Neck Criteria Determining Input Values The measured values for the forces and moments are filtered in accordance with CFC 600 (cf. CFC filters). This filtering applies separately from the filter classes specified in SAEJ211 (cf. Nij-FMVSS208). Table 2-9 lists the critical forces and moments for the dummy type RID2. Table 2-9. Critical Forces and Moments for RID2 C moment C shear C tension 15 [Nm] 250 [N] 900 [N] Relevant Laws and Regulations SAE J1727 SAE J1733 Denton Sign Convention for Load Cells AN EVALUATION OF EXISTING AND PROPOSED INJURY CRITERIA WITH VARIOUS DUMMIES TO DETERMINE THEIR ABILITY TO PREDICT THE LEVELS OF SOFT TISSUE NECK INJURY SEEN IN REAL WORLD ACCIDENTS; Frank Heitplatz et all; ESV Conference Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6.1

39 Description of the Chest Criteria 3 The following chest criteria are described in this chapter: VC: Viscous Criterion (velocity of compression) THPC: Thorax Performance Criterion TTI(d): Thoracic Trauma Index (Thorax Trauma Index) ThAC: Thorax Acceptability Criterion CTI: Combined Thoracic Index ThCC (or TCC): Thoracic Compression Criterion RDC: Rib Deflection Criterion Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

40 Chapter 3 Description of the Chest Criteria VC VC is the abbreviation for Viscous Criterion (velocity of compression), and is also called the Soft Tissue Criterion. Description VC is an injury criterion for the chest area. The VC value [m/s] is the maximum of the momentary product of the thorax deformation speed and the thorax deformation. Both quantities are determined by measuring the rib deflection (side impact) or the chest deflection (frontal impact). Mathematical Calculation The calculation of the VC value is based on the equation: In accordance with ECE-R94, ECE-R95 and EuroNCAP (front and side impact) VC = Scalingfactor Y CFC180 Defconst dy CFC180 dt In accordance with SAE J1727: (Frontal impact) VC = Scalingfactor Y CFC600 Defconst dy CFC600 dt with: Y (dy CFCxxx /dt) Thoracic deformation [m] Deformation velocity Scalingfactor Scaling factor (see Table 3-1) Defconst Dummy constant, i.e. depth or width of half the rib cage [mm] (see also determination of the input quantities (VC)) The deformation speed is calculated in accordance with ECE R94: dy[] t CFC180 = Vt [] = ( Yt [ + t ] Yt [ t ]) ( Yt [ + 2 t ] Yt [ 2 t ]) dt 12 t with: t Time interval between the single measurements in seconds 3-2 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6

41 Chapter 3 Description of the Chest Criteria Determining Input Values Filtering of the input values cf. Mathematical Calculation Table 3-1 contains the scaling factor and the deformation constant (dummy constants) for each dummy type, in accordance with SAE J1727, 8/96. Table 3-1. Scaling Factor and Dummy Constants Dummy type Scaling factor Deformation constant [mm] Hybrid III, male 95% 1,3 254 Hybrid III, male 50% 1,3 229 Hybrid III, female 5% 1,3 187 BioSID 1,0 175 EuroSID-1 1,0 140 ES-2 1,0 140 SID-IIs 1,0 138 Relevant Laws and Regulations ECE R94, Directive 96/79/EG, Annex II, ECE R94, Directive 96/79/EG, Annex II, Appendix 2, ECE-R94, ECE R94, Annex 4, 3.2 ECE R94, Annex 4, 6 ECE R95, b) ECE R95, Annex 4, Appendix 1, 2.2 ECE R95, Annex 4, Appendix 2 Directive 96/27 EG Annex 2, b) Directive 96/27 EG Annex 1, Appendix 1, 2.2 Directive 96/27 EG Annex 1, Appendix 2 SAE J211, SAE J1727, EuroNCAP, Front Impact, 10.3 EuroNCAP, Side Impact, 10.3 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

42 Chapter 3 Description of the Chest Criteria THPC THPC is the abbreviation for Thorax Performance Criterion. Description THPC is the criterion for chest strain with side impact. The two elements of the THPC are the rib deflection criterion (RDC) and the viscous criterion (VC). Mathematical Calculation cf. RDC and VC Determining Input Values cf. RDC and VC Relevant Laws and Regulations ECE-R95, ECE R95, Annex 4, Appendix 1, 2 Directive 96/27 EG Annex 2, Directive 96/27 EG Annex 1, Appendix 1, 2 Directive 96/27 EG Annex 1, Appendix Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6

43 Chapter 3 Description of the Chest Criteria TTI(d) TTI(d) is the abbreviation for Thoracic Trauma Index (Thorax Trauma Index). Description The thorax trauma index is an injury criterion for the thorax in the case of a side impact. The TTI(d) is the mean of the maximum acceleration of the abdominal spine (12th spinal segment) and the higher of the two values for the maximum acceleration of the upper (8th) and lower (4th) ribs. Mathematical Calculation The calculation of the TTI value is based on the equation: TTI( d) = Amax (, rip) + Alwrspine (, ) 2 Amax (, rip) = max{ A( upr, rip), Alwrrip (, } with: A(upr.rib) A(lwr.rib) A(max.rib) A(lwr.spine) Maximum acceleration of the upper rib; [g] Maximum acceleration of the lower rib; [g] Maximum of A(upr.rib) and A(lwr.rib); [g] Maximum acceleration of the lower spine; [g] Determining Input Values Preprocessing of the acceleration data from the sensors (cf. FIR100 filters): 1. Filtering with CFC180 (cf. CFC filters) 2. Reduction of the sampling rate to 1600 Hz 3. Removal of bias 4. Filtering with FIR Transferring the reduced sampling rate to the original sampling rate (oversampling, only SAE) Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

44 Chapter 3 Description of the Chest Criteria Due to the sign regulations in SAE J1733, the acceleration values have to be positive absolute maximum values. If the test data is to be evaluated with negative abs. maximum values, the measurement data must first be inverted. Relevant Laws and Regulations FMVSS 214, S5.1 FMVSS 214, S SAE J1727, Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6

45 Chapter 3 Description of the Chest Criteria ThAC ThAC is the abbreviation for Thorax Acceptability Criterion. Description This criterion is determined using the absolute value of the acceleration expressed in units of earth acceleration and the acceleration duration expressed in ms. Mathematical Calculation cf. Xms Determining Input Values The measured values of acceleration of gravity are filtered in accordance with CFC 180 (cf. CFC filters). Relevant Laws and Regulations ECE-R80, Annex 1, ECE-R80, Annex 4, 2 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

46 Chapter 3 Description of the Chest Criteria CTI CTI is the abbreviation for Combined Thoracic Index. Description The Combined Thoracic Index represents an injury criterion for the chest area in case of a frontal impact. The CTI is the evaluated 3 ms value from the resultant acceleration of the spinal cord and the deflection of the chest. Mathematical Calculation The calculation of the CIT value is based on the equation: CTI = A max A int D max D int + with: A max A int D max D int 3 ms value (single peak) of the resultant acceleration of the spinal cord [g] Critical 3 ms values [g] Deflection of the chest [mm] Critical deflection [mm] Determining Input Values The measured values of the acceleration are filtered according to CFC180 and those of the displacement according to CFC600 (cf. CFC filters). In Table 3-2, the critical 3 ms A int and the critical deflection D int is given for each dummy type. Table 3-2. Critical 3 ms Value and Critical Deflection Dummy type A int [g] D int [mm] Hybrid III, male 50% Hybrid III, female 5% Hybrid III; 6-year Hybrid III; 3-year CRABI; 12 months Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6

47 Chapter 3 Description of the Chest Criteria Relevant Laws and Regulations Note This criterion is not included in the actual standard! FMVSS 208 proposal (September 1998), S6.6 FMVSS 208 proposal (September 1998), S15.3 FMVSS 208 proposal (September 1998), S19.4 FMVSS 208 proposal (September 1998), S21.5 FMVSS 208 proposal (September 1998), S23.5 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

48 Chapter 3 Description of the Chest Criteria ThCC (or TCC) ThCC (or TCC) is the abbreviation for Thoracic Compression Criterion. Description ThCC is the criterion of the compression of the thorax between the sternum and the spine and is determined using the absolute value of the thorax compression, expressed in mm. Mathematical Calculation Determining Input Values The measured values for the chest deflection are filtered in accordance with CFC180 (cf. CFC filters). Relevant Laws and Regulations ECE-R94, ECE R94, Annex 4, 3 Directive 96/79/EG, Annex II, Directive 96/79/EG, Annex II, Appendix 2, 3.1 Note In the German directives this criterion was called TCC, but it was called ThCC in the English directives Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6

49 Chapter 3 Description of the Chest Criteria RDC RDC is the abbreviation for Rib Deflection Criterion. Description RDC is the criterion for the deflection of the ribs, expressed in mm, in a side impact collision. Mathematical Calculation Determining Input Values The measured values for rib deflection are filtered in accordance with CFC180 (cf. CFC filters). Relevant Laws and Regulations ECE R95, a) ECE R95, Annex 4, Appendix 1, 2.1 Directive 96/27 EG Annex 2, a) Directive 96/27 EG Annex 1, Appendix 1, 2.1 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

50 Chapter 3 Description of the Chest Criteria 3-12 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6

51 Description of the Criteria for the Lower Extremities 4 The following criteria for the lower extremities are described in this chapter: APF: Abdominal Peak Force PSPF: Pubic Symphysis Peak Force FFC (ECE): Femur Force Criterion FFC (EuroNCAP): Femur Force Criterion TI: Tibia Index TCFC: Tibia Compression Force Criterion Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

52 Chapter 4 Description of the Criteria for the Lower Extremities APF APF is the abbreviation for Abdominal Peak Force. This is a criterion for the European side impact regulations. Description APF is the maximum side abdominal strain criterion. It is the highest value of the sum of the three forces [kn] that are measured on the impact side. Mathematical Calculation APF = max F yfront + F ymiddle + F yrear Determining Input Values Relevant Laws and Regulations The measured values for the abdominal strain are filtered in accordance with CFC 600 (cf. CFC filters). ECE-R95, ECE R95, Annex 4, Appendix 1, 3 Directive 96/27 EG Annex 2, Directive 96/27 EG Annex 1, Appendix 1, Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6

53 Chapter 4 Description of the Criteria for the Lower Extremities PSPF PSPF is the abbreviation for Pubic Symphysis Peak Force. Description PSPF is the criterion for pelvic strain during side impact and is determined by the maximum strain on the pubic symphysis, expressed in kn. Mathematical Calculation Determining Input Values The measured values for the pelvic strain are filtered in accordance with CFC 600 (cf. CFC filters). Relevant Laws and Regulations ECE R95, ECE R95, Annex 4, Appendix 1, 4 Directive 96/27 EG Annex 2, Directive 96/27 EG Annex 1, Appendix 1, 4 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

54 Chapter 4 Description of the Criteria for the Lower Extremities FFC (ECE) FFC is the abbreviation for Femur Force Criterion. Description FFC is the criterion of the force acting on the femur F z (-) and is determined by the compression stress in kn that is transmitted axially on each femur of the dummy as well as the duration of action of the compression force in ms. Figure 4-1. Pressure on the Thigh Note The pressure is entered as a positive value in the diagram. Mathematical Calculation cf. Time At Level Note The time-at-level is calculated cumulatively (cf. FFC (EuroNCAP)). Determining Input Values The measured values for the axial force of pressure are filtered in accordance with CFC600 (cf. CFC filters). 4-4 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6

55 Chapter 4 Description of the Criteria for the Lower Extremities Relevant Laws and Regulations ECE-R94, ECE R94, Annex 4, 4 Directive 96/79/EG, Annex II, Directive 96/79/EG, Annex II, Appendix 2, 4.1 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

56 Chapter 4 Description of the Criteria for the Lower Extremities FFC (EuroNCAP) FFC is the abbreviation for Femur Force Criterion Description FFC is the criterion of the force acting on the femur F z (-) and is determined by the compression stress in kn that is transmitted axially on each femur of the dummy as well as the duration of action of the compression force in ms Exceedence Value: Femur [kn] Time [ms] Mathematical Calculation cf. Time At Level Figure 4-2. Cumulative Exceedence Limits Note The time-at-level is calculated cumulatively. Determining Input Values The measured values for the axial force of pressure are filtered in accordance with CFC600 (cf. CFC filters). Relevant Laws and Regulations EuroNCAP, Frontal Impact Testing Protocol, Version 4.0; January Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6

57 Chapter 4 Description of the Criteria for the Lower Extremities TI TI is the abbreviation for the Tibia Index. Description The Tibia Index (TI) is an injury criterion for the lower leg area. It involves the bending moments around the x and y-axes as well as the axial force of pressure in the z direction at the top or bottom end of the tibia. When a single-moment transducer is used, the absolute measured value is valid for the calculation. If there are two directions, the resultant moment is to be calculated and used. Mathematical Calculation The tibia index (TI) is calculated in accordance with: TI = M R (M C ) R + F Z (F C ) Z with: M R = ( M x ) 2 + ( M y ) 2 M x M y Bending moment [Nm] around the x-axis Bending moment [Nm] around the y-axis (M c ) R Critical bending moment; cf. the table 4-1 F z Axial compression [kn] in z-direction (F c ) z Critical compression force in z-direction; cf. the table 4-1 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

58 Chapter 4 Description of the Criteria for the Lower Extremities Determining Input Values The measured values of the bending moment and the axial force of pressure are filtered in accordance with CFC600 (cf. CFC filters). Table 4-1 contains the critical bending moment and the critical compression force for each dummy type, in accordance with SAE J1727, Table 4-1. Critical Bending Moment and Compression Force Dummy type Critical bending moment [Nm] Crit. compression force [kn] Hybrid III, male 95% 307,0 44,2 Hybrid III, male 50% 225,0 35,9 Hybrid III, female 5% 115,0 22,9 Figure 4-3 shows the possible forces and moments of a lower leg (using the example of a hybrid III dummy) for calculating the Tibia Index. TIBILEUPH3M0Y TIBILEUPH3M0X y TIBIA TIBILEUPH3F0Z x z TIBILELOH3M0Y TIBILELOH3M0X TIBILELOH3M0Z LOWER LEG LEFT Figure 4-3. Forces and Moments Affecting the Lower Leg 4-8 Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6

59 Chapter 4 Description of the Criteria for the Lower Extremities with TIBILEUPH3M0X TIBILEUPH3M0Y TIBILEUPH3F0X TIBILEUPH3F0Y TIBILEUPH3F0Z TIBILELOH3M0X TIBILELOH3M0Y TIBILELOH3F0X TIBILELOH3F0Y TIBILELOH3F0Z Bending moment about the x-axis, upper tibia Bending moment about the y-axis, upper tibia axial compression force in x-direction, upper tibia axial compression force in y-direction, upper tibia axial compression force in z-direction, upper tibia Bending moment about the x-axis, lower tibia Bending moment about the y-axis, lower tibia axial compression force in x-direction, lower tibia axial compression in y-direction, lower tibia axial compression force in z-direction, lower tibia Table 4-2 shows the differences in calculation of the upper or lower Tibia Index with a 5-channel and a 6-channel lower leg. Table 4-2. Calculation of Tibia Indices for 5 and 6-Channel Lower Leg Values 5-channel lower leg TIBILEUPH3M0X TIBILEUPH3M0X TIBILELOH3F0X or TIBILELOH3F0Y TIBILELOH3F0Z TIBILELOH3M0X or TIBILELOH3M0Y Upper tibia 6-channel lower leg TIBILEUPH3F0Z TIBILEUPH3M0X TIBILEUPH3M0X TIBILELOH3F0Z TIBILELOH3M0X TIBILELOH3M0Y Resultant moment 2 2 = ( ) + ( ) M = ( TIBILEUPH3M0X) + ( TIBILEUPH3M0Y) MR TIBILEUPH3M0X TIBILEUPH3M0Y R 2 2 Axial compression force Fz=TIBILELOH3FOZ Fz=TIBILEUPH3FOZ Lower tibia Resultant moment M R = TIBILELOH3MOX or M R = TIBILELOH3MOY ( ) ( ) 2 2 MR = TIBILELOH3M0X + TIBILELOH3M0Y Axial compression force F z =TIBILELOH3FOZ F z =TIBILELOH3FOZ Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version

60 Chapter 4 Description of the Criteria for the Lower Extremities Table 4-3 shows the differences in the calculation of the upper or lower tibia-index with two different 8-channel lower legs. Table 4-3. Calculation of Tibia Indices for 8-Channel and Lower Leg 8-channel lower leg 8-channel lower leg Values TIBILEUPH3F0X TIBILEUPH3F0Z TIBILEUPH3M0X TIBILEUPH3M0X TIBILELOH3F0X TIBILELOH3F0Z TIBILELOH3M0X TIBILELOH3M0Y Upper tibia TIBILEUPH3F0X TIBILEUPH3F0Z TIBILEUPH3M0X TIBILEUPH3M0X TIBILELOH3F0X TIBILELOH3F0Y TIBILELOH3M0X TIBILELOH3M0Y Resultant moment 2 2 = ( ) + ( ) M = ( TIBILEUPH3M0X) + ( TIBILEUPH3M0Y) MR TIBILEUPH3M0X TIBILEUPH3M0Y R 2 2 Axial compression force F z =TIBILELOH3FOZ F z =TIBILELOH3FOZ Lower tibia Resultant moment 2 2 = ( ) + ( ) MR = ( TIBILELOH3M0X) + ( TIBILELOH3M0Y) MR TIBILELOH3M0X TIBILELOH3M0Y 2 2 Axial compression force F z =TIBILELOH3FOZ F z =TIBILELOH3FOZ The axial compression force F z in the z-direction can be measured in the upper or lower tibia, according to Annex 4, 5.2. Relevant Laws and Regulations ECE-R94, ECE R94, Annex 4, 5.2 Directive 96/79/EG, Annex II, Directive 96/79/EG, Annex II, Appendix 2, 5.2 SAE J1727, 3.11 SAE J211, Table 1 EuroNCAP, Front Impact, Data Processing Vehicle Safety Workgroup Crash Analysis Criteria Version 1.6