ps 58

Contents of Headform Test Procedure: 

Contents of Headform Test Procedure Vehicle Shape Vehicle Shape Classification Vehicle Shape Determination Parameters for Computer Simulation Effective Head Mass at Impact Head Impact Speed Ratio for Bonnet Head Impact Speed Ratio for Windshield Bonnet Impact Angle for Adult & Child Windshield Impact Angle for Adult & Child Relief Ratio of Boundary Line Method Comparing with Overlap Method

1. Vehicle Shape: 

1. Vehicle Shape Two sedans (HOLDEN COMMODORE, FORD FALCON) provided from Australia, and four sedans and three SUVs provided from USA are not included in this table.

1-1. Vehicle Shape （Small & 1Liter Car）: 

1-1. Vehicle Shape （Small & 1Liter Car） Ref. : PS152,153,155.

1-2. Vehicle Shape (Sedan ＆ Wagon) : 

1-2. Vehicle Shape (Sedan ＆ Wagon) Ref. : PS152,153,155.

1-3. Vehicle Shape (SUV): 

1-3. Vehicle Shape (SUV) Ref. : PS152,153,155.

1-4. Vehicle Shape (Sport Type): 

1-4. Vehicle Shape (Sport Type) Ref. : PS152,153,155.

1-5. Vehicle Shape (One Box): 

Ref. : PS152,153,155. 1-5. Vehicle Shape (One Box)

1-6. Vehicle Shape Provided By US: 

1-6. Vehicle Shape Provided By US < IHRA PS153-2 >

1-7. Vehicle Shape Provided By EU: 

1-7. Vehicle Shape Provided By EU < IHRA PS153 > Sedan + Light vehicle + Sport type

1-8. Vehicle Shape Provided By EU: 

MONDEO PUMA 1-8. Vehicle Shape Provided By EU < IHRA PS153 > Sedan + Light vehicle + Sport type

1-9. Vehicle Shape Provided By EU: 

1-9. Vehicle Shape Provided By EU < IHRA PS153 > Sedan + Light vehicle + Sport type

1-10. Vehicle Shape Provided By EU: 

1-10. Vehicle Shape Provided By EU < IHRA PS153 > Sedan + Light vehicle + Sport type

1-11. Vehicle Shape Provided By Australia: 

1-11. Vehicle Shape Provided By Australia 0 1 0 0 0 2 0 0 0 3 0 0 0 0 1 0 0 0 2 0 0 0 3 0 0 0 4 0 0 0 5 0 0 0 L e n g t h ( m m ) Height (mm) a. HOLDEN COMMODORE b. FORD FALCON a b < IHRA PS155 > Sedan + Light vehicle + Sport type

2. Vehicle Shape Classification: 

2. Vehicle Shape Classification Boundary of LEH :835mm (839mm+832mm) / 2 Whole shape is different. Keep the IHRA computer simulation results as it is. < IHRA PS152 >

3. Vehicle Shape Determination: 

Order of determination 1st. Bonnet angle > 30°→　Category Z (≒ One Box) 2nd. BLE height > 835mm →　Category Y (≒ SUV) BLE height < 835mm →　Category X (≒ Sedan) (835mm: Boundary of BLE height) 3. Vehicle Shape Determination

Slide16: 

○　WP1-ST1 ●　WP1-ST2 △　WP2-ST1 ▲　WP2-ST2 □　WP3-ST1 ■　WP3-ST2 4. Parameters for Computer Simulation < IHRA PS215 >

5. Effective Head Mass at Impact: 

5. Effective Head Mass at Impact <IHRA/PS167> Effective head mass varies significantly according to the impact conditions such as vehicle shape, stiffness, walking stance and so on. Average effective head mass ≒ Head mass Adult head: 4.5 kg (Ref. IHRA/PS150, ISO/N354) Child head: 3.5 kg (Ref. IHRA/PS178, SAE973317) <IHRA/PS178, SAE973317> * 3-Year Child Head Mass = 2.7 kg 　　 * 6-Year Child Head Mass = 3.5 kg 　　 * 5th % Adult Female Head Mass = 3.6 kg

6. Head Impact Speed Ratio for Bonnet: 

6. Head Impact Speed Ratio for Bonnet < IHRA PS237 > Round number = 0.8 for all vehicle shape

7. Head Impact Speed Ratio for Windshield: 

7. Head Impact Speed Ratio for Windshield < IHRA PS237 > Round number = 0.8 for all vehicle shape

8-1. Bonnet Impact Angle for Adult & Child: 

8-1. Bonnet Impact Angle for Adult & Child 65° 90° 65° 60° 50° 25° Average the values of bonnet contact and BLE/Grille Contact < IHRA PS237 > Windshield Impact Angle is used.

8-2. Bonnet Impact Angle for Child for 1BOX: 

8-2. Bonnet Impact Angle for Child for 1BOX Child Head Bonnet Impact Angle = 25° - Bonnet Contact - - BLE/Grille Contact - Child-6YO Average the values < IHRA PS237 >

9. Windshield Impact Angle for Adult & Child: 

9. Windshield Impact Angle for Adult & Child Sedan SUV 1BOX Adult 40° 40° 50° Child 40° 40° 50° 40° 40° 40° 50° < IHRA PS237 > 40° 50°

Slide23: 

10. Relief Ratio of Boundary Line Method Comparing with Overlap Method <IHRA PS209> • Overlap method and boundary line method differ not significantly • Difference to the theoretical maximum of relief ratio is less than 5%