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Road Restraint Systems: Part 1: Terminology and General Criteria For Test Methods
Road Restraint Systems: Part 1: Terminology and General Criteria For Test Methods
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1317-1:1998
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Road restraint systems |
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Part 1: Terminology and general criteria |
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for test methods |
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The European Standard EN 1317-1:1998 has the status of a |
British Standard |
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ICS 01.040.13; 01.040.93; 13.200; 93.080.30 |
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NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW
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BS EN 1317-1:1998
National foreword
This British Standard is the English language version of EN 1317-1:1998.
The UK participation in its preparation was entrusted by Technical Committee
B/509, Road equipment, to Subcommittee B/509/1, Road restraint systems, which has
the responsibility to:
Summary of pages
This document comprises a front cover, an inside front cover, the EN title page,
pages 2 to 19 and a back cover.
BSI 1998
Descriptors: road safety, pavements: roads, roads, safety devices, crash barriers, definitions, specifications, tests, impact tests
English version
CEN
European Committee for Standardization
Comite EuropeÂen de Normalisation
EuropaÈisches Komitee fuÈr Normung
1998 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national
Members.
Ref. No. EN 1317-1:1998 E
Page 2
EN 1317-1:1998
Foreword Contents
This European Standard has been prepared by the Page
Technical Committee CEN/TC 226, Road equipment,
the Secretariat of which is held by AFNOR. Foreword 2
This European Standard consists of the following parts Introduction 3
under the general title Road restraint systems. 1 Scope 3
Part 1: Terminology and general criteria for test 2 Normative references 3
methods; 3 Abbreviations 3
Part 2: Performance classes, impact test acceptance
criteria and test methods for safety barriers; 4 Road restraint system terminology 3
Part 3: Crash cushions Ð Performance classes, impact 5 Vehicle specifications under test conditions 5
test acceptance criteria and test methods for crash 6 Measurement of the acceleration severity
cushions; index (ASI) 6
The following parts are not yet available but are in the 7 Measurement of the theoretical head impact
course of preparation: velocity (THIV) and post-impact head
Part 4: Impact tests acceptance criteria and test deceleration (PHD) 7
methods for terminals and transitions of safety 8 Compensation for instrumentation displaced
barriers; from the vehicle centre of gravity 10
Part 5: Durability criteria and evaluation of 9 Test report 11
conformity;
Annex A (normative) Vehicle cockpit deformation
Part 6: Pedestrian road restraint system. index (VCDI) 13
This European Standard shall be given the status of a Annex B (informative) Impact kinetic energy and
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BSI 1998
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EN 1317-1:1998
BSI 1998
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EN 1317-1:1998
trailing terminal
terminal placed at the downstream end of a safety
barrier
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EN 1317-1:1998
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EN 1317-1:1998
The average in equation (2) is actually a low pass filter, The transducers, filters and recording channels shall
taking into account the fact that vehicle accelerations comply with the frequency class specified in
can be transmitted to the occupant body through EN 1317-2 and prEN 1317-3.
relatively soft contacts, which cannot pass the highest
6.3 Summary of the procedure to compute ASI
frequencies.
a) Record the measures of the three components of
Equation (1) is the simplest possible interaction
vehicle acceleration with the prescribed
equation of three variables x, y and z. If any two
instrumentation. In general such measures are stored
components of vehicle acceleration are null, ASI
on a magnetic support, as three series of N numbers,
reaches its limit value of 1 when the third component
sampled at a certain sampling rate S (samples per
reaches its limit acceleration, but when two or three
second).
components are non-null, ASI may be 1 with the single
components well below the relevant limits. For such three series of measures:
1a , 2a ,...., k-1a , ka , k+1a ,...., Na
The limit accelerations are interpreted as the values x x x x x x
below which passenger risk is very small (light injuries 1a , 2a ,...., k21a , ka , k+1a ,...., Na
y y y y y y
if any). 1a ,...., k21a , ka , k+1a ,..., Na
z z z z z
For passengers wearing safety belts, the generally used the acceleration of gravity g is the unit of
limit accelerations are: measurement.
aÃx = 12g, aÃy = 9g, aÃz = 10g (3) b) Find the number m of samples in the averaging
where: window d = 0,05 s:
g = 9,81 ms22 is the reference for the acceleration. m = INT(d*S) = INT(0,05*S), where INT(R) is the
With equation (1), ASI is a non-dimensional quantity integer nearest to R. For example, if S = 500 samples/s,
and a scalar function of time, and, in general at the m = 25.
selected vehicle point, having only positive values. The
more ASI exceeds unity, the more the risk for the
occupant in that point exceeds the safety limits;
therefore the maximum value attained by ASI in a
collision is assumed as a single measure of the severity,
or:
ASI = max. [ASI(t)] (4)
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EN 1317-1:1998
c) Compute the average accelerations (2): 7.2 Theoretical head impact velocity (THIV)
ka = 1 7.2.1 General
x
m It can be assumed that at the beginning of the contact
k+m
(kax + k+1ax + k+2ax +...+ k+max) = 1 ∑ jax (5) of the vehicle with the restraint system, both the
m j=k vehicle and the theoretical head have the same
1 horizontal velocity V0, vehicle motion being purely
ka =
y
m translational.
k+m During impact the vehicle is assumed to move only in
(kay + k+1ay + k+2ay +...+ k+may) = 1 ∑ jay (6) a horizontal plane, because high levels of pitch, roll or
m j=k vertical motion are not of prime importance unless the
ka = 1 vehicle overturns. This extreme event does not need to
z
m be considered, as in this case the decision to reject the
k+m candidate system will be taken on the basis of visual
(kaz + k+1az + k+2az+...+ k+maz) = 1 ∑ jaz (7) observation or photographic recording.
mj=k
d) Compute ASI as a function of time (1): Two reference frames are used, as indicated in
¯ Figure 2:
kASI = (kax/12)2 + (kay/9)2 + (kaz/10) 2 (8) Ð a vehicle reference Cxy, x being longitudinal and
k
e) Find ASI as the maximum of the series of ASI. y transversal; the origin C is a point of the vehicle
close to, but not necessarily coincident with the
centre of gravity, where two accelerometers and a
7 Measurement of the theoretical head yaw rate sensor are installed. Let xÈ c and yÈ c be the
impact velocity (THIV) and post-impact accelerations of point C (in m/s2), respectively along
head deceleration (PHD) the vehicle axis x and y, recorded from the two
accelerometers, and c Ç the rate of yaw (in radians
7.1 General per second), recorded from the sensor (xÈ positive
The theoretical head impact velocity (THIV) concept forward, yÈ positive to right-hand side and c Ç positive
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has been developed for assessing occupant impact clockwise looking from above);
severity for vehicles involved in collisions with road Ð a ground reference 0XY, horizontal, with the X
vehicle restraint systems. The occupant is considered axis aligned with the velocity V0 and the origin 0
to be a freely moving object (head) that, as the vehicle coinciding with the initial position of the vehicle
changes its speed during contact with the vehicle datum point C. Xc(t), Yc(t) are the ground
restraint system, continues moving until it strikes a co-ordinates of the vehicle reference C, while Xb(t),
surface within the interior of the vehicle. The Yb(t) are the ground co-ordinates of the theoretical
magnitude of the velocity of the theoretical head head (see Figure 3).
impact is considered to be a measure of the vehicle to With the definitions and the simplifying hypothesis of
vehicle restraint system impact severity. this paragraph, the vehicle and theoretical head motion
The head is presumed to remain in contact with the shall be computed in accordance with 7.2.2 to 7.2.6.
surface during the remainder of the impact period. In
so doing it experiences the same levels of acceleration
as the vehicle during the remaining contact period
(post-impact head deceleration Ð PHD).
BSI 1998
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EN 1317-1:1998
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t
Xc = 0 Yc = 0 c = c0
Ç = DX
Ç c + V0 ⌠X
XÇ YÇc = 0 Ç =0 Xc Çc =
DX È c dt
c = V0 c (9) ⌡0
t (12)
The yaw angle c shall be measured from the recording
YÇc = DYÇc ⌠
of a suitable overhead camera, or it shall be computed DYÇc = YÈc dt
Ç or other suitable
by integration of the yaw rate c ⌡0
means:
t t
⌠c ⌠ X
c(t) = Ç dt + c0 (10) Xc= D Ç c dt + V0t
⌡0 ⌡0
then, from the components of vehicle acceleration in t
ground reference: YÇc= ⌠ Ç c dt
DY
⌡0 (13)
XÈ c = xÈ c cos y 2 yÈ c sin c
YÈ = xÈ sin y + yÈ cos c (11)
c c c
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EN 1317-1:1998
Xb = x0 cos c = X0 Yb = xb sin ψ = Y0
Ç
Xb = V0 YÇ b = 0 (14)
t
xb(t) = DXb cos c + DYb sin c ⌠ DX
DXb = X0 2 Ç dt
⌡0
where
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t
⌠ DYÇ dt
yb(t) = 2DXb sin c +DYb cos c DYb = Y0 2
⌡0
(17)
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EN 1317-1:1998
components xÈ c and yÈ c. If xÈ c and yÈ c are such kD ´ + k+1D ´
1DY = 0; k+1DY = kDY 2 h
Yc Yc
components, then: c c c 2 (24)
(20)
PHD shall be reported in multiples of g(*). e) Compute relative position and relative velocity of
7.4 Vehicle instrumentation the theoretical head as functions of time, equations
(8), (9):
The vehicle should be fitted with one accelerometer
for measurement in the longitudinal (forward)
direction, one for the lateral (sideways) direction and, kxb(t) = kDXb cos kc + kDYb sin kc
k
optionally, an angular velocity sensor (rate sensor). The yb(t) = 2kDXb sin kc + kDYb cos kc (25)
three sensors should be mounted on a common block kV = 2kDX
x Ç k k Ç k k k Ç
c cos c 2 DYc sin c + Yb c
and placed at point C close to the vehicle centre of kV = kDX Ç sin kc 2 kDYÇ cos kc 2 kx kc Ç (26)
gravity. y c c b
The yaw angle shall be measured within a tolerance
of ±48, directly from photographic records or by f) Find the minimum value of j for which one of the
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BSI 1998
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EN 1317-1:1998
Ç y, v
v Çz are the pitch and yaw rates; Address
v Çz
Ç y, v are the pitch and yaw accelerations. Telephone number
Thus, the accelerations of points P1 and P2 of Facsimile number
Figure 4 are given by: d) Test item
( 2
ax1 = axc 2 x1 vy + vz )
2
Received date
ax2 = axc 2 x2 (vy + vz)
2 2 Tested date
Çz
ay1 = ayc + x1v Name of test item
Çz
ay2 = ayc + x2v (31) Drawing enclosure No.
1) This proposal is based upon the criteria presented in paragraph 5.4.3 of the European Standard EN 45001:1998.
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EN 1317-1:1998
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EN 1317-1:1998
All seats: XX = AS
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EN 1317-1:1998
a distance between the dashboard and the top of the rear seat;
b distance between the roof and the floor panel;
c distance between the rear seat and the motor panel;
d distance between the lower dashboard and the floor panel;
e interior width;
f distance between the lower edge of the right window and the upper edge of the left window;
g distance between the lower edge of left window and the upper edge of right window.
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EN 1317-1:1998
B.2 Average force from an energy balance F is a force averaged with respect to lateral
The same result can be obtained from a simple energy displacement, i.e.:
balance. In fact during the first phase of the impact the Sn
lateral kinetic energy of the vehicle: 1 ⌠
Sn
F= F(s)ds (B.8)
MVn2 ⌡
T= (B.4) 0
2 Theoretical and experimental evidence shows that a
should be balanced by the work Wn = FSn of the lateral significant maximum value of the force F(s), to be
force acting on the vehicle centre of gravity; hence: considered as a measure of the maximum action on
MVn2 = FS barrier anchorages, is 2,5 times larger than F.
n
2 B.4 Examples
whence:
Table B.1 reports the kinetic energies, computed using
MVn2 equation B.4 pertaining to the specified performance
F= (B.5)
2Sn classes, together with the average forces computed
using equation B.7 for some example values of barrier
B.3 Average force as a function of barrier displacement.
displacement
With reference to Figure B.1, the space Sn travelled by Annex C (informative)
the centre of mass is approximately: Vehicle acceleration Ð Measurement and
Sn = c sin a + b(cos a 2 1) + Sb (B.6) calculation methods
where Sb is the maximum dynamic deflection of the
traffic face of the barrier (more precisely, Sb should be C.1 Introduction
the sum of the barrier deflection plus a part of the During an impact the acceleration of a vehicle may
vehicle crumpling). vary sensibly from one point to another of the vehicle
Thus, combining the preceding expressions the average itself due to angular velocities and angular
accelerations. Therefore, the measure taken at a single
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Average force F
kN
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EN 1317-1:1998
This annex presents two methods for determining the Three linear accelerometers, aligned with the vehicle
complete acceleration of the vehicle, considered as a axes x, y and z, are mounted on a single block at
rigid body, at a certain time, from measures taken at point C (which can be any suitable point), and in
the same time. The sensors for these measures should each of three other suitable points 1P, 2P and 3P. The
be mounted in locally stiff points of the part of vehicle four points should not lie in the same plane.
structure that behaves rigidly. These 12 accelerometers give the measure of {ca} plus
The knowledge of the complete acceleration may be the accelerations {1a}, {2a} and {3a}, of the three
needed for computing the acceleration of different known points 1P, 2P and 3P.
points of the vehicle, or to reconstruct the vehicle path For each point iP, equation (C.4) can be put in the
by integration. form:
C.2 Acceleration in a rigid body {iDa} = [A] {iR}, (i = 1, 2, 3) (C.5)
The acceleration pa of any point P of a rigid body, in where:
vector notation, may be expressed as:
pa =ca + v 3 R + v 3 (v 3 R) (C.1) {iDa} = {ia}2{ca} (C.6)
where:
By introducing the matrices (3 3 3):
pax
≡
a is the acceleration of the generic point P; [Da] = [1Da|2Da|3Da], [R]= [1R|2R|3R] (C.7)
pa p y
paz the three matrix equations (C.6) can be synthetically
written as:
cax
is the acceleration of a datum point C; [Da] = [A][R] (C.8)
ca ≡ cay that can be easily solved obtaining the unknown
caz matrix [A] in the form:
vx [A] = [Da][R]21, or [A]T = [ R] 2T [DA]T (C.9)
v ≡ vy
is the angular velocity of the rigid body;
vz
Solution (C.9) is possible only if matrix [R] is
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where the point represents scalar product, the dot (´) 1 1
[A] 2 [A]T = vÇ z 0 2vÇ x
(C.10)
represents derivation with respect to time and the 2 2
symbol ∧ the vector product. 2vÇ y vÇ x 0
Then to know the acceleration pa of any point P of a
rigid body at a certain time t, one needs to know the However, the components of the angular velocity
position R of the said point and nine kinematic cannot be obtained uniquely nor accurately from the
parameters, i.e. the three components of ca, the three symmetrical part of matrix [A]. So this method, which
components of v and the three components of v Ç , all is very straightforward for computing the acceleration
at the same time t. of any point of the vehicle, is not recommended for
C.3 Measurement by 12 linear transducers path reconstruction.
Equation (C.1), in matrix notation, can be also written When the acceleration {ca} and the matrix [A] are
as: known, the acceleration of any point P of the vehicle
can be easily determined by means of equation (C.3).
{pa} = {ca} + [A] {R} (C.3)
where: C.4 Measurement by six linear and three
angular transducers
2v2y 2 v2z Ç z vxvz + v
vxvy + v Çy
This method requires six linear accelerometers plus
Çz Çx three angular rate transducers. Three linear
[A] = vxvy + v 2v2x 2 v2z vyvz 2 v
accelerometers and the angular velocity sensors are
vxvz 2 v
Çy Ç x 2v2x 2 v2 placed, on a single block, at the datum point C. The
vyvz + v Çy three linear accelerometers and the three angular
velocity transducers are oriented as the vehicle
Instead of the nine kinematic parameters it may be axes x, y and z.
easier to take as unknowns 12 parameters, i.e. the
three components of ca and all the nine elements of
matrix A, as follows.
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EN 1317-1:1998
This gives a direct measure of ca and v, so only three [M] {vÇ } = {p} (C.12)
unknowns remain to be determined, i.e. the
components of v Ç . These can be obtained by adding where:
only three linear accelerometers, as follows.
1mx 1my 1mz vx px
Let any of the latter three accelerometers be put at
point iP in the direction of the unit vector in Ç } = vy
[M] = 2mx 2my 2mz ; {v ;{p} = py (C.13)
(i = 1, 2, 3); upon scalar multiplication by in, equation
(C.2) takes the form:
Ç = pi
3mx 3my 3mz
vz
pz
im´v (C.11)
where: From equation (C.12) the angular acceleration is found
iR = iP 2 C is the position vector of iP; in the form:
im = iR ∧ in; {vÇ } = [M]21 {p} (C.14)
Pi = ai 2 cai 2 (v´iR)vi + (v´v)Ri; Such a solution is possible only if matrix [M] is
non-singular, and this requires that the points iP and
ai = ia´in is the measurement from the sensor at the orientations in (i = 1, 2, 3) of the sensor be
point iP; carefully selected.
cai = ca´in is the component of ca in the direction With this all the nine kinematic parameters, i.e. {ca},
of in; {v} and {v Ç } are known. They can be used to compute
vi = v´in is the component of v in the direction the acceleration of any point P of the vehicle with
of in; equations (C.1), (C.2) or (C.3), or to reconstruct the
Ri = iR´in is the component of iR in the direction vehicle path with a suitable procedure.
of in. A good choice of the position and of the orientation of
Putting together equation (C.11) for the measurements the transducers is reported in the following examples,
of the latter three transducers, the following final form where the point C is in the xz plane (symmetry plane),
is obtained: close to the vehicle centre of gravity, and the remaining
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d 0 2e 0 21/2b 1/2b
[M] =
2b e
b e
0
0
; [M]21 =
0
21/e
1/2e
2d/2be
1/2e
d/2be
{p} = 2 2
a22caz 2 d(vx+vy ) + evxvy + bvyvz
a32caz 2 d(v2x+v2y ) + evxvy + bvyvz
Figure C.1 Ð Example B
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EN 1317-1:1998
d 0 2e 0 1/2b 21/2b
[M] =
b
2b e
e 0
0
; [M]21 =
0
1/2e 1/2e
21/e2d/2be 2d/2be
2 c z x y x y y z
a32 caz 2 d(v 2x+v 2y) + evxvy + bvyvz
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EN 1317-1:1998
0 2d b 0 1/2b 1/2b
[M] = 2b
e 0
b e 0
; [M]21 =
0 1/2e
1/b d/2be
1/2e
d/2be
a32 caz 2 d(v 2x+v 2y) + evxvy + bvyvz
C.5 Remarks
The first method proposed requires only linear
acceleration transducers, but in a redundant number; it
is straightforward for the evaluation of the acceleration
of any point of the vehicle.
The second method, which requires a minimum
number of transducers (six linear acceleration and
three angular velocity), is more suitable when path
reconstruction has to be made. Among the three
layouts shown in the examples, A is mostly
recommended for collisions on the right side, B for
collisions on the left side and C for end on collisions.
In any case, the accuracy and the cost of the different
transducers should also be considered in any
comparison of the two methods.
BSI 1998
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