Sae J2937-2021

Downloaded from SAE International by Univ of Toronto, Tuesday, October 12, 2021
SURFACE VEHICLE J2937™ OCT2021
STANDARD Issued 2016-04

Reaffirmed 2021-10
Superseding J2937 APR2016
Linear Impact Procedure for Occupant Ejection Protection
RATIONALE
SAE J2937 has been reaffirmed to comply with the SAE Five-Year Review policy.
TABLE OF CONTENTS
1. SCOPE .......................................................................................................................................................... 2
2. REFERENCES .............................................................................................................................................. 3
2.1 Applicable Documents .................................................................................................................................. 3
2.1.1 SAE Publications ........................................................................................................................................... 3
2.1.2 NHTSA Publications ...................................................................................................................................... 3
2.1.3 Other Publications ......................................................................................................................................... 3
3. DEFINITIONS ............................................................................................................................................... 3
3.1 DATA POLARITY AND SIGN CONVENTION .............................................................................................. 3
3.2 PROCESSING UNITS .................................................................................................................................. 4
3.3 Terms ............................................................................................................................................................ 5
3.3.1 BODY-IN-WHITE (BIW) ................................................................................................................................ 5
3.3.2 TEST BUCK .................................................................................................................................................. 5
3.3.3 QUARTER BUCK .......................................................................................................................................... 5
3.3.4 VEHICLE ....................................................................................................................................................... 5
3.3.5 INFLATABLE CURTAIN (IC) ........................................................................................................................ 5
3.3.6 TRIM.............................................................................................................................................................. 5
3.3.7 DAYLIGHT OPENING ................................................................................................................................... 5
3.3.8 IMPACT LOCATION ..................................................................................................................................... 5
3.3.9 WINDOW PLANE .......................................................................................................................................... 5
4. TESTING DEVICE CHARACTERISTICS ..................................................................................................... 6
4.1 Linear Impactor ............................................................................................................................................. 6
4.2 Instrumentation ............................................................................................................................................. 6
4.3 Headform Assembly ...................................................................................................................................... 6
4.4 Anvil............................................................................................................................................................... 6
4.5 Test Fixture ................................................................................................................................................... 7
5. TEST PROCEDURE ..................................................................................................................................... 7
5.1 Determine the Head Target Locations .......................................................................................................... 7
5.1.1 Rearmost Offset Line .................................................................................................................................... 7
5.1.2 Front Window (see Figure 2) ........................................................................................................................ 8
5.1.3 Rear Window(s) (see Figure 4) ..................................................................................................................... 8
5.1.4 Target Reconstruction and Reorientation ..................................................................................................... 9
5.1.5 No Coverage ............................................................................................................................................... 10
__________________________________________________________________________________________________________________________________________
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SAE INTERNATIONAL J2937™ OCT2021 2 OF 16
5.1.6 For 5.6m/s (20kmph) speed ........................................................................................................................ 10

5.1.7 For the 4.4m/s (16kmph) speed: ................................................................................................................. 11
5.2 Test Setup Conditions ................................................................................................................................. 11
5.3 Time equals zero is the time the IC current is initiated. .............................................................................. 11
5.4 Headform Friction........................................................................................................................................ 12
5.5 IC Mounting Integrity and Trim Fit ............................................................................................................... 13
5.6 Data Acquisition System ............................................................................................................................. 13
6. TEST REPORT AND GRAPHS .................................................................................................................. 13
6.1 Data Processing .......................................................................................................................................... 13
6.2 Data Reporting ............................................................................................................................................ 14
7. MODIFICATION INDEX .............................................................................................................................. 14
8. NOTES ........................................................................................................................................................ 14
8.1 Revision Indicator ........................................................................................................................................ 14
APPENDIX A .................................................................................................................................................................... 15
APPENDIX B LIST OF ISO NAMES FOR EJECTION MITIGATION ................................................................................ 16
FIGURE 1 ...................................................................................................................................................................... 4
FIGURE 2 REARMOST OFFSET LINE REARWARDS OF FIRST AND SECOND ROWS .......................................... 7
FIGURE 3 REARMOST OFFSET LINE REARWARDS OF THE THIRD ROW ............................................................. 7
FIGURE 4 DETERMINING THE PRIMARY AND SECONDARY HEAD TARGET LOCATIONS .................................. 9
FIGURE 5 DISTANCES BETWEEN THE HEAD TARGET LOCATIONS ...................................................................... 9
FIGURE 6 CAMERA SETUP ........................................................................................................................................ 12
FIGURE 7 FRICTION MEASURING DEVICE CONCEPT ........................................................................................... 12
FIGURE 8 FRONT AND SIDE VIEW OF HEADFORM OUTER SURFACE (RIGHT)
WITH DIMENSIONS GIVEN IN MILLIMETERS ......................................................................................... 15
TABLE 1 UNIT TABLE ................................................................................................................................................. 4

TABLE 1 NAMING CONVENTION FOR EACH OF THE DAYLIGHT OPENING ........................................................ 8
TABLE 2 ...................................................................................................................................................................... 9
1. SCOPE
The objective of this document is to enhance the test procedure that is used for ejection mitigation testing per the NHTSA
guidelines as mentioned in the FMVSS226 Final Rule document (NHTSA Docket No. NHTSA-2011-0004).
The countermeasure for occupant ejection testing is to be tested with an 18kg mass on a guided linear impactor using the
featureless headform specifically designed for ejection mitigation testing.
SAE does not endorse any particular countermeasure for ejection mitigation testing. However, the document reflects
guidelines that should be followed to maintain consistency in the test results. Examples of currently used countermeasures
include the Inflatable Curtain airbags and Laminated Glass.
The testing procedure is as follows:
1. Determine the daylight opening
2. Identify target locations per the FMVSS226 Final Rule §5.2
a. Target locations for all windows and daylight openings
b. Perform the target elimination process
c. Reconstitute the targets
3. Determine the zero-plane

4. In case of advanced glazing, determine if the glazing has to be part of the test and pre-brake it at a 75mm offset
a. If yes, than follow the procedure for pre-breaking the laminated glazing
5. Run the test
a. At 5.6m/s with a 1.5s delay
b. At 4.4m/s with a 6.0s delay
2. REFERENCES
2.1 Applicable Documents
The following publications form a part of this specification to the extent specified herein. Unless otherwise indicated, the
latest issue of SAE publications shall apply.
2.1.1 SAE Publications
Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA
and Canada) or +1 724-776-4970 (outside USA), www.sae.org.
SAE J211/1 or ISO 6487 Instrumentation for Impact Test - Part 1 - Electronic Instrumentation
SAE J211/2 Instrumentation for Impact Test - Part 2 - Photographic Instrumentation
SAE J670 Vehicle Dynamics Terminology
SAE J1538 Glossary of Automotive Inflatable Restraint Systems
SAE J1733 Sign Convention for Vehicle Crash Testing
Mihora, D., Friedman, K., and Hutchinson, J., "Effect of Friction Between Head and Airbag Fabric on Ejection Mitigation
Performance of Side Curtain Airbag Systems," SAE Technical Paper 2011-01-0004, 2011, doi:10.4271/2011-01-0004.
2.1.2 NHTSA Publications
Available from http://www.nhtsa.gov/Laws-Regs at http://www.nhtsa.gov
49 CFR Part 571 Federal Motor Vehicle Standards; ejection Mitigation; Final Rule, NHTSA Docket no. NHTSA-20130097,
RIN 2127-AL40
Laboratory Test Procedure for FMVSS No.226 Ejection Mitigation, TP-226-00, March 01, 2011
2.1.3 Other Publications
Stein, Douglas J. 2009. “Linear Impactor Performance Characteristics for Ejection Mitigation Testing”. Presented at
Automotive Safety Council (ASC’s, formerly known as AORC) quarterly meeting, Washington D.C., March 27, 2009
3. DEFINITIONS
3.1 DATA POLARITY AND SIGN CONVENTION
Data polarity and sign convention is consistent with SAE specification and is as follows:
The origin for the vehicle coordinate system is defined in the lateral (y-axis) direction as the longitudinal centreline for the
vehicle.
Figure 1
Polarities:
 The x-axis is positive in the forward longitudinal direction.
 The y-axis is positive in the right lateral direction.
 The z-axis is positive in the downward vertical direction.
 All ATD (Anthropomorphic Test Device) data is recorded with reference to the ATD in standing position or per ISO 4130.
3.2 PROCESSING UNITS
Table 1 - Unit table
QUANTITY SI UNIT SI UNIT

NAME SYMBOL
*length meter m
mass kilogram kg
*time second s
current ampere A
*temperature Kelvin K
energy joule J
force/weight Newton N
frequency hertz Hz
power watt W
*pressure Pascal Pa
*velocity meters/second m/s
*acceleration meters/second2 m/s2
moment/torque Newton-meter Nm
3.3 Terms
3.3.1 BODY-IN-WHITE (BIW)
An untrimmed sheet metal vehicle body from the assembly line - often painted white. It is used as the basis of a test buck.
The sheet metal is then reinforced in critical areas to provide rigid mounting for those components that will be used each
test to evaluate the restraint system’s performance.
3.3.2 TEST BUCK
The test buck is defined as a fabricated, reusable structure typically made from a body-in-white, providing basic relevant
vehicle geometry and rigid mounting for consumable test components. Structure must also include provisions for mounting
all trim or interior components which may interact with and provide a reaction surface for the inflatable curtain. Test buck
must also have provisions for mounting or retaining in a fixed position during testing.
3.3.3 QUARTER BUCK
The structure that is representative of the upper quarter of a test buck is referred to as a Quarter Buck. At a minimum the
quarter buck will include the lower horizontal pinch flange used to determine the window opening. Quarter buck must also
provide mounting locations for interior components which may affect or react with the curtain deployment. Reinforcements
to the body structure are permissible to ensure the window plane remains in a fixed position. Frames or supports on the
exterior of the vehicle must not interfere with headform or inflatable curtain during testing. In addition, the headliner must
be affixed in a way that simulates vehicle installation.
3.3.4 VEHICLE
A fully assembled structure with all components and trims in place is referred to as a Vehicle. Vehicle should be supported
by frame/sub frame (i.e., with jack stands) as to eliminate absorption of energy by vehicle suspension. Vehicle should also
be retained to prevent lateral movement support equipment. Doors and/or glass may be removed from opposite side of
vehicle to allow for access of impactor.
3.3.5 INFLATABLE CURTAIN (IC)
An Inflatable curtain (IC) is the restraint system which deploys along the side windows to protect occupants during certain
crashes.
3.3.6 TRIM
A Trim is any interior component that provides a reaction surface with the cushion of the Inflatable Curtain and/or
affects/interferes with the deployment of the Inflatable Curtain.
3.3.7 DAYLIGHT OPENING
A Daylight Opening is the inside perimeter of the window opening around the glass aperture, when observed in purely lateral
direction, with a 25mm offset of the opening. This excludes any flexible gasket material or weather stripping. Any part of the
vehicle, which is off the window plane by less than 100mm, would be considered as part of the window, and 25mm offset
would be taken off this part. For example, instrument panel surface that is less than 100mm away from the daylight opening.
3.3.8 IMPACT LOCATION
An Impact Location is a point where the headform center, along the axis of motion, intersects the window opening.
3.3.9 WINDOW PLANE
The Window Plane is referred to a plane located at a point where the headform first touches a closed, unbroken window.
4. TESTING DEVICE CHARACTERISTICS
4.1 Linear Impactor
This test requires a linear guided impactor that meets the following specifications:
 The impactor headform must comply with the FMVSS226 final rule.
 The total mass of the impactor should be 18kg.
 The impactor must be able to propel the featureless headform at the required velocity (5.6m/s or 4.4m/s), within
+0.20 and -0.00 m/s.
 The impactor stroke should allow for the headform to travel minimum of 300mm beyond the window plane.
(Ensure impactor design encompasses the small window openings and various vehicle widths)
 The impactor must contain some means for triggering the deployment of the impactor to achieve the desired
impactor trigger time within +20ms, -0ms. Actual contact time will vary due to slight variations in bag geometry
from the “design geometry”, and due to the test-to-test variability.
 The impactor must be able to move longitudinally (x-dimension) with respect to the vehicle, and parallel with
the vehicle’s lateral centreline. The tolerance is one degree in any direction.
 The headform must be able to rotate up to 90° along it’s y-axis at 5° increments per the FMVSS226 Final Rule.
The impactor must perform within specifications established by AORC (i.e., friction coefficient, deflection, etc.). See
Appendix A for procedure and tables.
4.2 Instrumentation
The Tri-axis accelerometer is used to measure impactor acceleration.
The acceleration measurements are to be made in accordance with SAE J211/1 or ISO 6487. Accelerometers should be
rated for 500 to 2000 g peak acceleration.
Velocity is calculated by differentiating displacement from the displacement sensor. A secondary method for calculating
velocity is by integrating the acceleration.
Displacement measurement shall be recorded using a displacement sensor with an accuracy of at least ±1.0mm Examples
include the use of LVDT, String Pot and non-contact IES Model 2098 (belt motion sensor)
4.3 Headform Assembly
Featureless headform (i.e., Humanetics part ATD-7304)
Total guided impactor mass: 18 kg ±0.1kg
Dimensions: aluminium headform base is 203.2 mm tall and 153.9 mm wide. It is covered with 11.4 mm thick head skin,
which is made from the same material as a Hybrid III dummy head skin.
4.4 Anvil
The Anvil is capable of adjustment in the vertical, lateral, and/or longitudinal direction, as necessary, to achieve the
necessary relationship between the impactor and the test fixture (i.e., quarter buck).
Rigidly constructed - shall have a minimum 500Hz first mode natural frequency to ensure that the vibration of the anvil does
not affect the data up to 100Hz.
4.5 Test Fixture
A test fixture or buck must represent appropriate portion of vehicle and have the ability to attach any necessary trim parts
that would provide a reaction surface.
SAE does not recommend any particular use of either the full buck, half buck or quarter buck for ejection mitigation testing.
However, it is suggested that if the testing is done with the full buck, a half buck or a quarter buck, then the buck be made
rigid enough to measure the ‘excursion along the same Z plane’ of the impactor target location to be less than 5 mm.
5. TEST PROCEDURE
5.1 Determine the Head Target Locations
5.1.1 Rearmost Offset Line
The rearmost offset line determines the rear edge of the daylight opening for the application of the ejection mitigation
countermeasure.
In a vehicle with one or two rows of seating, the rearmost offset line is 1400mm rearwards of the SgRP (see Figure2). For
the vehicles with 3 or more rows of seating, the rearmost offset line is 600mm rearwards of the SgRP (see Figure3).
Figure 2 - Rearmost offset line rearwards of first and second rows
Figure 3 - Rearmost offset line rearwards of the third row
For the seats that are forward facing, but not fixed, find the rearmost point by adjust the seatback in the design location and
any other orientation that positions the SgRP in the rearmost location. Follow the above mentioned guidelines to determine
the rearmost offset line.
5.1.2 Front Window (see Figure 2)
Find all corners of the window opening. A corner is to be where two points of the headform are tangent to the 25mm
clearance line.
Using the given geometric centre, divide the windows into quadrants.
Eliminate any target whose centre is not within the lower front or upper rear quadrants. If there is more than one target in
each of the quadrants, eliminate the highest target in the lower quadrant and the lowest target in the upper quadrant. The
targets left are the primary targets.
Find the distance, A, between the vertical centre lines (x-direction) of the two primary targets.
The first secondary target should be placed A/3 distance rearward of the front (lower) primary target and moved up to the
25mm clearance line.
The second secondary target should be placed A/3 distance forward of the rear (upper) primary target and moved down to
the 25 mm clearance line.
5.1.3 Rear Window(s) (see Figure 4)
Find all corners of the window opening. A corner is to be where two points of the headform are tangent to the 25mm
clearance line.
Using the geometric centre, divide the windows into quadrants.
Eliminate any target whose centre is not within the upper front or lower rear quadrants. If there is more than one target in
each of the quadrants, eliminate the highest target in the lower quadrant and the lowest target in the upper quadrant. The
targets left are the primary targets.
Find the distance, B, between the vertical centrelines (x-direction) of the two targets.
The first secondary target should be placed B/3 distance rearward of the front (upper) primary target and moved down to
the 25 mm clearance line.
The second secondary target should be placed B/3 distance forward of the rear (lower) primary target and moved up to the
25 mm clearance line.
Table 1 - Naming convention for each of the daylight opening
Front: Lower Primary A1 Rear: Upper Primary B3

Upper Secondary A3 Lower Secondary B1
Lower Secondary A2 Upper Secondary B4
Upper Primary A4 Lower Primary B2
Figure 4 - Determining the primary and secondary head target locations
If the horizontal distance between the centres of two targets is less than 135mm and the vertical distance less than170mm,
one of the targets can be eliminated (see figure3 and Table2). The table below instructs which target to eliminate. Insert
info regarding the final impact location between target locations
Figure 5 - Distances between the head target locations
Table 2
5.1.4 Target Reconstruction and Reorientation
If the horizontal distance between the centres of two targets is less than 135mm and the vertical distance less than170mm,
one of the targets can be eliminated (see figure3 and Table2). The table below instructs which target to eliminate. Insert
info regarding the final impact location between target locations.
If there are two or less target remaining, find the absolute distance between the target z-direction centrelines. If the distance
is ≥360mm, then add a head target location in the centre of the original target locations.
If the targets in procedure 4.1.3 are less than 4 per the daylight opening, then rotate the headform 90° in the positive
direction of the vehicle x-axis (counter clockwise if looking from outside of left side or clockwise if looking from outside of
the right side). Go through the target elimination procedure in 4.1.3 for target reconstruction.
If 90° reorientated targets are more than the vertical targets, then these are the new head target locations. If 90° reoriented
targets are less than or equal to the vertical targets, than revert back to the vertical head target locations.
5.1.5 No Coverage
If a target is considered to have no coverage of an ejection mitigation system, no test is needed to be run at that target
location. A target is considered to have no coverage if the headform travels 200mm beyond the window plane with a force
of 50N or less while extending the headform when the IC is inflated to 20kPa or until taut via shop air.
5.1.6 For 5.6m/s (20kmph) speed
Install accelerometers into the headform.
If test fixture is a quarter buck, rigidly secure to anvil. Ensure that minimum 250 mm distance between the anvil and the
daylight opening plane of the quarter buck exists.
If test fixture is a buck or vehicle, secure it to prevent any movement. Jack stands may be used to support the vehicle by
the frame/sub-frame to eliminate suspension jounce during testing. Straps may be used to prevent unwanted lateral
movement on jack stands.
Install the set-up IC or foam on fixture.
Line up the centre of the headform to the centre of the determined Impact location.
If applicable, inflate IC using shop air at a regulated pressure of 20 to 30kPa so that full pressure is not exerted on the
cushion.
Conduct calibration test and review data to confirm velocity of impactor and impactor trigger time, which is 6000 ms (+20
ms, -0 ms) from the time the IC current is initiated.
Install IC to be tested.
Connect pressure transducer(s) per ATS-203 (if applicable).
Adjust equipment so that zero displacement is read at the window plane. Negative displacement is inside window plane.
Positive displacement is outside window plane.
Take pre-test photographs at each high-speed camera view.
Run test.
Take post-test photographs at each high-speed camera view and any anomalies.
Review video and data.
Time equals zero is the time the IC current is initiated.

5.1.7 For the 4.4m/s (16kmph) speed:
Install accelerometers into the headform.
If test fixture is a quarter buck, rigidly secure to anvil. Ensure that minimum 250 mm distance between the anvil and the
daylight opening plane of the quarter buck exists.
If test fixture is a buck or vehicle, secure to prevent any movement. Jack stands may be used to support the vehicle by the
frame/sub-frame to eliminate suspension jounce during testing. Straps may be used to prevent unwanted lateral movement
on jack stands.
Install the set-up IC or foam on fixture.
Line up the centre of gravity of the headform to the centre of the determined Impact location.
If applicable, inflate IC using shop air at a regulated pressure of 20 to 30 kPa so that full pressure is not exerted on the
cushion.
Conduct calibration test and review data to confirm velocity of impactor and impactor trigger time, which is 1500 ms (+20
ms, -0 ms) from the time the IC current is initiated.
Install IC to be tested.
Connect pressure transducer(s) per ATS-203 (if applicable).
Adjust equipment so that zero displacement is read at the window plane. Negative displacement is inside window plane.
Positive displacement is outside window plane.
Take pre-test photographs at each high-speed camera view.
Run test.
Take post-test photographs at each high-speed camera view and any anomalies.
Review video and data.
5.2 Test Setup Conditions
5.3 Time equals zero is the time the IC current is initiated.
Camera Views:
 The videos are to be captured at a minimum of 1000 fps and with a resolution of 1024x768 pixels.
 Each view contains minimum of 30ms before and 125ms after bag contact (verified during calibration tests). One of the
oblique views should capture the full duration, 0-1.5s or 0-6.0s, event. The frame rate, for the view that is capturing the
full event, can be changed between the IC time to fire and the impact contact to the IC, to save viewing time and storage
memory.
 Test number must be visible in all views.

Standard Views Collected:
 Front Oblique (View 1)
 Rear Oblique (View 2)
 Inboard Rear Profile (View 3) - to establish IC contact, OR
 Outboard Rear Profile (View 4) - to view excursion
Figure 6 - Camera setup
5.4 Headform Friction
Headform friction is to be consistent from test series to test series and also during the test series.
Verify the headform friction characteristics prior to the test series using the SLIDO robotic testing system (SAE 2011-01-
0004) or similar device. The device could obtain both the static and dynamic coefficients of friction. Headform versus airbag
material could be used to verify the headform static and dynamic coefficients of friction prior to the test series. The total
travel distance should be at least 100mm at 50mm/s.
Figure 7 - Friction measuring device concept
Clean the headform skin with isopropyl alcohol prior to each test
5.5 IC Mounting Integrity and Trim Fit
Verify that the IC is mounted in the vehicle and the trim is attached per the vehicle manufacturer’s specifications. If multiple
tests are run in the same buck/vehicle, then verify the integrity of the mounting points on the buck/vehicle prior to mounting
the IC. Torque the fasteners of the attachment clips to the vehicle manufacturer’s specification. Verify the trim and any grab
handles are secured to manufacturer’s specifications since they may affect the deployment of the IC.
5.6 Data Acquisition System
Data measurement should be made with a data acquisition system compliant with the requirements of SAE J211 or ISO
6487. All data channels to be identified using ISO naming convention, and stored in DIAdem readable format, as well as in
an Excel format. See Appendix B for “List of ISO Names for Ejection Mitigation”.
Caution - An electronic positioning sensor is recommended for the measurement of the headform displacement. String pots
may limit the headform ability to travel through small spaces and may not be parallel to the vehicle y-axis when the headform
is not oriented at 0°, thus providing an incorrect headform displacement.
Raw data collected for each test shall include, as minimum:
 Acceleration (X, Y, Z-Axis) vs. Time (ms)
 Displacement vs. Time (ms)
 Squib Current vs. Time (ms)
Raw data shall be collected from the time the squib signal is initiated through rebound (until the headform loses final contact
with the IC). Note: collect at least 10 ms before T=0.
6. TEST REPORT AND GRAPHS
6.1 Data Processing
Standard processing for this test shall include:
 Generate Acceleration (g) vs. Time (ms) plot - Filter raw acceleration data to CFC 60, with positive acceleration and
negative “deceleration”.
 Generate Velocity (m/s) vs. Time (ms) plot - Differentiate the raw displacement data to CFC 60. Value can be verified
by multiplying CFC 60 Acceleration data by 9.81 (convert acceleration to m/s 2), integrate, and then divide by 1000 (to
remove factor of 1000 created by integration over “milliseconds” rather than “seconds”).
 Generate Displacement (mm) vs. Time (ms) plot - Filter raw displacement data to CFC 60.
NOTE: Zero excursion is defined as the point where the headform just touches the closed, unbroken window. If the
headform goes beyond this position (outside the vehicle during a test), it is considered to be positive excursion.
Likewise, if the headform is stopped short of this position during a test (inside the vehicle), it is considered to
have negative excursion
6.2 Data Reporting
The test report would have the following
 Summary page that lists all the head target locations and coordinates, energy level tested, peak impactor velocities,
and respective peak displacement values.
 Process used to determine the head target locations (primary targets, secondary targets, reconstruction and
reorientation)
 Headform velocity curves
 Headform displacement curves
7. MODIFICATION INDEX
Version # Date Modification

000
8. NOTES
8.1 Revision Indicator
A change bar (l) located in the left margin is for the convenience of the user in locating areas where technical revisions, not
editorial changes, have been made to the previous issue of this document. An (R) symbol to the left of the document title
indicates a complete revision of the document, including technical revisions. Change bars and (R) are not used in original
publications, nor in documents that contain editorial changes only.
PREPARED BY THE SAE IMPACT AND ROLLOVER TEST PROCED STANDARDS COMMITTEE
APPENDIX A
A.1 FEATURELESS HEADFORM
A.1.1 Featureless headform as specified by NHTSA.
Figure 8 - Front and side view of headform outer surface (right)

with dimensions given in millimeters
A.1.2 Featureless headform as supplied by Humanetics Innovative Solutions.
A.2 EJECTION MITIGATION TESTING IN SPECIAL CIRCUMSTANCES
A.2.1 For CABs that extend beyond third row follow the FMVSS no. 226 to determine the daylight opening and the
head target locations.
Daylight opening and the head target location determination to follow NHTSA test procedure TP-226-00
A.3 PRE-BREAKING LAMINATED GLASS
A.3.1 The laminated glass pre-breaking is to follow NHTSA test procedure TP-226-00
A.4 IMPACTOR FRICTION COEFFICIENT TEST METHOD
The impactor dynamic coefficient of friction is to be determined per the NHTSA test procedure for ejection mitigation, TP-
226-00
A.5 IMPACTOR CHARACTERISTICS
The impactor characteristics of deflection and target accuracy are to comply with the NHTSA test procedure for ejection
mitigation, TP-226-00
APPENDIX B - LIST OF ISO NAMES FOR EJECTION MITIGATION
ISO Name Definition

H?HEFO000000ACXP Headform X Acceleration
H?HEFO000000ACYP Headform Y Acceleration
H?HEFO000000ACZP Headform Z Acceleration
H?HEFORD0000ACXP Headform X Acceleration Redundant
H?HEFORD0000ACYP Headform Y Acceleration Redundant
H?HEFORD0000ACZP Headform Z Acceleration Redundant
H?HEFO000000DSYP Headform Y Displacement
C?ROFR0000ASCU00 Curtain Airbag Current

H0LIMP000000EV00 Linear Impactor Trigger
Calculated ISO Name

H?HEFO000000CVYP Headform Calculated Velocity from Displacement
H?HEFORD0000CVYP Headform Calculated Velocity from Acceleration
Logic Position
1 Front Left
3 Front Right
4 Middle Left
6 Middle Right
7 Rear Left
9 Rear Right
Logic Position
00 Undefined
01 Chamber 1*
02 Chamber 2*
03 Chamber 3*
04 Chamber 4*
LO Lower
MI Middle
UP Upper
NOTE: * Chambers are numbered starting from the front end of the vehicle to the rear of the vehicle.

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Downloaded from SAE International by Univ of Toronto, Tuesday, October 12, 2021

SURFACE VEHICLE J2937™ OCT2021

STANDARD Issued 2016-04

Superseding J2937 APR2016

Linear Impact Procedure for Occupant Ejection Protection

SAE INTERNATIONAL J2937™ OCT2021 2 OF 16

5.1.6 For 5.6m/s (20kmph) speed ........................................................................................................................ 10

TABLE 1 UNIT TABLE ................................................................................................................................................. 4

The testing procedure is as follows:

1. Determine the daylight opening

2. Identify target locations per the FMVSS226 Final Rule §5.2

a. Target locations for all windows and daylight openings

b. Perform the target elimination process

c. Reconstitute the targets

3. Determine the zero-plane

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5. Run the test

a. At 5.6m/s with a 1.5s delay

b. At 4.4m/s with a 6.0s delay

2.1 Applicable Documents

2.1.1 SAE Publications

SAE J211/2 Instrumentation for Impact Test - Part 2 - Photographic Instrumentation

SAE J670 Vehicle Dynamics Terminology

SAE J1538 Glossary of Automotive Inflatable Restraint Systems

SAE J1733 Sign Convention for Vehicle Crash Testing

2.1.2 NHTSA Publications

Available from http://www.nhtsa.gov/Laws-Regs at http://www.nhtsa.gov

2.1.3 Other Publications

3.1 DATA POLARITY AND SIGN CONVENTION

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 The x-axis is positive in the forward longitudinal direction.

 The y-axis is positive in the right lateral direction.

 The z-axis is positive in the downward vertical direction.

3.2 PROCESSING UNITS

Table 1 - Unit table

QUANTITY SI UNIT SI UNIT

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3.3.1 BODY-IN-WHITE (BIW)

3.3.2 TEST BUCK

3.3.3 QUARTER BUCK

3.3.5 INFLATABLE CURTAIN (IC)

3.3.7 DAYLIGHT OPENING

3.3.8 IMPACT LOCATION

3.3.9 WINDOW PLANE

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4. TESTING DEVICE CHARACTERISTICS

4.1 Linear Impactor

 The total mass of the impactor should be 18kg.

The Tri-axis accelerometer is used to measure impactor acceleration.

4.3 Headform Assembly

Featureless headform (i.e., Humanetics part ATD-7304)

Total guided impactor mass: 18 kg ±0.1kg

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4.5 Test Fixture

5.1 Determine the Head Target Locations

5.1.1 Rearmost Offset Line

Figure 2 - Rearmost offset line rearwards of first and second rows

Figure 3 - Rearmost offset line rearwards of the third row

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5.1.2 Front Window (see Figure 2)

5.1.3 Rear Window(s) (see Figure 4)

Using the geometric centre, divide the windows into quadrants.

Table 1 - Naming convention for each of the daylight opening