Unit 6: Vehicle component testing

1. Seats: Design Objectives 

Safety – To ensure that the occupant is properly restrained and coupled to the vehicle
deceleration to avoid fatal injuries to the occupant in case of automotive crashes/accidents 
Durability and Reliability – To build a product which meets the stringent durability tests for
various components and provide a safe and reliable ride

Comfort – To achieve good occupant/driver ergonomics and insulate him from road
vibrations, provide adjustment features to provide a comfortable and effortless ride 
Luxury – To provide aesthetic and high -quality design with variety of features to improve
occupant comfort/ergonomics

Optimum Design Cycle – To ensure optimum cost, quality and delivery of the final product
for use in mass assembly structure of automobiles Optimum Utilization of Vehicle Space –
To use the available space inside the vehicle in the most efficient way by packaging and
layout stud
 Types • Bucket Seats –

Front Driver and Co-Driver Seats o Forward/Rearward movement

o Adjustable Head-Restraint
o Adjustable Back-Angle

o Anti-Submarine
o Lumbar Support

o Thigh Support o Arm-Rest

• Bench Seats - Second / Third Row Seating

o 60/40 Split Seats

o Fold and Tumble

o ISO-FIX attachments
• Child Restraint Seats - Specially designed to – carry children into adult seats
 Anti-Submarine Seats Specially designed to protect the passengers in
the event of panic braking, these seats prevent the occupants from sliding forward and hurting
themselves
 Head Restraint: "Head restraint" means, at any designated seating position, a
device that limits rearward displacement of a seated occupant's head relative to
the occupant's torso.

Anatomy : These are the basic motions of the human body during a rear
end crash: At first, researchers assumed injury was due to extension of the spine beyond its
normal range. However, injury also occurred at low speed crashes with only small extensions
of the spinal column.
2. Rear view mirror test:
i. Impact test:
ii. The test rig consists of a pendulum capable of swinging about two horizontal
axes at right angles to each other, one of which is perpendicular to the plane
containing the “release” trajectory of the pendulum. The end of the pendulum
comprises a hammer formed by a rigid sphere with a diameter of 165 ± 1 mm
and having a 5 mm thick rubber covering of hardness shore A 50.
iii. A device is provided which permits determination of the maximum angle
assumed by the arm in the plane of release. A support firmly fixed to the
structure of the pendulum serves to hold the specimens in compliance with the
 impact requirements specified in item. The diagram shows the dimensions of
the test rig and the special design specifications 7 AIS 001 / 2001
iv. The center of percussion of the pendulum coincides with the center of the
sphere which forms the hammer. It is at a distance L, (1000+ 5 mm) from the
axis of oscillation in the release plane. The reduced mass of the pendulum to
its center of percussion is m0 = 6.8 ± 0.05 kg . (The relation of reduced mass
of pendulum ‘m0’ to the total mass ‘m’ of the pendulum and to the distance
‘d’ between the center of gravity of the pendulum and its axis of rotation is
expressed in the equation :
m0 = m . d /L

i. Description of the test:

i. The procedure used to clamp the rear-view mirror to the support shall be that
recommended by the manufacturer of the device or, where appropriate, by the
vehicle manufacturer.
i. Positioning of the rear-view mirror for the test.
ii. Rear-view mirrors shall be so positioned on the pendulum impact rig such that
the axes which are horizontal and vertical, when the rear view mirror is
installed on a vehicle in accordance with the applicant’s mounting instruction,
are in similar position.
iii. When a rear-view mirror is adjustable with respect to the base, the test position
shall be that in which any pivoting device is least likely to operate, within the
limits of adjustment provided by the applicants.
 iv. When the rear-view mirror has a device for adjusting its distance from the
base, the device shall be set in the position in which the distance between the
housing and the base is shortest.
v. When the reflecting surface is mobile in the housing, it shall be so adjusted
that the upper corner which is farthest from the vehicle, is in the position of
greatest projection relative to the housing.
vi. Except in the case of test 2 for interior rear-view mirrors , when the pendulum
is in a vertical position the horizontal and longitudinal vertical planes passing
through the center of the hammer shall pass through the center of the reflecting
surface as defined in 4.9. The longitudinal direction of oscillation of the
pendulum shall be parallel to the longitudinal plane of the vehicle.
vii. When, under the conditions governing adjustment laid down parts of the rear-
view mirror limit the return of the hammer, the point of impact shall be
displaced in a direction perpendicular to the axis of rotation or pivoting in
question. This displacement shall be as minimum as possible for the conduct
of the test; it shall be limited in such a way that: 8 AIS 001 / 2001 - either the
sphere delimiting the hammer remains at least tangential to the cylinder as
defined in 5.4 - or the point of contact with the hammer is located at least 10
mm from the periphery of the reflecting surface.
viii. The test consists in allowing the hammer to fall from a height corresponding
to a pendulum angle of 60° from the vertical so that the hammer strikes the
rear-view mirror at the moment when the pendulum reaches the vertical
position.
ix. The rear-view mirrors are subjected to impact under the following different
conditions:
Interior rear-view mirrors (Class I) Test 1: The point of impact shall as
defined in item. The impact shall be such that hammer strikes the rear-view
mirror on the reflecting surface side.
Test 2: Point of impact on the edge of the housing, so that the impact
produced makes an angle of 45° with the plane of the reflecting surface and is
situated in the horizontal plane passing through the center of the surface. The
impact shall occur on the reflecting surface side.
Exterior rear-view mirrors of all types. Test 1: The impact shall be such
that hammer strikes the rear-view mirror on the reflecting surface side.
Test 2: The impact is such that the hammer strikes the rear-view mirror on the
side opposite to the reflecting surface. Where Class II or III rear-view mirrors
are fixed to the same mounting as Class IV rear-view mirrors, the above-
mentioned tests shall be on the lower mirror. Nevertheless, the Testing Agency
may repeat one or both of these tests on the upper mirror if this is less than 2 m
from the ground.
Bending test on the protective housing fixed to the stem. This test shall be
performed on all rear-view mirrors with stem.
3. Airbag test:
An airbag is a vehicle occupant-restraint system using a bag designed to inflate extremely
quickly, then quickly deflate during a collision. It consists of the airbag cushion, a flexible
fabric bag, an inflation module, and an impact sensor. The purpose of the airbag is to provide
a vehicle occupant with soft cushioning and restraint during a collision. It can reduce injuries
between the flailing occupant and the interior of the vehicle.
The airbag provides an energy-absorbing surface between the vehicle's occupants and a
steering wheel, instrument panel, body pillar, headliner, and windshield.
Modern vehicles may contain up to 10 airbag modules in various configurations, including:
driver, passenger, side-curtain, seat-mounted, door-mounted, B and C-pillar mounted side-
impact, knee bolster, inflatable seat belt, and pedestrian airbag modules.

The airbag is one of the most popular passive safety elements. The airbag function is to
prevent people hitting the rigid parts of the vehicle directly. When a part of the body collides
with the airbag, kinetic energy is absorbed, dampening the impact and reducing the severity
of possible damage.

Originally, the airbag was located in the steering wheel minimizing driver’s head and body
truck impact with itself. Currently, additionally to the front airbag, there are side, rear, curtain
airbags models... located in seats, doors, dashboards ... minimizing damage to the rest of
vehicle occupants and including other parts of body like legs, especially knees.

In fact, airbags have expanded their range of action from the vehicle interior to exterior, fit
some car models with airbags on the hood and bumpers for the protection of pedestrians and
even in vests and other clothing for motorcyclists and cyclists.

But… how does an airbag work?

An airbag consists of a bag module and a control unit with its corresponding sensors. The
bag, mostly made of nylon, with adequate dimensions and venting, contains one or more gas
generators and ignitors.

The ignitor transforms the electrical signal into heat, triggering a small detonation inside gas
generator producing the gas necessary for bag inflated.

Once the impact takes place, the vent valves will regulate the pressure in the bag avoiding a
sudden deceleration throughout the operating range.

How are they tested?

To make sure that the airbag works as expected, there are many tests that it must undergo.
Without trying to cover all the tests, in a first classification, and if we limit ourselves to the
conformity of production tests (CoP), we can distinguish:

● At a first level the tests on bag module components. Bag and its folding, ignitor
and gas generator are tested independently by their manufacturer. As in any CoP
test, only a representative sample are tested. Especially in the case of ignitors and
gas generators, their correct activation in the presence of the established signal is
as important as the lack of response when it is not produced.
● At a second level, the airbag bag manufacturers test the bag with all its integrated
components verifying that the deployment occurs according to the expected
parameters. Volume and time deployment are generally measured.
● At a third level, the bag already integrated in the corresponding car component is
tested. On this occasion, the aim is to verify the correct deployment of the bag in
real conditions where the folding and the force necessary to break the component
play a fundamental role.
● We could reach a fourth level, already within the homologation tests, in which the
airbag integrated in the component is tested together with the launch of the
corresponding anthropomorphic form, allowing the impact analysis.
● Control units usually have their own laboratory tests, which we will not delve
into, in order to ultimately carry out tests of the complete vehicle on track and full
crash.

Vehicle Component Integrated Airbag Deployment Tests

The component-integrated airbag deployment tests are ruled by general international

regulations (in Europe, the Crash Standard - UNECE, and in the USA, the FMVVS-208) and
the requirements of the component and complete vehicle manufacturer.

The tests take place in conditioned rooms within the different laboratories where the Airbag
Deployment System (ADS) generates an electrical signal that simulates the control unit
deployment trigger.

The signal consists of a set of individualized electrical pulses with configurable amplitude
and period. Although the values are highly dependent on the model, in general, these are
square pulses of approximately 1,75A and 2ms.

The ADS is as in charge of the generation of the trigger pulse as of the acquisition at high
frequency of voltage and intensity measured in the ignitor squib terminals.

To verify start and end conditions of the airbag under test, the ADS measures the resistance at
ignitor squib terminals before and after the test, aborting the test if the conditions are not
appropriate.
 Regarding the room conditioning, we must not forget that the ignition of an airbag is a small
detonation in which small particles are also generated, which although they are not harmful if
inhaled occasionally (as expected in an accident), can cause health problems under
continuous contact such as that which could occur in the testing laboratory.For this reason, it
is essential that the rooms have appropriate acoustic insulation, extraction system and access
control.

Different regulations usually require that tests -in addition to room temperature- be carried
out at high and low temperatures (the ranges depend on the manufacturer, but 80ºC, 20ºC and
-10ºC can be taken as reference values).Therefore, it is necessary for the room to be air-
conditioned and to have a specific element for air-conditioning the airbags, such as climatic
chambers.

Finally, we must consider that to verify both temporally and dimensionally the deployment of
the bag, it is necessary to film the sequence at high speed. The deployment of an airbag
occurs in less than 30ms.Therefore, the deployment room must have an appropriate recording
and lighting system.

Our ADS is a highly customizable modular and versatile system that allows from, in its
simplest version, the performance of individual CoP tests of the igniter, gas generator or bag
as a whole, to the tests described here with room management, reaching more complex
development tests with the possibility of acquisition and signal treatment of other specific
parameters, analysis and presentation of results on dedemand.
4. Seat Anchorages & Head Restraint tests:
Seat anchorage:
ii. Seat means a structure which may or may not be integral with the vehicle structure
complete with trim, intended to seat one adult person. The term covers both an individual seat
or part of a bench seat intended to seat one person;
iii. Bench Seat means a structure complete with trim, intended to seat more than one
adult person;
iv. Anchorage means the system by which the seat assembly is secured to the vehicle
structure, including the affected parts of the vehicle structure;
TEST FOR THE SEAT ANCHORAGES OF A VEHICLE:
Test Apparatus: A rigid structure sufficiently representative of the seat intended for use on
the vehicle is fixed by the means of fasteners (bolts, screws, etc.) provided by the
manufacturer to the parts of the structure submitted to the tests.
If several seat types differing from one another in respect of the distance between the front
and back ends of their feet can be mounted on the same anchorage, the test shall be carried
out with the shortest footing. This footing shall be described on the test report.
Test Procedure: A force F shall be applied at a height of 750 mm above the reference plane
and on the vertical line containing the geometrical centre of the surface bounded by the
polygon having the different anchorage points as apexes or, if applicable, the extreme
anchorages of the seat, by the rigid structure.
 The force shall be applied in the horizontal direction and directed to the front of the vehicle
with the full application of the load achieved in not more than 30 s and held for duration of at
least 0.2 s.
The force F shall be determined by the following formula: F =(5000 ± 50) x i, where F is
given in N and ‘i’ represents the number of seating positions of the seat as specified by the
manufacturer.
⮚ Head Restraints: Head Restraint means a device whose purpose is to limit the
rearward displacement of an adult occupant’s head in relation to his torso in order to
reduce the danger of injury to the cervical vertebrae in the event of an accident;
i. Fixed head restraint No adjustment of the restraint is possible.
ii. Nonlocking adjustable head restraint: Restraint is adjusted to its lowest
vertical adjustment position and/or most rearward horizontal adjustment
position.
iii. Locking adjustable head restraint: Restraint is adjusted to the midrange
of its vertical and/or horizontal adjustment positions. Only locking
adjustments are set to the midrange positions. For example, a restraint with
locking height adjustment and nonlocking horizontal adjustment would be
set to its midrange vertical position and most rearward horizontal position.
Midrange height position is determined by calculating the geometric mid
point between the lowest (locking or nonlocking) and highest locking
vertical adjustments, considering only the vertical component of
measurement. Similarly, midrange tilt position is determined by
calculating the geometric mid point between the most rearward locking
and most forward locking horizontal adjustments, considering only the
horizontal component of measurement. (Figure 7). The test position will
then be selected based on the following conditions:
iv. Place the head restraint at the geometric mid point if a locking position
exists there
v. If there is no locking position at the geometric mid point, raise the head
restraint by up to 10 mm. If a locking position exists within this 10mm of
travel, that position will be the test position.
vi. If there is no locking position within 10 mm above the geometric mid
point, lower the head restraint to the next lowest locking position (Figure
 7C), that position will be the test position. Once the vertical test position
has been determined, the procedure should be repeated for locking
horizontal adjustments moving the restraint forward instead of upward and
rearward instead of downward.

vii. BioRID Positioning: The BioRID test position is based on reference

measurements made with the H-point machine and HRMD. Installation of
the H-point machine and HRMD follows the procedure described in
Vehicle seat/head restraint evaluation protocol, static geometric criteria
without changing the seat adjustment.
viii. Install H-point machine and HRMD : Follow the instructions described
of Vehicle seat/head restraint evaluation protocol, static geometric criteria.
ix. It is important to ensure that the feet of the H-point machine do not
contact the angled surface of the simulated toe pan during this step.
x. If more than three installations of the H-point machine and HRMD are
required to obtain a seatback angle that supports a torso angle of 24-26
degrees, then the seat should be allowed to recover for 15 minutes with
nothing in it between each third and fourth installation.
xi. Some indexed seatback adjustments may have more than 2 degrees
between adjustments, with none giving a torso angle between 24 and 26
degrees. In such cases, adjust the seatback to the most reclined position
that supports a torso angle less than 24 degrees.
xii. Record location of H-point machine’s H-point marker: Use a CMM or
other means to record the location of the H-point machine’s H-point
marker relative to the seat or sled.
xiii. Measure and record reference back set: Set the head restraint to the test
position. If the test position cannot be achieved without encountering
interference with the HRMD head, first record the horizontal reference
location on the HRMD head as described . After this information has been
recorded, tip the HRMD head just forward enough to adjust the head
restraint into the test position and proceed with next step.
xiv. Locate the screw on the center of the rear surface of the HRMD backset
probe.
xv. Mark an identifiable point on the head restraint along its vertical
centerline.
xvi. Measure and record the reference back set.
xvii. This is the horizontal distance between the most rearward point on the
HRMD skull (i.e., the screw on the backset probe) and the same
identifiable point on the head restraint.

xviii. Remove HRMD and H-point machine and install BioRID: Allow the
seat to recover for 15 minutes with nothing in it before installing the
BioRID. Align the BioRID’s midsagittal plane with the centerline of the
seat.
xix. Adjust the BioRID’s midsagittal plane to be vertical; the instrumentation
platform in the head should be laterally level.
xx. Adjust the BioRID’s pelvis angle to 26.5 ± 2.5 degrees from horizontal.
xxi. Position the H-Point 20 ± 10 mm forward of the location recorded .
xxii. Position the H-Point the same vertically ± 10 mm as the location recorded,
while keeping the pelvis angle at 26.5 ± 2.5 degrees.
xxiii. Adjust the spacing of the BioRID’s legs so that the centerlines of the knees
and ankles are 200 ± 10 mm apart.
xxiv. Adjust the BioRID’s feet and/or the adjustable toeboard so that the heels of
the dummy’s shoes are resting on the simulated vehicle floor and the tips
of the shoes are resting on the toeboard 23-27 cm from the intersection of
 the heel surface and toe board, as measured along the surface of the toe
board.
xxv. The foot position should be set so that no joint of the BioRID leg or foot is
at its endstop, the heel of the BioRID is not positioned in the intersection
of the heel surface and toe board, and the pelvis location found is not
altered by the position of the leg and foot.
xxvi. Position the BioRID’s arms so that the upper arms contact the seatback
and the elbows are bent so that the small fingers of both hands contact the
top of the vehicle seat cushion with the palms facing the dummy’s thighs.
xxvii. Level the instrumentation plane of the head (front/rear and left/right
directions) to within ± 1 degree.
xxviii. Measure the BioRID’s backset (distance between the front of the head
restraint and the back of the dummy’s head) as follows:

a) Mark the most rearward point on the centerline of the dummy’s skullcap.
(NOTE: If using a measuring tape that contours to the shape of the skullcap, then
this point is 9.5 cm from the top edge of the skullcap along the midsagittal plane
of the skull.)

b) Measure the backset using the same identifiable location on the head restraint
that was determined when measuring the HRMD.
c) The BioRID backset is the horizontal distance between the rearmost point on
the dummy’s head and the point on the head restraint marked.

Safety Belt Anchorages:

i. Safety Belt (or ‘seat belt’ or ‘belt’) means an arrangement of straps with a
securing buckle, adjusting devices and attachments which is capable of
being anchored to a vehicle and designed to diminish the risk of injury to
its wearer, in the event of collision or abrupt vehicle deceleration, by
 limiting the mobility of the wearer’s body. Such an arrangement is
generally referred to as a ‘belt assembly’, a term also embracing any
device for energy absorption or belt retraction.
ii. Effective Belt Anchorage means the point used to determine
conventionally the angle of each part of the safety belt in relation to the
wearer i.e. the point to which a strap would need to be attached to provide
the same lie as the intended lie of the belt when worn, and which may or
may not be the actual belt anchorage depending on the configuration of the
safety belt hardware at its attachment to the belt anchorage.
iii. General specifications: Anchorages for safety belt shall be so designed,
made and situated as to
● enable the installation of a suitable safety belt
● reduce to a minimum the risk of the belt’s slipping when worn correctly;
● reduce to a minimum the risk of strap damage due to contact with sharp rigid parts of
the vehicle or seat structures;
● enable the vehicle, in normal use, to comply with the provisions of this standard;
● for anchorages which take up different positions to allow persons to enter the vehicle
and to restrain the occupants, the specifications shall apply to the anchorages in the
effective restraint position.

5. Safety Belt Assemblies:

means an arrangement of straps with a securing buckle, adjusting devices and attachments
which are capable of being anchored to the interior of a motor vehicle and designed to
diminish the risk of injury to the wearer in the event of collision or of abrupt deceleration
of the vehicle, by limiting the mobility of the wearer’s body. Such an assembly is
generally referred as a “belt assembly” a term also embracing any device for energy
absorption or belt retraction. These may be of the following types :

Two Point (lap) Belt means a belt which passes across the front of the wearer’s pelvic
lap region and constructed so as to extend over the lap area from both extremities of the
lap and fixed at 2 points.
Three Point Belt means a belt which passes diagonally across the front of the chest from
the hip to the opposite shoulder and intended to constrain the wearer’s lap and upper body
and constructed so that a continuous belt is fixed to a fitting at its one end and its other
end, after passing over the passenger’s shoulder and then across his chest, extends over
his lap area after passing through slip guide and finally terminated at the fitting and
supported at three points.
Harness Belt means a belt which is essentially a combination of lap strap and diagonal
strap across the shoulder and chest.
Strap/Webbing means a flexible component designed to hold the body and transmit
stresses to the belt anchorages.
 6. Body block test
. Following tests are carried out in the event of any frontal collision:

a. Body Block Test:

TEST PROCEDURE a) Body Block Test: The Body block is positioned laterally in
relation to the plane of steering wheel. The centre line of Body block & Steering
wheel is aligned. The body block of mass 34 to 36 kg should travel at speed of 24
kmph.
The impactor shall strike the steering control at a velocity of 24.1 kmph.
JUDGING CRITERIA a) Body block test:
● The force acting horizontally and parallel to the longitudinal axis of the
vehicle applied to the body block by the steering control shall not exceed 11
111 N.
● After carrying out the impact test, the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to
increase the danger or severity of injuries to the driver.
● Small surface cracks and fissures shall be disregarded.

CAE a) Body block test:

● Observe energy balance, hourglass energy and sliding energy should be less than
agreeable limit. Observe contact condition between body block and steering wheel.
● Monitor Force V/s. Time and Force V/s. Displacement graph.
● Observe the plastic strains on steering wheel.

TEST PROCEDURE The lap body block is placed on seat cushion, whereas shoulder body
block is positioned by belt straps as shown fig. 5.0.2. The tractive force 0 0 shall be applied in
direction corresponding to seating position at an angle of 10 ± 5 . Table 5.0.3 shows the
magnitude of load which should be applied to shoulder body block and Lap body block. Full
application of load shall be achieved as rapidly as possible.
b) Head Form Test: While setting of the Head from, the plane of the steering control
shall be set up perpendicular to the direction of impact. Testing shall be carried out by
setting the steering control so that the axis of impactor is in line with following points
during each impact:
a) The center of the steering control boss.
b) The joint of stiffest or most supported spoke to the inner edge of the steering
control rim.
c) The mid-point of the shortest unsupported area of the steering control rim that does
not Include a spoke.
d) Any other ‘worst case’ position on the steering control, in the event that such a case
exists, as determined by the testing agency.
 JUDGING CRITERIA: b) Head form test:
● When the steering control is struck by an impactor released against this control
at a relative speed of 24.1 kmph, the deceleration of the impactor shall not
exceed 80 g cumulative for more than 3 milliseconds.
● The deceleration shall always be lower than 120 g with CFC 600 Hz. After
carrying out the impact test, the part of the steering control surface directed
towards the driver shall not present any sharp or rough edges likely to increase
the danger or severity of injuries to the driver.
● Small surface cracks and fissures shall be disregarded.

CAE: b) Head form test:

● Observe energy balance, hourglass energy and sliding energy should be less than
agreeable limit. Observe contact condition between head form and steering wheel.
● Monitor the time Vs. acceleration and displacement diagram.
● Observe the plastic strains on steering wheel.

7. Defrost & demist test:

a) Defrost:
i. “Defrosting” means the elimination of frost or ice covering the glazed surface
by the operation of the defrosting and demisting system or the melting of the
said frost or ice to such a degree that the windshield wipers can remove it or
the removal of the said frost or ice by the windshield wipers.
ii. “Defrosted area” means the area of the glazed surfaces having a dry surface or
covered with frost or ice that has been melted by the operation of the
defrosting system to such a degree that it can be removed by the windshield
wipers or the area of the glazed surface from which the said frost or ice has
been removed by the windshield wipers.

Test Procedure: Defrosting performance test

General test conditions:
(1) The test shall be conducted in a low-temperature test chamber that is large enough
to accommodate the test vehicle adequately and in which the chamber inner
temperature is maintained at − 8 ± 2°C. (This temperature shall be measured at a
point not affected by the heat emitted from the test vehicle.) However, the test
may be conducted in a test chamber whose temperature is maintained below the
specified temperature.
(2) A voltage may be applied by means of an external power supply device to the
input terminal of the blower motor of the test vehicle during the test. However,
the said voltage at the input terminal of the blower motor shall not exceed a
voltage that is obtained when the nominal rating.
(3) voltage is multiplied by 1.2. (3) When the frost or ice that covered the outside
face of the windshield glazed surface has melted during the test by means of the
 defrosting system, it is permissible to use the windshield wipers for the purpose
of removing such melted frost or ice.

Conditions of test vehicle:

(1) Except for the fresh air inlet and outlet ports of the defrosting system, all of those devices
of the test vehicle which can be opened or closed, such as the engine hood, doors, windows,
luggage compartment, sunroof, canvas top and side vents, shall be in a closed state. Of those
side windows at the driver’s seat and seats parallel thereto, however, two windows may be
opened, provided that the total height of the opened portions is within the upper limit of 25
mm.
(2) The controls related to the air conditioner of the test vehicle shall be set to the following
operating positions specified below:

● Defroster mode;
● Fresh air inlet or inner air recirculating mode;
● Maximum temperature;
● Maximum air flowrate.
(4) If a defroster, other than the air conditioning, is provided, the device concerned
shall be set to the operating position recommended by the manufacturer, etc.

Test procedure:
The test shall be conducted, following the procedure given below.

(1) Prior to the test, the outside face of the windshield of the test vehicle shall be cleaned and
dried so that no grease or foreign matter, etc. may remain on the glaze surface. (
2) Draw contours of the Zone A, a comparable zone of the windshield that is symmetrical
with the Zone A in respect of the longitudinal centre line of the vehicle and Zone B on the
inside face of the windshield.

3) The test vehicle, with the engine (the fuel cell system in the case of fuel cell vehicles.
Hereinafter referred to as the “power generation system”) stopped, shall be soaked in the low-
temperature test chamber whose temperature is kept at −8 ± 2°C for at least 10 hours.
However, if it is confirmed that the temperatures of the engine coolant and lubricant (the
engine coolant, cooling oil or coolant of the fuel cell stack in the case of fuel cell vehicles)
have stabilized at −8 ± 2°C, the soak time concerned may be shortened.

(4) Apply an even and thin layer of ice whose ice mass is 44 mg/cm2 per unit area over the
entire outside face of the windshield by means of a waterspray gun whose operating pressure
is 350 ± 20 kPa. In this case, the spray nozzle of the waterspray gun shall be so adjusted that
the maximum flowrate may be obtained. Furthermore, waterspray shall be applied from a
point at a distance of between 200 and 250 mm from the outside face of the windshield. As
regards a waterspray gun to be employed for the test, it shall have a nozzle of 1.7 mm
diameter and a liquid flowrate of 0.395r/min and capable of producing a spray pattern of
approximately 300 mm width on the glazed surface when sprayed at a distance of
approximately 200 mm from that surface, or it shall have an equivalent performance.
(5) Again, the test vehicle, with the power generation system stopped, shall be placed in the
low-temperature test chamber whose temperature is kept at −8 ± 2°C for 30 to 40 minutes.

(6) One or two inspectors shall enter the test vehicle and start the engine. (Here, the engine
shall be in an unloaded state.) However, this engine starting may be performed by applying a
voltage from the outside. In the case of fuel cell vehicles, either the fuel cell system is started
or, when the test is conducted without operating the fuel cell system, a voltage, which does
not exceed the voltage supplied during the normal running, is applied from the outside to the
electrical system of the heat source of the defroster. Furthermore, the cooling air velocity in
the test chamber shall be less than 2.2 m/s, when measured at a point approximately 300 mm
forward of the lower edge of the windshield of the test vehicle and approximately at the same
level as the mid-point of the windshield.
(7) After the elapse of 5 minutes after the engine has started, the revolution speed of the
engine shall not exceed a speed that is obtained when the engine speed at which the engine
concerned delivers the maximum output (hereinafter the maximum output revolution speed)
is multiplied by 0.5. (This provision shall not apply to fuel cell vehicles.) In this case, if the
test vehicle is equipped with an engine tachometer, the said tachometer may be used for the
measurement of the revolution speed of the engine.
(8) The inspector(s) shall draw the contour of the defrosted area on the inside face of the
windshield when 20 minutes, 25 minutes and 40 minutes respectively have elapsed after the
start of the power generation system or the start of the voltage application (hereinafter
referred to as the “start of the power generation system, etc.”). Furthermore, if all portions of
the Zone B are defrosted within 40 minutes after the start of the power generation system,
etc., the test may be terminated at this point.
(9) After completion of the test, measure the areas of portions that are in the defrosted areas
drawn and that are enclosed by the contours of the Zone A, the comparable zone of the
windshield that is symmetrical with the Zone A in respect of the longitudinal centre line of
the vehicle and Zone B in Item , respectively.

b). Demist:
i. Mist” means a film of minute water droplets which is formed when the water in the
air is condensed on the inside face of the glazed surface.

ii. “Demisting” means the elimination of the mist covering the inside face of the glaze
surface by the operation of the demisting system.
iii. “Demisted area” means the area of the glazed surfaces which has been
demisted by the operation of the demisting system.

Demisting performance test

General test conditions:

1. The test shall be conducted in a low-temperature test chamber that is large enough
to accommodate the test vehicle adequately and in which the chamber inner
 temperature can be maintained at − 3 ± 2°C during the test. (This temperature
shall be measured at a point not affected by the heat emitted from the test vehicle.)
However, the test may be conducted in a test chamber whose temperature is
maintained below the specified temperature.
2. A voltage may be applied by means of an external power supply device to the
input terminal of the blower motor of the test vehicle during the test. However, the
said voltage shall not exceed a voltage that is obtained when the nominal rating
voltage is multiplied by 1.2.

Conditions of test vehicle:

1. Except for the fresh air inlet and outlet ports of the demisting system, all of those
devices of the test vehicle which can be opened or closed, such as the engine hood,
doors, windows, luggage compartment, sunroof, canvas top and side vents, shall be in
a closed state. Of those side windows at the driver’s seat and seats parallel thereto,
however, two windows may be opened, provided that the total height of the opened
portions is within the upper limit of 25 mm.
2. The controls related to the air conditioner of the test vehicle shall be set to the
following operating positions specified below:
● Defroster mode;
● Fresh air inlet or inner air recirculating mode;
● Maximum temperature;
● Maximum air flowrate;
● Operation of the air conditioner stopped. However, cases where the operation
of the air conditioner is interlocked with the demisting mode shall be
excluded.
3. If a defroster, other than the air conditioning, is provided, the device concerned shall
be set to the operating position recommended by the manufacturer, etc

Test procedure:
The test shall be conducted, following the procedure given below.
(1) Prior to the test, the inside face of the windshield of the test vehicle shall be cleaned and
dried so that no grease or foreign matter, etc. may remain on the glaze surface.

(2) Draw contours of the Zones A and B on the outside face of the windshield.
(3) The test vehicle, with the power generation system stopped, shall be preconditioned in the
low-temperature test chamber whose temperature is kept at −3 ± 2 °C, until the engine
coolant and lubricant (the engine coolant, cooling oil or coolant of the fuel cell stack in the
case of fuel cell vehicles) have stabilized at the specified test temperature.

(4) Place a steam generator provided for in the “Annex, Steam Generator” (hereinafter referred
to as “the steam generator”) in such a way that its steam outlets in the longitudinal centre plane
may come at a point 580 ± 80 mm above the R-point of the driver’s seat and the distance
backward from the rear edge of the seatback of the driver’s seat adjusted to the design standard
angle may be 200 mm or less. Furthermore, in the case of a motor vehicle having three rows
or more of seats, another steam generator (hereinafter referred to as “the auxiliary steam
generator”) may be placed so that its steam outlets in the longitudinal centre plane may come
at a point 580 ± 80 mm above the R-point of the driver’s seat and at a point forward of the
centre of the outboard seat in the third row. However, if it is impossible to position the steam
generator or the auxiliary steam generator in the way described above because of the
construction of the test vehicle, they may be positioned in the nearest convenient location to
that prescribed above.
(5) Operate the steam generator so that the steam generating rate per unit time may become
{(70 ± 5) × (Riding capacity)} g/h. Furthermore, if the auxiliary steam generator is employed,
the steam generating rate per unit time from a steam generator other than the auxiliary steam
generator (hereinafter referred to as “the main steam generator”) shall be {(70 ± 5) × (Riding
capacity - Riding capacity of seats at the third and following rows)} g/h. Furthermore, the
steam generating rate per unit time from the auxiliary steam generator shall be {(70 ± 5) ×
(Riding capacity of seats at the third and following rows)} g/h.
(6) After the steam generator has been operating for 5 minutes, one or two inspectors shall
enter the test vehicle. After this time onward, the steam generating rate per unit time of the
steam generator shall be {(70 ± 5) × (Riding capacity - Number of inspectors)} g/h.
Furthermore, if the auxiliary steam generator is employed, the steam generating rate per unit
time from the main steam generator shall be {(70 ± 5) × (Riding capacity - Riding capacity of
seats at the third and following rows - Number of inspectors)} g/h. Furthermore, the steam
generating rate per unit time from the auxiliary steam generator shall be {(70 ± 5) × (Riding
capacity of seats at the third and following rows)} g/h.

(7) One minute after the inspector(s) have entered the test vehicle, start the engine. However,
this engine starting may be performed by applying a voltage from the outside. In the case of
fuel cell vehicles, either the fuel cell system is started or, when the test is conducted without
operating the fuel cell system, a voltage, which does not exceed the voltage supplied during
the normal running, is applied from the outside to the electrical system of the heat source of
the defroster. Furthermore, the cooling air velocity in the test chamber shall be less than 2.2
m/s, when measured at a point approximately 300 mm forward of the lower edge of the
windshield of the test vehicle and, approximately at the same level as the mid-point of the
windshield.
(8) The engine shall be in an unloaded state during the test. The revolution speed of the
engine shall not exceed a speed that is obtained when the maximum output revolution speed
is multiplied by 0.5. (This provision shall not apply to fuel cell vehicles.) In this case, if the
test vehicle is equipped with an engine tachometer, the said tachometer may be used for the
measurement of the revolution speed of the engine.
(9) Ten minutes after the start of the power generation system, etc. according to Item (7), the
inspector(s) shall draw the contour of the demisted area on the outside face of the windshield.
Furthermore, if all portions of the Zone B are demisted within 10 minutes after the start of the
power generation system, etc., the test may be terminated at this point. (10) After completion
of the test, measure the areas of portions that are in the demisted areas drawn in (9) and that
are enclosed by the contours of the Zones A and B in Item (2), respectively.

8. Hinge & latch test:

Latch test: Purpose: These tests are intended to establish minimum performance
requirements and test procedures for evaluating and testing vehicle door latch systems for
their ability to resist force loads in directions perpendicular to the latch face and parallel to
the latch face in the fork-bolt opening direction. For doors which open in a vertical direction,
the tests are intended to also establish minimum performance requirements and a test
procedure for evaluating the primary latch system in a direction orthogonal to the first two
directions. Primary door latch systems must demonstrate the ability to resist applicable force
loads in both the fully and secondary latched positions; auxiliary door latch systems, and
other door latch systems with only a fully-latched position, must demonstrate the ability to
resist force loads in directions perpendicular to the latch face and parallel to the latch face in
the fork-bolt opening direction at the levels specified for the fully latched position.
Test operation: i) Load test one

Equipment: Tensile testing fixture Fully latched position

Attach the test fixture to the mounting provisions of the latch and striker. Align in the
direction of engagement parallel to the linkage of the test fixture. Mount the test fixture with
the latch and striker in the fully latched position in the test machine.

Locate weights to apply a 900 N load tending to separate the latch and striker in the direction
of the door opening.
Apply the test load, in the direction specified in paragraph 6.1.1. of this Regulation and
Figure 3-4, at a rate not to exceed 5 mm/min until the required load has been achieved.
Record the maximum load achieved.
 1.
Secondary latched position
Attach the test fixture to the mounting provisions of the latch and striker. Align in the
direction of engagement parallel to the linkage of the test fixture. Mount the test fixture with
the latch and striker in the secondary latched position in the test machine.

Locate weights to apply a 900 N load tending to separate the latch and striker in the direction
of the door opening.
Apply the test load, in the direction specified in paragraph 6.1.1. of this Regulation and
Figure 3-4, at a rate not to exceed 5 mm/min until the required load has been achieved.
Record the maximum load achieved.

The test plate on which the door latch is mounted will have a striker cut-out configuration
similar to the environment in which the door latch will be mounted on normal vehicle doors.
Load test two
Equipment: Tensile testing fixture (see Figure 3-2). Procedures

Fully latched position

Attach the test fixture to the mounting provisions of the latch and striker. Mount the test
fixture with the latch and striker in the fully latched position in the test machine.

Apply the test load, in the direction specified in paragraph 6.1.2. of this Regulation and
Figure 3-4, at a rate not to exceed 5 mm/min until the required load has been achieved.
Record the maximum load achieved.
Secondary latched position
Attach the test fixture to the mounting provision of the latch and striker. Mount the test
fixture with the latch and striker in the secondary latched position in the test machine.
Apply the test load, in the direction specified in paragraph 6.1.2. of this Regulation and
Figure 3-4, at a rate not to exceed 5 mm/min until the required load has been achieved.
Record the maximum load achieved.

Load test three (For doors that open in a vertical direction)

Equipment: Tensile testing fixture (see Figure 3-3). Procedure
Attach the test fixture to the mounting provisions of the latch and striker. Mount the test
fixture with the latch and striker in the fully latched position in the test machine.
Apply the test load, in the direction specified in paragraph 6.1.3. of this Regulation and
Figure 3-4, at a rate not to exceed 5 mm/min until the required load has been achieved.
Record the maximum load achieve.

1.

● Hinge test:
Purpose: These tests are conducted to determine the ability of the vehicle hinge system to
withstand test loads: (a) In the longitudinal and transversal directions and, in addition; (b)
For doors that open in a vertical direction, vertical vehicle direction.

Test procedure: Multiple hinge system: Longitudinal load test

Equipment: Tensile testing fixture.A typical static test fixture is illustrated in Figure 5-1.

Procedure
Attach the hinge system to the mounting provision of the test fixture. Hinge attitude must
simulate vehicle position (door fully closed) relative to the hinge centreline. For test
purposes, the distance between the extreme ends of one hinge in the system to the extreme
end of another hinge in the system is to be set at 406 4 mm. The load is to be applied
equidistant between the linear centre of the engaged portions of the hinge pin and through the
centreline of the hinge pin in the longitudinal vehicle direction. (see Figure 5-2).
Apply the test load at a rate not to exceed 5 mm/min until the required load has been
achieved. Failure consists of a separation of either hinge. Record the maximum load
achieved.
Transverse load test

Equipment
Tensile testing fixture.

A typical static test fixture is illustrated in Figure 5-1.

Procedure
Attach the hinge system to the mounting provisions of the test fixture. Hinge attitude must
simulate vehicle position (door fully closed) relative to the hinge centreline. For test
purposes, the distance between the extreme ends of one hinge in the system to the extreme
opposite end of another hinge in the system is to be set at 406 4 mm. The load is to be
applied equidistant between the linear centre of the engaged portions of the hinge pins and
through the centreline of the hinge pin in the transverse vehicle direction. (see Figure 5-2

the required load is achieved. Failure consists of a separation of either hinge. Record the
maximum load achieved.
2.3. For piano-type hinges, the hinge spacing requirements are not applicable and
arrangement of the test fixture is altered so that the test forces are applied to the complete
hinge

9. Tyre& wheel rim test:

General requirements:
The wheel rim shall have a smooth contour free from sharp edges on the tyre side.
The valve hole edges on the wheel rims shall be free from burrs.

Tests- Following two tests shall be carried out on wheel rims a) Dynamic cornering fatigue
test, and ; b) Dynamic radial fatigue test
Dynamic Cornering Fatigue Test (CFT)

Equipment- The test machine shall have a driven rotatable device whereby either the wheel
rim rotates under the influence of a stationary bending moment or the wheel rim is stationary
and is subjected to a rotating bending moment (see Fig 1)
 ●
Procedure
Preparation- The rim flange of the wheel rim shall be clamped securely to the test fixture.
The face by which the wheel centre is supported on the testing machine shall have the same
fixation characteristics as the face of the hub used on the vehicle. If a tyre and wheel
assembly is used as a combination for the test, the tyre pressure shall be higher for clamping
purposes. The load arm and adapter assembly shall be attached to the mounting surface of the
wheel using non-lubricated studs and nuts (or bolts), in good condition, representative of
those used on the vehicle. These wheel nuts (or bolts) shall be tightened at the beginning of
the test to the vehicle/wheel manufacturer’s specified torque values. Wheel bolts or nuts may
be retorqued once during the test. Tightening torque shall not fall below 50 percent of its
initial value when the minimum load cycle number has been attained. The bending moment
shall be maintained within ± 2.5 percent. In the final clamped position, the wheel shall be
concentric to the rotating device within 0.25 mm Max (TIR) at the point of loading in the
unloaded condition.
Bending moment- To impart a bending moment to the wheel rim, a force may be applied
either perpendicular or parallel to the plane of the mounting surface of the wheel at a
specified distance (moment arm).
Bending moment determination- The bending moment M (force x moment arm) in newton
metres, is determined from the formula
M = (R.μ + d) F x S
Where
R = Maximum static loaded radius in metres for which wheel rim is designed;

μ = Assumed coefficient of friction developed between tyre and road;

d = Inset or Outset of the wheel rim in metres;

F = Maximum design load of wheel rim in Newtons (N);

S = Accelerated test factor

values of μ and S,
Failure criteria

a) Inability of the wheel rim to sustain load

b) A fatigue crack penetrating through a section of the wheel rim

c) The wheel rim shall withstand a minimum of 18000 load cycles without failure.

Dynamic Radial Fatigue Test (RFT)

Equipment- The test machine shall be equipped with a means of imparting a constant radial
load only as the wheel rim rotates. The suggested equipment incorporates a driven rotatable
drum set which presents a smooth surface wider than the loaded test tyre section width. The
diameter of the drum is 1700 mm with tolerance of + 1%. ( see Fig 2).
Procedure- The tyre selected for this wheel rim test shall be representative of the maximum
size and type specified by the vehicle/wheel rim manufacturer or at the discretion of the
testing agency. The recommended cold inflation pressure of the tyre will be equal or higher
than the maximum recommended Inflation Pressure.

There will be a slight increase in pressure during the test. This increase is normal and no
adjustment is necessary. The loading system shall maintain the specified load within ± 2.5
percent.

Radial load determination- The radial load Fr, in newtons, is determined as follows:
Fr =FvxK
Where

Fv = Maximum design load of wheel rim in newtons (N)and K = Accelerated test factor.
Note- For values of K, see Annex A

Failure criteria
a)Inability of wheel rim to sustain load

b)A fatigue crack penetrating through a section of the wheel rim

c) The wheel rim shall withstand a minimum of 400000 test cycles without failure.
10. TYPE AND DEFINITION FOR VEHICLE GLASS
a. Laminated Glass: Means glazing consisting of two of more layers of glass held together
by one or more
inter-layers of plastic material.

b. Toughened glass: Means glazing consisting of a single layer of glass which has been
subjected to special treatment to increase its mechanical strength and to condition its
fragmentation after shattering.

c. Double Glazing: Double-glazed unit means an assembly of two panes permanently

assembled in manufacture and separated by a gap.
d. Glass-plastic Combination Glass: Glass-plastic means glazing consisting of any glazing
material which comprises one layer of glass and one or more layers of plastic in which a
plastic surface of the product faces the inner side.

e. Original Glass: This is the glass pane before the process to make safe glass for vehicle.
f. Ceramic-printed Toughened Glass: This is the toughened glass which has been
toughened after ceramic

printing.

BALL DROP IMPACT STRENGTH TEST FOR GLASSES

a. Test Purpose

The purpose is to investigate what result comes out when ceramic-printed toughened glass is
tested for GTR No. 6 and to compare the impact strength of ceramic-printed toughened glass
and original glass.
b. 227 g Ball Drop Test

• Test equipment - Steel ball:

Hardened-steel ball with a mass of 227 g 2 g and a diameter of approximately 38 .

- Support for ball tests: Supporting fixture, such as that shown in Figure 1, composed of steel
frames, with machined borders 15 mm wide, fitting one over the other and faced with rubber
gaskets 3 mm thick and 15 mm wide and of hardness 50 ±10 International Rubber Hardness
Degree (IRHD).

The lower frame rests on a steel box 150 mm high. The test piece is held in place by the
upper frame, the mass of which is 3 kg. The supporting frame is welded onto a sheet of steel
12 mm thick resting on the floor with an interposed sheet of rubber 3 mm thick and of
hardness 50 ± 10 IRHD.
Figure 1 shows the supporting fixture used for the test and Figure 2 shows the whole device
for the ball drop test.

Test piece
- The test piece is manufactured flat, with a size of 300 300 .

- The thickness of the test piece, which is used for panoramic sunroofs, is 4 0.2 .
- Type of test piece: Three type of toughened glass, ceramic-printed toughened glass, and
original

glass from five manufactures. The test piece are marked A, B, C, D, and E.

Test 1
- Test method: Test according to GTR No. 6
- Procedure
When a 227 g ball drop test is conducted at a height of 2.0 m ± 50 , the test piece shall not
break.
Six test pieces shall be tested and at least five shall meet the requirements.
- Result of Test 1
Test 2
- Test method: A 227 g ball is dropped every 20 from a higher position starting at 1 m till the
test piece is broken. When the test piece is broken, the same test piece is tested at the same
height.
- Procedure: When two sheets are damaged at the same height in a row, the height at which
test pieces broken shall be taken.

- Result of Test 2.

As shown in Figure 3, original glass was damaged at an average ball drop height of 3 m.
while toughened glass was not damaged at a ball drop height of 10 m. However, ceramic-
printed toughened glass was damaged at an average height of 1.4 m. Also, the damage height
of ceramic- printed toughened glass is lower than the damage height of original glass,
showing vulnerability to external impact strength.
Ceramic-printed toughened glass does not meet the feature of toughened glass defined in
GTR No. 6 in terms of strength.