Infant restraints : An investigation of some current systems and proposals for amendments to ECE-Regulation 44. ( Skyddsanordningar för spädbarn: En undersöking av några befintliga system och förslag till tillägg till ECE-Reglemente 44)

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Nr 356A 0 1983 Statens véig- och traiikinstitut (VTI) 0 581 01 Linkoping

ISSN 0347-6049 Swedish Road and Traffic Research Institute 0 8-581 01 Linkoping 0 Sweden

Infant restraints

An investigation of some current systems

and proposals for amendments to ECE-Regulation 44

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PREFACE

The project described in this report has been spons-ored mainly by the Swedish Road Safety Office and partly by different manufacturers.

Impact sled testing was carried out by Helge Lofroth, Sune Klaesson and Christer Lonn. Preparation of the report was made by Christina Ruthger.

The proposed amendments in Annex I are based on a cooperation between the representatives of the

Federal Republic of Germany and Sweden in the ad hoc group of GRDP working with amendments to Regulation 44.

The contents of this report refer strictly to the pro-ducts as investigated. This report is not a certifi cation and the Institute provides no assurance, either expressed or implied concerning the products.

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CONTENTS Page

SUMMARY

I»

SAMMANFATTNING

II

1 INTRODUCTION

'

1

2 TEST PROCEDURES 2 3 TEST RESULTS 4

3.1 Devices for restraining a standard carry-cot 4

Devices with special carry cots 20

Infant carriers 39

3.4 Rearward facing child seats 52

4 DISCUSSION 65 4.1 Amendments to Regulation 44 65 4.1.1 Standard carry-cot . 65 4.1.2 Emergency release 66 4.1.3 Load distribution 66 4.1.4 Energy absorption 66 4.1.5 Dummy accelerations 67 4.1.5.1 Head acceleration 68 4.1.5.2 Chest acceleration 68 4.1.6 Displacement 69 4.1.7 Test manikins 70 4.2 Secondary objectives 71 REFERENCES 72 ANNEX

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INFANT RESTRAINTS

An investigation of some current systems and proposals for amendments to ECE Regulation 44

by

Thomas Turbell

National Swedish Road and Traffic Research Institute

5-581 01 LINKOPING Sweden

SUMMARY

In order to investigate the possibilities to amend ECE-Regulation 44 to cover also infants a series of 32 crash tests were made with 16 different infant

restraint systems. A general conclusion from the

tests of existing devices is that the protection per formance is very poor for most of the devices.

The test procedures in Reg. 44 were used and were found to be applicable to this age group with minor changes. The present requirements in Reg. 44 may how ever be too restrictive since almost every device failed to meet one or more requirements. Reasonable compromises between safety aspects and field experi ence with some of the systems are discussed in the report and proposals for amendments are made.

The experience gained from the tests has made it possible to recommend some systems and to produce

information for the consumers. This has resulted in an increase of the use of proper infant restraints in Sweden from 0% to approx 10% in one year. Several manufacturers have started to develop new systems based on the preliminary results of this project. The project was sponsored by the Swedish Road Safety Office.

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II

SKYDDSANORDNINGAR FoR SPADBARN

En undersokning av nagra befintliga system och for-slag till tillagg till ECE-Reglemente 44

av

Thomas Turbell

Statens vag- och trafikinstitut

581 01

LINKoPING

Sweden

SAMMANFATTNING

For att undersoka mojligheterna att andra ECE-Reglemente 44 till att omfatta aven skyddsanord ningar for spadbarn bar 32 kollisionsprovningar genomforts med l6 olika anordningar.

En generell slutsats blev att de flesta befintliga

anordningar pa varldsmarknaden ger ett mycket da

ligt skydd.

Provningsmetoderna i Reglemente 44 anvandes och be-fanns vara tillampliga Samar som pa ett par punkter. Nuvarande krav i Reglemente 44 torde emellertid vara for stranga eftersom praktiskt taget varje skydds-anordning skulle bli underkand pa en eller flera punkter. Rimliga kompromisser mellan sakerhetsaspek-ter och anvandnings-och olyckserfarenhesakerhetsaspek-ter med nagra av systemen diskuteras i rapporten och forslag till andringar av Reglementet redovisas.

Erfarenheterna fran forsoksserien har gjort det mojligt att rekommendera vissa system och att med verka till att information spridits till allman-heten. Detta har medfort att anvandningen av ade-kvata skyddsanordningar for spadbarn i Sverige har

okat Eran 0% till ca 10% det senaste aret. Flera

tillverkare har borjat utveckla nya system baserade

pa de preliminara resultaten fran detta projekt.

Projektet har utforts pa uppdrag av

Trafiksaker-hetsverket.

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1 INTRODUCTION

The introduction of booster seats in Sweden a couple of years ago meant that all age-groups of car pass-engers except infants had access to a proper

restraint system. The small children had since a long time used the rearward facing child seats and the teenagers have been recommended to use the adult belt. Thus the only remaining group was the infants.

In 1982 the interest started to grow fromconsumers,

manufacturers, importers and organisations. The

Swedish Road Safety Office ordered this investiga

tion with the following main objective:

To propose amendments to ECE Regulation 44 /1/ regarding the introduction of infant restraints in this Regulation which at present covers children with a lowest weight of 9 kg.

One investigation regarding the possibility of decreasing the debutant age for the conventional rearward facing seats was made in 1981 and it shows that it seems to be possible to start with these systems as early as after 6 weeks /2/.

Since the method to be used involved a lot of testing with existing products the knowledge and experiences from these tests could also be used for the following secondary objectives:

To propose suitable products to be used until the time-consuming procedure of amending Regulation 44

was finished.

To encourage manufacturers and importers so that proper infant restraint systems would become

avail-able on the Swedish market.

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- To inform the public about these new systems.

. The project started in March 1982 with the

collec-tion of interesting available systems worldwide. From June 1982 until March 1983 a total number of 32 tests were made with 16 different systems. Many of these tests were made for manufacturers who respond-ed to a preliminary report in July 1982 and wantrespond-ed to have modifications to their systems tested. With the agreement of the manufacturers some of these tests with prototypes and modified systems are included in this report.

2 TEST PROCEDURES

The dynamic test prescribed in Reg. 44, p. 8.1.3 was used in all tests. No rear impact tests were done.

Additional to the measurements in Reg. 44 was:

The Chest Severity Index CSI was calculated as

follows _

300 ms

CSI = /r 32,5 dt

0

where a is the resultant chest acceleration in

g-units

- The head acceleration and Head Injury Criteria HIC

was calculated as follows

I """ 5 _2,5 1

t2

HIC = t t

adt

(t2

ts

2 1

-t1

i

where a is the resultant head acceleration in g-units and t1 and t2 any two moments during the dynamic

test.

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This is the same criteria as in the American regula

tion FMUSS 213 /3/.

- The test pulse for the trolley was a little differ ent from the pulse prescribed in annex 7 to the Regulation. Figure 1 shows a typical pulse and it can be noted that the onset is a little steeper than allowed but on the other hand the mean level is low. This pulse will give stopping distances of

45 50 cm. This difference is not considered to

give any significant changes in the results of this report. U7 8 L 1 L Jr_ L 1__ L in j? TL TL TL % I { T T T 3 i I i i i l _+_ E_l i_i 3_: 3_g i 5 i f 5 1 a_* _TiZ i₂ ₃ ,L_E i i g ( .

i1

,

i

;

a

:-§

;

i annih f - , ' ; f 2 4 . s . H q i s I . _M-.. _' 3" "% 3V K

_{g \}

7

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a

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Figure 1 Typical trolley deceleration pulse VTI MEDDELANDE 356A

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3 RESULTS

3.lv Devices for restraining a standard carry-cot

Four systems of this category were tested. A special problem with this type of device is the construction of the carrycot which can have a big influence on the result. For these tests typical carrycots from the Swedish market were used. Another problem relat ed to the test procedure is the amount of slack that should be available between the dummy and the side wall of the carrycot. In these tests the worst case was simulated i. e. where there is a maximum slack inside the carrycot.

Comments

One system (Test B 72) was so weak that no further

comments are necessary. Another system failed at the

first test (B 76) and tilted in an unsatisfactory manner in the second test (B 78).

Of the remaining system the "classical" version (B-77) with two straps around the carrycot showed very high accelerations in the dummy when it hit the side-wall of the carrycot. The last system (B-75) with the frame, extra padding, a horizontal belt around the carrycot and a net over it showed rather low acce-lerations but the excursion is beyond the Reg. 44

limits.

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V T I M E D D E L A N D E 3 5 6 A RESTRAINT:

Name: KLIPPAN BABY

Manufacturer: Ottosson Klippan Team AB Sweden

Type: Frame and net anchored by standard belts

TEST RESULTS: Test no:... Date:... Dummy:... Impact speed:. Stopping dist: Head acceleration Max resultantz... HIC:... Chest acceleration Vertical>30 g: Resultant>50 g: CSI:... Displacement Horizontal:... Vertical:... B75 820528 2 P3/4 50.8 kmph 45 cm 78 g 381 0.0 ms(3.0) 0.5 ms(3,0) 272 73 cm(55) 30 cm(80) COMMENTS:

This device consists of a frame, a net and padded walls. It can be used with most standard carrycots. The test results are good but obviously they depend on the type

of carrycot used.

The model now in production has a stronger frame that will reduce the displacement.

()=

Figure 2 Summary of test B75

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VTI MEDDELANDE 356

£11;

g ur e 3 P h o t o g r a p h s f r o m t e s t B 7 5 WM?» "\ 3 W v-fé

3x.

**§{;L

y...;:;;:«-

uni?nu

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V T I M E D D E L A N D E 3 5 6 A HEAD DATA g "" ' 'I' ' "IMW TL'"T TM W T " T " In w j j T I 6 8 8 2 BI V T

6:

i T Y x T I 3 5 3 2 ET &i I I I as $2 at mg ' 3 3 5 _ ; Figure 4 B75 Measurements 5j" vv 2B0 HAX.[§ 54 A L" f v-I. W \w< vvtV. . Vf'xrthMXtM MAX.G 2B A .MAX.G 78 H I: C t. .I. l; 2 381 60 110 .A. 1 from test B75 Hm CHEST DATA S "W T f "'"T" I '1 " T "'T " T'P'MTM ' " r '" MAX.G ~14 MS ABOVE BUG . 4 l

MAX.G 52 M9 ABOVE 580 0.5 CSI 272W T as we at e? '8 38 .;

Z 130 208 MS

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V T I M E D D E L A N D E 3 5 6 A RESTRAINT: Name: Manufacturer:

KANGOL CARRYCOT RESTRAINT

Kangol Magnet Ltd. England

Type: Straps for anchoring a standard carrycot

TEST RESULTS: Test no:... Date:... Dummy:... Impact speed:. Stopping dist: Head acceleration Max resultant:... HIC:... Chest acceleration Vertical>30 g: Resultant>50 9: CSI:... Displacement Horizontal:... Vertical:... B77 820602~l P3/4 50.7 kmph 45 cm

114 g

931

0.0 ms(3.0) 20.0 ms(3.0) 1133 65cm(55) 35 cm(80) COMMENTS:

This device consists of straps used to anchor a standard carrycot. The results show high accelera-tions in the head and chest. Rollover protection is not good on this type of devices. Figure 6 shows that sharp objects may protrude from standard carrycots

when restrained like this.

()=

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9 exnbtg LLg 1531 mox; sqdelboqoqd 0 m m m a Z n g s z H B >

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V T I M E D D E L A N D E 3 5 6 A B77 _ B77

HEAD DATA

CHEST DATA

53 I I I r 1* I I I 1 r I r E} r I I r r I I I ' r I I r nmawv p. Iaamm umxmn ~ ' I wcam T I MAX.G 08 -a: BI 03 m I as éa at I @ x: _J ' Q x: _J I T I MAX.G 1m7 1 109 I f 7 as ~a a at 6% I >-_:

_H

as

aé

81 m

j i >-.J 1 1 I G 29% ABOVE 306 Z. T a s B E 91 B E 8 2 GT TVI f I 6 NJ ' ~ I Q 3 T h4 _J _~ I I 7 I

as

$2

at

a;

55 E3 t§_ 4 7

as

22 at

a

'E E3 E5 ._

8

Figure 7 Measurements from test B77

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Name: HYLTE BABY

Manufacturer: Hallgrens Industri AB Sweden

Type: Straps and internal frame for standard carrycots

TEST RESULTS. Test no:... Date:... Dummy:... Impact speed:.... Stopping dist:... Head acceleration Max resultant:... IiIC: ... ... ... .... Chest acceleration Vertical>30 g:... Resultant>50 g:.. CSI:... Displacement Horizontal:... Vertical:... B76 820528~3 P3/4 48.9 kmph 45 cm 57 g 276 0.0 ms(3.0) 0.0 ms(3.0) 196 - cm(55) ~ cm(80) COMMENTS:

This device consists of an internal frame with

sidewalls placed in a standard carrycot. This

assembly is anchored by two straps around it. In this first test one of the anchoring plates broke. This was changed and a new test (B78) was done.

( ) = Maximum values

in the present ECE Regulation No 44

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9L3 qseq mox; sqdexbonoqa

NF 0m m M Q Z ¢H M Q Q M Z H B >

(19)

V T I M E D D E L A N D E 3 5 6 A 3.! i I { ~ B76

HEAD DATA _{CHEST DATA}

8 ? r: I ' T ' T I r I r r l r E} I I I I I r I I r I I' F 1 I umam7 _a T me 153 ~ ~ Isa m' a I (it man _:5): B76 . . f T MAX.G ~33 ' 73 MAX.G ~23 I l. I as 62 BI -1 »; a2-$2 at _l

é

><__

2

f~\§ I. _ I 9 8 I l I G E 8 2 BI Z

.3

1

>_ J I 7 6 2 BI d >. I v I I MAX.G 27~ MS ABOVE 306 B. I B E 8 2 61 I P4 I X B E 0 2 BI Pd I 3 .J

_I

T i

MAX.G 57 HIC ' t1 t2 (6 * MAX.G 4B~ 276 72 158 _a _[U {K MS ABOVE 508 0.8 ~ C81 196" I e as 62 01 9% 8 38 I V\ w~ u\rx~fvx/VN ' m_a 1' 1' "T" ""1"V-_1mma w ""T""""" ~T" """T W' T'w'w m'w T "'"" T' ~ T"" "T" a .W_.* I r 1 v1 I 1 I 1 I 1 I I 202 MS a 19g 200 M5

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Name: HYLTE BABY

Manufacturer: Hallgrens Industri AB Sweden

Type: Straps and internal frame for standard carrycots TEST RESULTS: Test no:... Date:... Dummy:... Impact speed:.... Stopping dist:... Head acceleration Max resultantz... HIC:... Chest acceleration Vertical>30 g:... Resultant>50 g:.. CSI:... Displacement Horizontal:... Vertical:... B78 820602-2 P3/4 50.7 kmph 44 cm 70 g 474 2.0 ms(3.0) 9.0 ms(3.0) 515 98 cm(55) 3O cm(80) COMMENTS:

This is the same device as in test B77 but with a stronger anchoring plate.

During the impact the device tilted forward and almost let the dummy become airborne.

NOTE:

Only a small number of this device has been sold

in Sweden and the production was stopped in 1982.

( ) = Maximum values in the present ECE Regulation No 44

Figure ll Summary of test B78

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V T I M E D D E L A N D E 3 5 6

Figure 12 _{Photographs from test B78}

(22)

V T I M E D D E L A N D E 3 5 6 A 878 ' B78

HEAD DATA CHEST DATA

8 I I » I S r I _ I I - I I I I I I I I 180 0487 150 9491 - h- II- n -CFC _ 07!: am I 7 I 0) ¢ I (3 >3 < Z I E S 8 2 ET

e

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I)

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N I 62 I MAX.G I I l 3 2 BI BI

>-.

J

_31a

>-_

J

_I

I .1 I I I A \ p I I Ap » T

'MAX.G 414

MS ABOVE ans 2.B_I

MAX.G 65 I I 0 8 8 2 QT 3 8 D Z ET 1 P4 I LI I l

2%

AI _J

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I I I T T. I I I MAX.G 7B HIC t1 t2 I

VMAN\\

474 as 139

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I

II

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Name: KUTINGEN

Manufacturer:

Type: Strap for standard carrycot

F:a Karlsson & Winroth Sweden

TEST RESULTS. Test no:... Date:... Dummy:... Impact speed:. Stopping dist: Head acceleration Max resultant:... HIC:... Chest acceleration Vertical>30 g: Resultant>50 9: CSI:... Displacement Horizontal:... Vertical:... BB2 820604-2 P3/4 50.6 kmph 45 cm 56 g 213 0.0 ms(3.0) 0.0 ms(3.0) 216 - cm(55) - cm(80) COMMENTS:

This device has been available in Sweden for a couple

of years and consiSts of a strap with a plastic buckle

and a small padding. The strap is supposed to be

anchored by the (loose?) seat cushion.

In the dynamic test the plastic buckle failed at an early stage of the impact.

NOTE:

It is not known if this device is still sold.

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(25)

VT PI M E D D E L A N D E 3 5 6 A 332 HEAD DATA E! I I. I r ' 1 v T r r* I I r 38 T r I I * r I 8 2 BI ? >< _J T T T 7 B S 3 2 at

a}.

>-.J I I f I 2 8 8 2 at 3 P4 I B ! V F

T iMAx.c 56 f 4 IIIC t1 t2 76 17a as $9 at a '8 3H __ U)I S S N S d E

$3.6 "'47 d ("\I

see

CHEST DATA E] r I I L < 1 I r I I Ii I I T D W 4 r I >. j 88 22 HI 0! I

.J

₁₉ I W MAX.G 174

ms ABOVE sac u.n

F 2 8 B B DI T Pd I Q .J I 46'1 j T 88 62 BI B:_I _I 8 38 .1

(26)

20

3.2 Devices with special carry-cots

The common feature of the systems in this group is I that they consist of a hard shell anchored to the

vehicle. The infant is contained in the shell by a

"jacket"-type device. The inside of the shell in some cases has a padding. The problem of slack in the test described in the previous chapter applies also to these systems.

Comments

The most obvious problem with the systems in this group is the internal impact of the infant into the hard sidewall. Some reductions can be made by

installing more padding material and reducing the slack as in test B89. Another interesting observa tion is that the devices in tests B72, 73, 8l, 85 and 89 which are marketed as "swinger" devices that

should swing up and protect the child via the bottom

if the shell did not work that way. They tilted up

900, but that occurred at a late stage of the impact

when the great forces on the infant were over. This phenomenon has also been reported from Australia /7/.

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Name: TAKATA BABY GUARDIAN

Manufacturer: Takata Kojyo Co. Ltd. Japan

Type: Special carrycot anchored to the standard seat belt

TEST RESULTS: Test no:... Date:... Dummy:...

Impact speed:..

Stopping dist:. Head acceleration Max resultantz... HIC:... Chest acceleration Vertical>30 gz. Resultant>50 g: CSI:... Displacement Horizontal:.... Vertical:... B74 820528-1 P3/4 50.5 kmph 45 cm 147 g 578 0.0 ms(3.0) 23.5 ms(3.0) 988 58 cm(55) 50 cm(80) COMMENTS:

This carrycot consists of a hard plastic shell with

interior padding and a "jacket" harness for the infant

It is anchored to a standard seatbelt. In the test

there was a rather severe impact into the sidewall where a "window" occupies a large space in the padded area. The attachment points were almost broken.

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8L elanJ

VLH 1881 mox; sqdelboaoqd mm wm m M D Z < A M D D M Z H E >

(29)

V T I M E D D E L A N D E 3 5 6 A B74 HEAD DATA 9 l I I l I I""""T""'1 "T M"V'MNT'n"WI-"""TH" m MAX.G 147 * T I as 32 BI a; i S EB _;

B 27 CHEST DATA 9 ~ WWI 1" T m T I I i I "r" T T- ""r'M [80 04W CM: 150 '1 CF": 390 E -J 25 a2 21 a; >-_J r T T 0 8 5 2 BI j T T

MAX.G 21" MS ABOVE 308 B. MAX.G 96+

as

32 at

a?

'5 38 _; .1

sac 23,5 998* A _-_,.___rv_e.-__r-. W 1 0 18% ZEE MS 213

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Name: BABY SWINGER

Manufacturer: PEG Federal Republic of Germany

Type: Special carrycot anchored by straps

TEST RESULTS: Test no:... Date:... Dummy:... Impact speed:. Stopping dist: Head acceleration Max resultantz... HIC:... Chest acceleration Vertical>30 g:.. Resultant>50 g: CSI:... Displacement Horizontal:... Vertical:... B72 820527 2 P3/4 50.4 kmph 45 cm 167 g 1413 0.0 ms(3.0) 8.0 ms(3.0) 707 - cm(55) - cm(80) COMMENTS:

This device consists of a hard shell with a minimum

of padding. It is anchored by a special lap-belt.

The infant is restrained by a "jacket" harness. In this test one anchoring strap broke.

()=

Figure 20 Summary of

Maximum values

test B72

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<.H.H ZmUUmeZUm mm Mw. .uv M a .1 ¢ 5. Zack. P h o to g r a p h s fro m t e s t B72 F i gur e 21

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V T I M E D D E L A N D E 3 5 6 A 72

-HEAD DATA CHEST DATA

53 r* I I I r I I I I I I r 53 " r I I I I I I I r I_ « Tw-wrumnm3 ° " : moaun B72 CFC 1m CFC 3m r V I MAX.G ~103 I (3 7 T 28 32 BI ! I

i

I

>< _J I T I 3 8

1 MAX. G 133 MAX. G ~132 T I 22 at m

>-__

l

MAX.G 82 MAX.G 23

I I MS ABOVE sac [maj

I I B E 2 2 B I N r} I l

21 N

J

I I MAX.G 167 HIC t1 t24 \ 1413 68 82 WV M~M J¢M¥I -¥JWMVAAI I I 'I I 1 I I I I I I ' l' M 9 12m 200 MS MAX. G 138 "1 MS ABOVE 593 9.0 AmMIWHnW/wawhf CSI 7m7 , 7 as 2% at a '8 38 ._

as 32 at a; r" I I _I. I T I i . " G 's aa ._.% _..-. r__._,._.r -2 . rm.-. .I M. Tm . 1 El?! 290 MS

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Name: BABY SWINGER g

Manufacturer: PEG Federal Republic of Germany

Type: Special carrycot anchored by straps

TEST RESULTS: Test no:... B73 Date:... 820527-3 Dummy:... P3/4 50.4 kmph 45 cm COMMENTS:

This is the same type of device as in test B72. In this test the same failure of a strap occured and the "jacket" was almost torn loose.

Impact speed:.... Stopping dist:... Head acceleration ₂₇ Max resultantz... 157 g HIC:... 1381 Chest acceleration Vertical>30 g:... 1.0 ms(3.0) 5.5 ms(3.0) CSI:... 754 Resultant>50 g:.. Displacement Horizontal:... ~ cm(55) Vertical:..., cm(80)

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vz BIHBIJ {LS 1881 m01; sngxboqoqd mm Mrw: WM,w . "awn-1. r wm m H D Z < Q M Q Q H E H B >

(35)

V T I M E D D E L A N D E 3 5 6 A 873 HEAD DATA 9 l l T l I I T "1" MW Tm T "W" 7 q T " " 1m 0487 0 6 13 r r MAX.G ~1 3 T 1 G E 8 2 BI j I

5

t I 1

q

X __J 7 MAX.C "133 " I * T 0 8 3 2 BI _r

3

W a! >-_J

_{.. W»}

l

I MA .8 157 HIC t1 t2" . WA.prij \p 1381 7m 78d \ A/\. J - ~' LAJAWN'V =1" \f * In , I as Be at a: ' 5 3 8 , ' a 1

.J

_i '7 _{._T- ._ I} _{.pe.r._u _.r. n_.1.mv.m-1..,} _{.0- . . T_l.hev1 ... N1 . u .mn.«_} 108 29 MS

B73 CHEST DATA g I I ""I l l T l r I I 1 " I " "' I80 048" CFC

SJ

-MAX.G 51 4 0 2 BI I >< i 3 i _l j

zé me MAX.G ~128 4 I BI m ) MAX.G 32 MS ABOVE 3H8 1.9 1 l T I j T I B E 8 2 at _i 7 MAX.G 134 MS ABOVE 598 5.5

C51 754 T X as $2 at B7 '8 35 _; i 0 18B 200 MS 259

(36)

V T I M E D D E L A N D E 3 5 6 A

RESTRAIMT:

Name: BABY SWINGER

Manufacturer: PEG Type:

Federal Republic of Germany

TEST RESULTS: Test no:... Date:... Dummy:... Impact speed:.... Stopping dist:... Head acceleration Max resultant:... HIC:... Chest acceleration Vertical>30 g:... Resultant>50 g:.. CSI:... Displacement Horizontal:... Vertical:... B81 820604 1 P3/4 50.4 kmph 45 cm 146 g 1297 1.0 ms(3.0) ll.5 ms(3.0) 958 60 cm(55) 60 cm(80) COMMENTS:

In this third test with the same type of system as in B72 and B73 the anchoring straps were exchanged to

a standard seat belt webbing. The intended "swing" of the system did not occur until the rebound. The

"jacket" was torn loose and the head and chest impact values were rather high.

Figure 26 Summary of test 881

(37)

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(38)

V T I M E D D E L A N D E 3 5 6 A 881 ₈₈₁

HEAD DATA _{CHEST DATA}

9 I I l I' I? If; I r I r I l g f I I I I T r I I A T f r _ moon" - A ~ um wt_umxal ~ '

«:4 u % l AX.G 119 1 MAX.G 52 M I 8 8 3 2 31 I B E 3 2 Z! r j g I T >< .J ' f i t L > {f I g f I q as 62 >< _J MAX.C "102 ' M MAX.G 133 H cm I as 3% at a! I I at a? > -i > -_ J

_J

r I 1 j _ MAX.G ~3 _MAX.G _~34 Ms ABOVE sac 1.0 I B E 3 2 at

_;:

:2

I B E 8 2 BI I r a I r c B a s 8 2 BI B! N _ J ' S E E I T I i I m m 8 5 «n m J E D = ID ; v . H i u b~ . 0) X 0 0 1 7 ( H I -u . =2 2-.

é

h4 _J 1 MAX.G 135 MS ABOVE 506 11,5. C81 958 V nmrIVVVVvvJ mrv I l I 1 1 " 1 1 2GB MS f as a2 at a S EE _A

t I _. _1 p-_ p 1--_ - _' G . B 100 2% MS

(39)

Name: RoMER SWINGER

Manufacturer: Romer-Britax Autogurte GmbH Federal Repuclic of Germany Type: Special carrycot anchored by straps

TEST RESULTS: Test no:... Date:... Dummy:... Impact speed:.... Stopping diStz... Head acceleration Max resultant:... HIC:... Chest acceleration Vertical>30 gz... Resultant>50 g:.. CSI:... Displacement Horizontal:... Vertical:... BBS 821026-1 P3/4 50.3 kmph 47 cm 115 g 540 0.0 ms(3.0) 7.5 ms(3.0) 499 53 cm(55) 80 cm(80) COMMENTS:

This is basically the same type of device as in tests B72, 73 and 81. The anchoring points on the sled were separated so that they were 700 mm apart. At the

test there was the typical rather severe impact in

the sidewall before the device tilted up.

Figure 29 Summary 0f test BBS

(40)

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988 1881 mox; sqdexboqoqd vm m m m m a Z q m m m m z H B >

(41)

V T I M E D D E L A N D E 3 5 6 A 821025wl 885 -. _ . .

HEAD DATA

r r

y- _I* _I _I _IV I I I I I 150 6497 can 156 4 m: was %4 v I a -J

i

' I .1 m g 4Woes 81

>;?-

3,

_I

~

l n

!1

A'

A

H A A An A A c v ._.7\...vvv / H M - '\/ N m J N MAX.G 81 -. ~_ 4 . -. , -151 VA\! W" W V \(UUW' " w A I 4 C a I 3 3 f . . . l I I I "_ __ ,_ _. .S . _ ¢F _ g é= n * F

a

* a \ MAx.c 32 :7 .4 [-41 « VVV n/J'L\/m umvvra mvv knm*** d B r m : ; 9 ' MAX.G 115 ~ n ,4 .J (n N HIC 540

[59

l U I I MWNNVM JM/KM ¥~Nwy-nr~hu_¢.NAFVVM U 100 300 MS

CHEST DATA 821026~1 885 g I T T I I I I 150 5497 1 CAC 150 . ~ CFC anm J L I . MAX.G 27 MAX.G 55 35 LIJ [K

WANWh _UVVVIAMA.._WV

MAX.G ~8 MS ABOVE BEG 8.8 mwxp um xf vJLA\ v-d MAX.G 70 MS ABOVE 506 7.5 C81 4997

wWMmNM vaww

_I _l ₁ ₁ Egg MS

(42)

Name: RoMER SWINGER

Manufacturer: Romer-Britax Autogurte GmbH Federal Repuclic of Germany Type: Special carrycot anchored by straps

TEST RESULTS: Test no:... Date:... Dummy:... Impact speed:.. Stopping dist:. Head acceleration Max resultantz... HIC:... Chest acceleration Vertica1>30 g:. Resultant>50 g: CSI:... Displacement Horizontal:.... Vertical:... B89 821027 1 P3/4 51 kmph 47 cm 65 g 575 0.0 ms(3.0) 8.0 ms(3.0) 489 55 cm(55) 50 cm(80) COMMENTS:

This is a repeat of test 885 but with 30 mm padding on the sidewall and the slack between the dummy and the sidewall reduced by 100 mm. This reduces the peak head acceleration from 115 g to 65 9 although the

HIC increases slightly from 540 to 575. The peak chest acceleration is reduced from 70 g to 55 g with the CSI almost unchanged.

( ) = Maximum values in the present ECE Regulation No 44 Figure 32 Summary of test B89

(43)

Figure 33 Photographs from test B89

"30. l c. h" I 'X/Ti x W V , {2. iwm w W 3 tw, 37

(44)

V T I M E D D E L A N D E 3 5 6 A - 821 27~1 BBQ HEAD DATA g I I I I I I I I I l I I I rwasam 1 m: 153. e been T MAx,c 29 I B E 9 3 BI I 1 T W a .. Vk/M/WVVVVVV IV

821 27 1 889

*CHEST DATA

E) I I I l I I I I _h" I _MI I I I53 015 6487 ' ~< CAC 158 . d E¢%I_J (3) m 8 yax.c 20 E] H \ , I / \ I r T LnIn 0 < 5. I I I BE 3 2 a: ₁₃₈

E

a (9 m 8 ' MAX.G 9" a ' ms ABOVE 300 8.0 rd P 4 . 1_I I < *1 m AAAAA ,- ,W MA L AAAVAJ

"

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Vvvw

.1 -1 T I BE I I 22 GI B MAX.G :55 MS ABOVE 596 8.8 CSI 489 I I I I I I I I I I I I MS 'S EE ._

C]G N C9(3 H G

(45)

39

3.3 Infant carriers

This group consists of 3 devices specially designed for infants. They are all rearward facing and are anchored to the lap part of existing belts.

The "Infant Love Seat" - concept, which has been available under different names, was introduced in 1970 and has been reported to have a good effect in real accidents /4, 5, 6/.

Comments

Two of the devices were too weak to meet the dynamic test and failed at the anchor points.

The two Infant Love Seats showed reasonably low head

accelerations, but failed to meet the present Reg.

44 requirements on chest acceleration and displace

ment.

The head displacement requirement of 7.l.4.4.l of Reg. 44 also gives some interpretation problems for this type of systems. They are actually rearward facing but not necessarily resting on the dashboard.

Therefore, in a frontal impact there is no forward

limit of 55 cm although the head displacement is

around 65 cm in the test. On the other hand the

device will fail on rebound passing the line D CR

(through the back of the test seat).

(46)

Name: INFANT LOVE SEAT

Manufacturer: Century Products Inc. USA

Type: Infant carrier anchored by standard belt TEST RESULTS: Test no:... Date:... Dummy:... Impact speed:.. Stopping dist:. Head acceleration Max resultantz... HIC:... Chest acceleration Vertical>30 gz. Resultant>50 9: CSI:...

DisplaCement

Horizontal:.... Vertical:... B70 820526-1 P3/4 50.4 kmph 45 cm 53 g 439 12.0 ms(3.0) 8.0 ms(3.0) 480 65 cm(55) 65 cm(80) COMMENTS:

This device consists £0 a strong plastic shell which

is anchored by the lap part of the seatbelt.

The chest acceleration and the displacement are above

the present limits in Reg. 44. Head acceleration is

fairly low. At the end of the dynamic test there is a severe rebound. To some extent this rebound may be explained by the very soft test seat.

(47)

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0L3 1381 mox; sqdexboqoqa Fv @ m m M D Z < Q M Q Q M Z H B >

(48)

V T I M E D D E L A N D E 3 5 6 A 87% HEAD DATA E! 1 7 T _i T 2 8 3 3 2 3 1 2 T MAX. 6 ~28 I j as 22 at a; ! >-_ ..é

MAX. 8 24 as $2 at

hJ.

J

MAX. G 53 HIC bl

f" \ y \A x" \ / - h\/ 1 / t2 ./\. 439 421 um .- \\ 1.. l I I l I I l 2E0

MS B7B CHEST DATA 9 I-F.I r 1"I .r- __ ._ .r .._---< ._.-,..«» r-.. ...-..l._.. .... 1 . ...r.._ A. .. ".1 as éa ai o i 4 2 as a: at a MAX. G 36 '4 MS ABOVE 308 12.0

W

.Y T as $2 at X

3

lMime ' 554 :Ms ABOVE 500 a.m 480 ' 5 32 5 ___3

(49)

Name: INFANT SAFETY CARRIER

Manufacturer: General Motors, USA

Type: Infant carrier anchored by standard belt

TEST RESULTS: Test no:... Date:... Dummy:... Impact speed:.. Stopping distz. 0 Head acceleration Max resultant:... HIC:... Chest acceleration Vertical>30 g:. Resultant>50 9: CSI:... Displacement Horizontal:.... Vertical:...r 880 820603 2 P3/4 50.7 kmph 45.5 cm 49 g 416 15.5 ms(3.0) 14.0 ms(3.0) 573 70cm(55) 65 cm(80) COMMENTS:

This is the same type of device as in test B70 but it has another name.

The results are also similar and the rebound can be seen in figure 39.

( ) 2 Maximum values in the present ECE Regulation No 44

(50)

<6 H ZmUUmHLNVZUm w w m . 35.51 . 47:. 55.29%,. . i cit/21,43 A z. 5/: 2 5/.) g P h o t o g r a p h s f r o m t e s t B 8 0 F i g ur e 39

(51)

V T I M E D D E L A N D E 3 5 6 A Baa Baa

HEAD DATA CHEST DATA

El _E] _T _F _' _I I I r r I I I f 7 I T B S 3 2 01 I T T 38 02 SI >< ><

j

J

[ r _I T 1 MAX.G ~22 j T >. r $ 8 $ 2 81 B 7 B E 0 2 BI

_j

hi

«.1 I 8 8 I ₄ 4 4 I T

EMAx.c

34%

'MS ABOVE ancels,5

I ;; as na ta x $2 BI _##

i

3

. J .lh ' I r r T 3' ? w ,Y T E T v. .. 1 MAX.G 49 z I- ; HIC t1 t2" 416 44 110:: l MAX.G 54 us ABOVE sac 14,0 C9! 573 W W I I I I I 'I I I l I I " r " 1* ' 'r I T 1' I I 1 I I T 1 1 j '8 38 I a: BI a as aé BI a 'S EH .. 5 ~ a s u-I 8

Figure 40 Measurements from test 880

£1

(52)

Name: TAKATA GUARDIAN

Manufacturer: Takata Kojyo Co. Ltd. Japan

Type: Rearward facing seat anchored by standard belt

TEST RESULTS. Test no:... Date:... Dummy:... Impact speed:.. Stopping dist:. Head acceleration Max resultant:... HIC:... Chest acceleration Vertical>30 g:... Resultant>50 g: CSI:... Displacement Horizontal:.... Vertical:... COMMENTS: B7l 820527-1 P3/4 50.4 kmph 46 cm

This device, which is rather sophisticated with a built in retractor belt and a tilting mechanism, broke at both anchoring points.

46 54 g 163 2.5.ms(3.0) 0.0 ms(3.0) 245 cm(55) cm(80)

()2

Maximum values _{in the present ECE Regulation No 44}

(53)

zv eln ta

LLB 1831 mox; sqdexboqoqd nv m m m M D Z ¢Q M Q Q M E H B >

(54)

VT EI M E D D E L A N D E 3 5 6 A 371 - _ B71

HEAD DATA , CHEST DATA

9 m "Emu->1. Tm "1' ' I " "IF (w I F f '1 «TI» . V T" v "I" I- g ' "h" "'I'WMMT wa fT'T'W- m g- 1"" n ' .1~ H F" T- ""]' " ""T " A "r "" l" " 1T r M

180 um I quit: om 4 an: m - '4 cac :59 are 339 r as 32 at X , >: _J ₃

_é

l T MAX.G 38 ~ W 4 _1 06 j T >. as a2 at m _i . r '3 3 3 2 at a > ' _ _ T W ! l I ( i ._. ._i

1 1 f MAX.G 31 MS ABOVE 390 2.5 LY \ as zz at T as 32 at

7. N

AW

" \r

N. _3 ₃ . 'g I .l

T

i

:MAx.G 37 Ms ABOVE 590 n.0 ch t1 t2 77 39 as 163 120 156 M21

WmThwjuwaunTWWA .WT" rm jmeT m H H wwmw wwu w Hm WHUW._ _ eh

230 MS ~ MS I we aé é: a% 1 as $2 at 33

8

38 _;

S

BB

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_{--km.-__r-. "_1wwwmw]ww. ujg} B

(55)

.Name: PEG INFANSEAT Modello 440

Manufacturer: Perego/Pines s.p.a. Italy

Type: Rearward facing seat anchored by standard belt

TEST RESULTS: Test no:... Date:... Dummy:... Impact speed:.... Stopping distz... Head acceleration Max resultantz... HIC:... Chest acceleration Vertical>30 gz... Resultant>50 g:.. CSI:... Displacement Horizontal:... Vertical:... B79 820603-1 P3/4 50.5 kmph 44.5 cm 43 g 78 0.0 ms(3.0) 0.0 ms(3.0) 147 cm(55) - cm(80) COMMENTS:

The anchor points on this device were remarkably weak and broke at an early stage of the impact. This buckle

is very simple and does not meet the general

require-ments of Reg. 44.

NOTE:

This device which looks very similar to the Questor Dyn-o Mite from USA has been manufactured in Italy

under a licensing agreement until September 1981. Accord ing to Questor it has not been sold as an automotive restraint outside Italy. The Dyn o Mite marketed

in the USA is, according to the manufacturer, made

with a stronger plastic material and a different mold which makes the anchor points stronger.

(56)

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5 L a 1 3 3 1 mo x; s q de xb o g o q a new {$2. . Voyxrt gxr£3. om 0mm HQZ<QMQDMS HE>

(57)

V T I M E D D E L A N D E 3 5 6 A HEAD DATA E] r 1 J 190 0407 CFC 1m l-L y. p. L. h p p-

in-L4L

_.._-._..-.---r I MAX.G ~15 T j as $2 at a; U

>-_J

T i 1 I B E 3 2 t I all)

3'

N

J

I T T MAX.G 43 t1 t2 g 44 66 126 182 ' m m b ? B I I } as $2 BI z S EH _. 1Z0 2B0 MS

B79 CHEST DATA 53 r r r l f I r' f l l r r r I 8 8 E B BI T

é

>: _J I l I T 1 MAX.G ~11 I >. 51 as a: B!

j

,

I MAX.G 22"

MS ABOVE BUG E.Z

; l 8 8 B e at d T h4 .J I i i as £2 at a 'S BB _# 8

(58)

52

3.4 Rearward facing child seats

This section describes what can be achieved with modi-fications to rearward facing child seats. The seats in the first two tests, B83 and B84, are approved for group I (1 3 years) according to the national Swedish regulation. In the following two tests, B96 and BllZ, modifications to allow for better comfort

for an infant has been made.

Comments

A modified rearward facing seat which allows the infant to be in a reclined position will give dyna-mic test results which are within the present limits of Reg. 44.

(59)

V T I M E D D E L A N D E 3 5 6 A

RESTRAINT:

Name: PABIC POPULAR

Manufacturer: Pabic Safety Products Sweden

Type: Rearward facing seat for group I TEST RESULTS: Test no:... Date:... Dummy:... Impact speed:.. Stopping dist:. Head acceleration Max resultantz... HIC:... Chest acceleration Vertical>30 gz. Resultant>50 9: CSI:... Displacement Horizontal:.... Vertical:... B83 820609 1 P3/4 50.5 kmph 47 cm 48 g 185 0.0 ms(3.0) 3.0 ms(3.0) 316 0 cm(55) 0 cm(80) COMMENTS:

This is a standard seat with a Swedish type approval. This device is not intended for infants but the test

is reported because it shows the low acceleration

levels that can be reached with a system where the infant is allowed to closely follow the vehicle

deceleration.

(60)

Figure 48 Photographs from test B83

(61)

V T I M E D D E L A N D E 3 5 6 A 993 HEAD IATA 53

I3 r I I xaaméi ' ,w: 150 4 1m-I j M%X;G I 3 8 £2 a! >< .a r J r 94 _e N MAX.G 8 a_1'4 >.

j

,

I m '1 «a -#

i

l as 22 at P4 a r 5 J

g2

52

8 38 ₈₁ j 2 I l t _. a S S N S S H 1 MS

83

CHEST DATA

9

I

J

1 I I

'

I T I E T 3 > < Ii .J MA_A_ A _rAeW l I I 1 MAX.G 7 MS ABOVE 308 0.8+ I 1 8 8 3 2 BI

é

hJ _J I MAX.G 55' MS ABOVE 588 3.0 C51 316 Y T f as 32 ET a 'S EE _d I 1 I I I 1 1 I 282 MS 555

(62)

V T I M E D D E L A N D E 3 5 6 A RESTRAINTz' Name:

Manufacturer: Pabic Safety Products PABIC EXKLUSIV

Sweden

Type: Rearward facing seat for group I TEST RESULTS: Test no:... Date:... Dummy:... Impact speed:.. Stopping dist:. Head acceleration Max resultant:... HIC:... Chest acceleration Vertical>30 g:. Resultant>50 9: CSI:... Displacement Horizontal:.... Vertical:... COMMENTS:

BB4 This test is similar to test BB3 and the results

820609 2 P3/4

50.5 kmph

47 cm

show also in this case that low accelerations can

Abe achieved when the system is optimized.

56 55 g 225 0.0 ms(3.0) 1.5 ms(3.0) 294 0 cm(55) O cm(80)

( ) =

Maximum values in the present ECE Regulation No 44

(63)

V T I M E D D E L A N D E 3 5 6 Figure 51 ,z' 5 5

Photographs from test BS4

(64)

V T I M E D D E L A N D E 3 5 6 A BB4 HEAD DATA 9 A_F ' 'IlI I [III , 190 me am can 159 « era was 1 I MAX.G 53 r 8 8 8 2 81 g

'i

1

4%

>< .J l l I x I MAX.G 8 I r as 22 at 1 j ) -Y { MAX.G ~26 H Y I T 3 8 8 3 GT

5 .J

I. I 1 7 B E 3 2 61 B

$ 38 .. U} 2 S S N S S H g

Figure 52 Measurements from test BB4

BB4 CHEST DATA 53 I B E 6 2 BI 1

5 >:.

J

f I r 1 MAX.G 17 7 I > 1 as $2 a t , m _I 558 i I i MAX.G 11 MS ABOVE 3GB 0.9 I I B E 8 2 31 P4 t

3,.3

T gMAX.G 54 :MS ABOVE 509 1.5

_

CSI

294

I 1 r I I I l I' 1 0 IBM 2GB MS . . . . . -_ . < 1 . . . . . . -as we BI z 'S EH __

(65)

Name: PABIC BABY

Manufacturer: Pabic Safety Products (Prototype)

Sweden

Type: Rearward facing seat with tilting device

TEST RESULTS:

Test no:... Date:... Dummy:... Impact speed:.. Stopping dist:. Head acceleration Max resultant:... HIC:... Chest acceleration Vertical>30 g:. Resultant>50 9: CSI:... Displacement Horizontal:.... Vertical:... B96 821203 2 P3/4 49.5 kmph 42 cm 48 g 254 0.0 ms(3.0) 1.0 ms(3.0) 346 (0) cm(55) (0) cm(80) COMMENTS:

This is the standard rearward facing seat used in tests B83 and B84 with a new attachment which allows the seat to be tilted to an angle where the infant is comfortable. At impact the device obtains a more

vertical position.

The head acceleration is low and the chest accelera tion is within the present Reg. 44 limits.

This device will be marketed in 1983.

(66)

vs GIHBIJ

96a :33: mox; sqdex oqoqd

00 @ m m m Q Z ¢A M D D m 2 H E >

(67)

V T I M E D D E L A N D E 3 5 6 A 3212913 2 996 82112 -2 996 HEAD DATA 9 I r l l rm ms «57 gC C 153 '1 [ t- 8 am i 5 8 3 2 0 q Y . X . J Q's . my df d5L4?th1; .._.[::LJT% . J d : J MAX.G 12 aux-xx; * .1 W W : - - ~ I V ' 4 MAX. (3 4'7 * $3. i !'4/\L'~= .. G >33; 1

_

-7 5:

\l

m

21:53:; nun-1+

N W

l 53

.

.1

..-7.,<.W$ZPYMi..- a tmxm ezawvavxm

a . .

3

T. Id

f

I 1 : 1 3 . , p a I E F 1 MAX. C 552 M53 ABOVE CABS 1.53 _- \ ,4\ 431 2343.6 '*

/\'\ [n.*-ly n\]_/\IJ\} ~" I(\'VV~ I. IJ, '1 .(r. . ]~,( ~ u fr"\\~ . E"'\4 I. ' :1 . g] $/ L V '.\' . ,n k. J bkr... a r " n .

, WT I

.* r. - o

\ 4 1 .1\ A-I M \1' Nu.» "Y - ~.S-\ , . ; '

I I 1 1 '1 2 93 MS I T 2 :2 S I

'é

u_. x 1 l as :32 m :5

83 8. .. ;

'3 5." H C. L; 's' h '533 . N . 5 G H E

(68)

Name: BILBO SAFESEAT + BABY INSERT

Manufacturer: Bilbo Child Care Company New Zealand

Type: Rearward facing seat with comfort cushion TEST RESULTS: Test no:... Date:... Dummy:... Impact speed:. Stopping dist: Head acceleration Max resultant:... HIC:... Chest acceleration Vertical>30 g: Resultant>50 g: CSI:... Displacement Horizontal:... Vertical:... 8112 830310 1 P3/4 49.3 kmph 61 cm 58 g 186 0.0 ms(3.0) 0.0 ms(3.0) 241 (O) cm(55) (0) cm(80) COMMENTS:

This seat is approved by the national Swedish regula tion under the trade mark Hylte. The New Zealand

distributor, Bilbo, has made a special cushion under

the legs of the infant in order to get a more comfort-able position.

Head and chest accelerations are very low.

(69)

LS

SI

HB

Ta

Z L L H 188 1 m o x; s q d e xb oq o q d . fig-3155.: .22.); mm .45 p; . {iiégi {2:11 0mm MQZ<QMDDMZ HB>

(70)

V T I M E D D E L A N D E 3 5 6 A I 33m319~1 3112 HEAD DATA

9

I

A

r I I I I r I I I MAX.G I I as 32 at >< __ _Q I I I MAX.G 8 8 6 2 Z I, ' D F »15 I

5J7

r MAX.G I T 8 8 B B GI

é

hJ_

J

T 7 7 I BE 82 GI d _B

Figure 58 Measurements from test 8112

Banalm l 3112 CHEST DATA 9 I I I I I I I I I I I I T I I I I E v I (3 i < I 'I BE 82 BI

><_

J

I 1 I I MAX.G Q " I 64: BE 82 -B T >.

if

« MAX.G ~12* MS ABOVE 306 9.3 f I 2 8 3 2 BI

:25

N._

I

r I MAx.cl 41 MS ABOVE sac 9.0 csr 241 I as zé at a '8 38 __

I I I I MS

(71)

65

DISCUSSION

Amendments to Regulation 44

During the work with this project a special Ad hoc group of GRDP has been working on amendments to

Regulation 44. The results of the project have been

fed into the work of the Ad hoc- group and a working

(Annex 1)

representative of the Federal Republic of

document has been drafted in cooperation

with the

Germany. This chapter will therefore give some supple-mentary information and background to Annex 1 based on the experience from the dynamic tests.

§E§§§§£§_E§££YSQE

(Annex 1: 2.2 and Annex 13)

Although the results presented in 3.1 (Devices for

restraining a standard carrycot) were not very encour

aging it does not seem reasonable to rule out this group of systems. The aspect of the user being able to use an existing carry-cot is not to be neglected since simple systems based on this concept can prob ably be cheap and easy to use. This will increase the usage rate and even if the protection perform-ance is not optimal the total effect can be

advant-ageous. Since the test results largely depends on the

carry-cot used in the test it seems to be reasonable to define a "standard carry-cot" which represents the

If the system per it could worst case of existing carry-cots.

forms well with this "standard carry-cot"

be approved.

(72)

66

4-1-2 §m§£3§992_£91§§§e

(Annex 1: new 6.2.1.2.l., 7.2.1.4.)

In the present text of the Regulation the operation of only one buckle is required to release the child from the system. Considering the practical problems to use this requirement for many of the existing designs for infants it seems to be reasonable to

allow that two buckles may be released and that the

child may be removed together with the restraint

system.

4.1.3 Load distribution (Annex 1: new 6.2.3.)

The distribution of the restraining forces on torso and head is important for this age group since the spine is in a developing stage. The proposed require-ment in Annex 1 may in some cases be difficult to control, but with a good "engineering judgement" from the technical services this will probably work.

4 1-4 E9s£92_§§§9£22192

(Annex 1: 7.1.2.)

The present text in Reg. 44 requires that "all sur faces liable to be impacted by the head or face ..." shall meet the requirements of annex 4 of Reg. 21. This has led to a lot of confusion at the technical services because it is not clear how to perform this test. It is also a very restrictive requirement since it uses an impact speed of 24 kmph even on systems where the head imapct speed in a collision is much lower. The proposal is therefore to delete this

(73)

67

requirement and instead measure the head accelera-tion of the dummy during the dynamic test.

.

4-1-5 Dummy-§99§1s£§2192§

Figure 59 below shows the acceleration measurements

in all tests where the systems have not completely

failed.

RESTRAINT HEAD CHEST TEST

ACCELERATION ACCELERATION

TYPE Max HIC Max Result Max Vert CSI NO.

Result Result >509 vert >30g

g g ms 9 ms RESTRAINED 78 381 52 0.5 14 0.0 272 B 75 STANDARD 114 931 111 20.0 29 0.0 1133 B 77 CARRYCOT 70 474 74 9.0 41 2.0 515 B 78 147 578 96 23.5 21 0.0 988 B 74 SPECIAL 146 1297 135 11.5 34 1.0 958 B 81 CARRYCOTS 115 540 70 7.5 8 0.0 499 B 85 65 575 55 8.0 9 0.0 489 B 89 INFANT 53 439 55 8.0 36 12.0 480 B 70 CARRIERS 49 416 54 14.0 34 15.5 573 B 80 REARWARD 48 185 55 3.0 7 0.0 316 B 83 FACING 55 225 54 1.5 11 0.0 294 B 84 SEATS 48 254 52 1.0 23 0.0 346 B 96 58 186 41 0.0 12 0.0 241 B112

PRESENT max max

REQUIREMENT No No No 3 ms No 3 ms No

IN REG 44

Figure 59 Summary of acceleration measurements

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68

4.1.5.1 Head acceleration (Annex 1: 7.1.4.3.)

At present there are no requirements for the head acceleration in the Regulation. This item has been

discussed a lot and it is not our intention to go

through all these arguments in this report. The following facts, however, remain.

- The acceleration measured in the head of the dummy reflects the linear forces applied to the head.

There is a correlation between the forces and the

injuries.

Considering the results in Figure 59 where the maxi

mum resultant acceleration differs from 48 to 147 g

and the HIC from 185 to 1297 it seems to be highly reasonable to use these data as an indicator for the injury risk. Since the aim of the Regulation must be to reduce the injury risk with devices that are

reasonable from other points of view a limit of the .resultant head acceleration of 60-80 g or a limit of

the HIC of 500-600 is recommended. In the future, when there might be dummy heads with a better response and more sophisticated instrumentation (rotational acceler-ations etc.) available these values can be modified.

4.1.5.2 Chest acceleration

(Reg. 44: 7.1.4.2.)

The present requirements state that the resultant chest acceleration shall not exceed 50 g for more

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69

than 3 ms and that the vertical chest acceleration

shall not exceed 30 g for more than 3 ms. As can be

seen in Figure 59 these requirements would rule out

practically everything except rearward facing seats.

The maximum accelerations for the infant carriers

are just above the limit, but the times above the limits are much too long. Considering the long and positive experience with these systems it does not seem to be justified that they should fail in this test because of the chest acceleration. On the other hand the modified test seat now being considered for Reg. 44 might result in somewhat lower chest

acceler-ations so that they will pass the present require-ments. If the infant carriers will not meet the

requirements with the new test seat it might be

reasonable to increase the acceleration levels 10-20% or to use a Chest Severity Index (CSI) of 500-600 for the infants. For the other age groups it does not seem to be necessary to increase the level since, until now, approximately 20 systems have been

approved according to the present requirements.

4-1-6

Qieelassssa:

(Annex 1: 7.1.4.4.)

The displacement requirements in Reg. 44 7.1.4.4 are very restrictive to infant restraints. The 550 mm horizontal limit is not met by the carry-cot devices,

but with the new, harder, test seat it seems to be

possible to pass this requirement with proper designs. Another problem with this part of the Regulation is

that the transverse position (carry-cot) and the rear-ward facing position without dashboard contact

(76)

70

(infant carrier) are not covered. A possible solu tion to this problem would be to handle all infant systems, except those derived from conventional rearward facing seats, as forward facing. In conse quence with such a decision the rearward impacts pre-scribed in 8.1.3.4 should be deleted for group 0.

4.1.7 Test manikins

(Annex 1: 8.1.3.6.3.l. and 8.1.3.7.)

In some systems the position of the manikin can be critical with respect to the accelerations recorded during the dynamic test. In a carry-cot system the best results will be obtained.when the manikin is tight against the forward wall at the beginning of the impact. In the tests in this report the "worst

case" has been simulated i.e. the manikin has been

placed as far as possible away from the forward wall. This might be an excessive requirement considering

that many crashes are preceded by breaking which will position the infant in a more favourable position. For the transverse devices a reasonable way to posi-tion the manikin would be to posiposi-tion it along the

centerline of the device.

In p. 8.1.3.7 of the Regulation it is stated that the smallest and biggest manikin should be used for each category. With this new category, 0, there is no "smallest" manikin available, but in our experi-ence it is enough to use only the 9 kg manikin for this group.

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71

4.2 Secondary objectives

The secondary objectives of this project mentioned

in the introduction have been met in the following way:

Two systems, the Infant Love Seat and the Klippan Baby, have been recommended by the Institute and

are now available on the Swedish market. During

the last year approx. 9.000 units have ben sold.

Since there are approx. 90.000 children born every

year in Sweden this means that 10% of the families

have bought a restraint for their infants. Two foreign and two Swedish manufacturers have

ordered development work which will result in the introduction of a couple of more systems later in 1983.

The Institute has participated in several news-paper articles, radio programs and debates about this item. Assistance has also been given to the

Road Safety Office in producing new information

material for the public.

- The response to these activities has been very posi tive and encouraging. As an example it can be men-tioned that some community health organisations are considering to start programs intending to supply parents with adequate infant protection devices.

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72 REFERENCES

ECE-Regulation No. 44. Uniform provisions concerning the approval of restraining devices for child

occupants of power-driven vehicles ("child restraints") E/ECE/324 E/ECE/TRANS/SOS Rev.

43 22 January 1981. l/Add.

Kjellstrom, Tord. Bilbarnstol for spadbarn.

Testrapport nr 1. Institutionen for hygien, Lunds

Universitet and Dept. of Community Health,

University of Auckland.

Federal Motor Vehicle Safety Standard (FMVSS) No 213 Child Restraint Systems, Washington 1981.

Feles, N. Design and development of the General Motors Infant Safety Carrier, SAE Paper 700042,-SAE New York 1970.

Melvin, J W et a1. Investigation of the performance of child restraints in serious crashes, Highway Safety Research Institute, University of Michigan, Ann Arbor, Mich 1980.

Kjellstrom and Barney. The backward-facing safety seat for preschool children in cars. New Zealand

Mecial Journal, 89, p. 338-341, 1979.

Herbert, D.C. et a1. Net, sack, harness or no infant

restraint? AAAM Proceedings October 1 3, San Francisco, 1981.

(79)

ANNEX 1 page 1

National Swedish Road and Traffic Research Institute DRAFT WG 15

Federal Highway Research Institute Cologne 1983-02-11

ECE REGULATION 44 - CHILD RESTRAINTS

Proposed amendments by the representatives from the

Federal Republic of Germany and Sweden concerning the inclusion of infant restraints (group O) in the Regulation

NOTE In this document D means a German proposal

5 means a Swedish proposal

D+S means agreed proposals

D/S means a compromise

2.1. D+S "Child restraints" means an arrangement of

components which may comprise the combination of straps or flexible components with a securing buckle, adjusting devices, attachments and in some cases a supplementary device such as car bed/carry-cot, a supplementary chair and/or an impact shield,

2.1.1. D+S Child restraints fall into M "mass groups"

2.1.1.1. D+S Group 0 for children of a mass less than 9 kg;

2.1.1.2. D+S Group

2.1.1.3. D+S Group 11....

2.1.1.4. D+S Group III...

new 2.2. D+S "car bed/carry-cot" means a child-restraint system or

a part there of intended to accomodate a child in lying

down/supine or prone position

new 2.2.1. D "carry-cot restraint" means a device used to restrain a

carry-cot

D Comment: see Annex 13 (new)

new 2.2.1. 5 "carry-cot restraint" means a device used to restrain a

standard carry-cot as defined in Annex 13.

former 2.2 becomes new 2.3 etc.

D+S

former 2.7./new 2.8.: add: In the case of group O the restraining forces have

D+S to be distributed on torso and head

former 2.8.4./new 2.9.4. "Restraining device" means a strap or other device

D+S which is a constitutent part of the system and

(80)

former 2.9./new 2.10. "Buckle" means a quick release device which enables

D+S the child to be held by the restraint or the restraint by

the structure of the car and can be quickly opened

new 2.18. D+S "lying down/supine/prone position" means a position in

former 2.18/new 2.19. etc.

D+S

which the child is held by a restraining device keeping head and torso, at least on a flat/plane surface.

former 2.18.3./new 2.20.3.

D+S add: The dimensions, mass, material and colour of:the car bed/carry-cot and carry-cot restraint;

the seat;

the padding; and the impact shield;

new 3.3.1. D+S Where in the case of group O a component which is not

an approved adult belt is used to secure a child

restraint the application for approval shall be

submitted for the system including this component.

The approval in accordance with paragraph 5. is valid only for the complete system.

5.4.2.2. D+S add: The mass range for which the child restraint has

been designed, namely: less than 9 kg; 9 18 kg; 15

25 kg; 22-36 kg; - 18 kg; 9 25 kg;l5-36 kg; -25 kg; 9-36 kg; -9-36 kg. new 6.2.1.2.1. new 6.2.1.2.2. (Amendment 01) new 6.2.3 D+S D+S

VTI MEDDELANDE 356A

In the case of group 0, installation and removal of the

child together with devices such as car

bed/carry-cot/carry-cot restraints is permitted if the child

restraint system can be released by operations of a maximum of two buckles.

In the case of. a child restraint system in which the child is restrained by means of harness belt without a retractor, each shoulder restraint and lap strap shall

be released during the procedure described in

§ 7.2.1.4.

In the case of group O the restraining forces have to support the torso and head, the latter at least up to the line through centre of gravity in direction of

acting deceleration.

In this case the angle of longitudinal axis of torso should not exceed 700 from the plane perpendicular to direction of acting deceleration.

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former 6.2.3 becomes new 6.2%; etc

D+S

new 6.3 Material prOperties

new 6.3.1 D+S Toxicity

The restraining device shall not contain dyes

plasticizes or any other substance that can be extracted in sufficient quantities that injury may be caused to the child occupant.

new 6.3.2 5 Flamability

The restraining device shall not be made of any material liable to produce any extra risk in the case of a fire.

5 Comment: We prefer to have these points under 6.

General specifications, since there are no test

methods ready yet.

7.1.2.and 7.1.2.1 5 To be deleted.

S Comment: This requirement is not necessary if the

head acceleration is measured in the dummy during

the dynamic test.

7.1.2 and 7.1.2.1 D add: All surfaces of child restraints groups I, II, III

liable to be impacted

D/S To be deleted: In the case of group O

D

Comment: Head criterion (HIC and/or 80 g (3 ms) in

the case of head impact

new 7.1.#.3. D/S Head acceleration

new 7.1.4.3.1. S The acceleration measured in the centre of gravity of

the head of the manikin shall be such that the expression r t2 _ 2 , 5 1

adt

(t

- t )

t2 1:1 2 1

L...

t1

-l

shall not exceed x, where a is the resultant

acceleration expressed as a multiple of g (the

acceleration of gravity) and t1 and t2 are any two moments during the dynamic test.

S Comment: lst choice x2500

VTI MEDDELANDE 356A

2nd choice leOOO

3rd choice resultant acc <80 g 3 ms 4th choice x=15OO

(82)

Comment: Head criterion (HI'C and/or 80 g (3 ms)) in

the case of head impact

Comment: Since we know the practical problems to define "head impact we prefer the text above which is in line with FMVSS 213.

old 7.1.4.3. becomes 7.1.4.4. etc. D+S 7.1.4.4. D+S 7.1.4.4.l.1. D+S 7.1.4.4.1.1/7.1.4.4.1.2. D S 7.1.4.4.2 D new 7.1.4.4.3. D 7.1.4.4.2. 5 7.2.1.4. D+S Note 7.2.1.6. D+S 7.2.4.1.1. ' D+S

VTI MEDDELANDE 356A

Head and torso displacement

Forward-facing devices and car beds/carry cots: the head and torso of the manikin

Comment: rearward facing devices of goup 0 must

also conform to the specifications in both 7.1.4.4.1.l.

and 7.1.4.4.l.2.

This means for example rearward facing devices which are not supported on dash-board (e.g. Infant carrier)

Comment: This will probably rule out a system like "Infant Carrier" where the dummy head will hit the

seatback (D-Cr) in the rear collision. We would prefer to have 7.1.4.4.l.1. as Forward-facing devices and

devices for group O the head and torso of the manikin

to be deleted: (for group 0 head and torso)

Comment: see 7.1.2.1

7.1.4.4.2. not to be used for group 0

To be deleted if new 7.1.4.3. (Head acceleration) is in

effect.

add: For group 0 it is allowed to remove the child

together with devices such as car

bed/carry-cot/carry-cot restraints if the child restraint system can be released by operations of a maximum of two buckles. V add: not to be used for group 0 if added 7.2.1.4. is in effect.

The minimum width of the child-restraint straps shall be 25 mm for group O and I, and 38 mm for groups II and III. These dimensions shall be measured

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In addition, the breaking load shall be not less than 3,5 kN for the restraints of the groups 0 and I, 5 kN for those of group II and 7,2 kN for those of group III.

The displacement of the manikin s head and torso in

the vertical and horizontal planes;

Comment: may be not necessary for groups I-III, but

necessary for group O.

The head and chest acceleration

Any contact of the manikin's head (in the case of group 0 head and torso) with the interior of the vehicle

body shell

Any contact of the manikin's head (in the case of group 0 head and torso) with the interior of the

vehicle;

add to table: footnote to "Restraint"*** and

below***/Child restraint systems for group O are to

be tested in accordance to test pulse No. l and 2 or 3 and 4.

Comment: See 7.l.4.#.l.l./7.l.4.4.l.2.

add to table: NOTE All restraint systems for group 0 shall be tested only according to "Forward-facing"

above.

Comment: We think the D proposal is too restrictive and may delay the development too much.

7.2.4.3.2. D+S 3.1.3.1.l.4.3. D+S D §.l.3.l.l.4.4. D+S l.l.3.2.l.6.3. D+S '..l.3.3.l+.2. D+S i.l.3.LI-. D D S S .l.3.6.3.l. D .l.3.6.3.l. S D TI MEDDELANDE 356A

add: In the case of group O and if car bed/carry-cots

are used the dummy is to be so placed in the car bed that there is a free distance between the inner backside of the shell and the dummy.

add: For car bed/carry cot systems where it is possible to place the manikin in different positions, the worst

case according to the judgement of the technical

service shall be tested.

Comment: we think "worst case is not realistic in real traffic.