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參考文獻
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[3]黃天澤，黃金陵. 汽車車身結(jié)構(gòu)與設(shè)計［M］. 機械工業(yè)出版社，1998，56-59.
[4]吳興敏. 汽車車身修復(fù)與美容［M］. 機械工業(yè)出版社，1996，60-64.
[5]黃向東. 汽車空氣動力學(xué)與車身造型［M］. 人民交通出版社，1995，45-51.
[6]余志生. 汽車理論［M］. 機械工業(yè)出版社，1996，89-94.
[7]張洪欣. 汽車設(shè)計［M］. 機械工業(yè)出版社，1988，17-25.
[8]李卓森. 汽車造型藝術(shù)［M］. 吉林工業(yè)大學(xué)，1983，50-52.
[9]王望予. 汽車設(shè)計［M］. 機械工業(yè)出版社，1995，57-64.
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[12]黃天澤. 大客車車身［M］. 湖南大學(xué)出版社，1988，15-19.
[13]李卓森. 汽車造型基本技法［M］. 吉林工業(yè)大學(xué)，1983，39-45
[14]SAE J941 . Motor Vehicle Driver's Eye Range［J］. SAE Handbook.1982.
[15]Jan P Norbye . Car Desigen(Structure and Architecture)［J］. USA:Tab Books Inc.1976.
長安大學(xué)畢業(yè)設(shè)計（論文）開題報告表
課題名稱
兼容殘疾輪椅的中型客車造型設(shè)計
課題來源
自選項目
課題類型
工程設(shè)計
指導(dǎo)教師
郭應(yīng)時 教授
學(xué)生姓名
王琦瑋
學(xué) 號
2201030108
專 業(yè)
車 輛 工 程
課題的意義
隨著我國國民經(jīng)濟的飛速發(fā)展，全國各地高速公路、汽車專用線、汽車快速道如雨后春筍般建成通車高速公路的迅猛發(fā)展和旅游業(yè)的繁榮，使得以城市間客車運輸和旅游運輸為主要對象的客車迅猛發(fā)展。截至2005年底，全國等級公路里程159.18萬公里，占公路總里程的82.5%。其中二級及二級以上高等級公路里程32.58萬公里，占公路總里程的16.9%。按公路技術(shù)等級分組，各等級公路里程分別為：高速公路41005公里、一級公路38381公里、二級公路246442公里。公路條件的改善以及城鄉(xiāng)人民生活水平的提高，促進了我國汽車工業(yè)的發(fā)展。做為汽車家族重要組成部分的中型客車，近年來同樣進入了前所未有的發(fā)展時期。發(fā)展帶來機遇的同時也帶來了挑戰(zhàn)，盡管經(jīng)過國家政策的調(diào)控，我國的客車整車生產(chǎn)企業(yè)在總量上有所減少，但企業(yè)個體競爭力明顯增加，產(chǎn)生了諸如宇通，蘇州金龍（金龍聯(lián)合汽車工業(yè)（蘇州）有限公司），大金龍（廈門金龍聯(lián)合汽車工業(yè)有限公司），小金龍（廈門金龍旅行車有限公司），安徽安凱等一批極具競爭力的企業(yè)，這就使得各生產(chǎn)企業(yè)要不斷加快推出新產(chǎn)品的速度和提升產(chǎn)品質(zhì)量，而作為產(chǎn)品更新?lián)Q代的重要方面之一的客車外形的變化更是明顯地加快。
現(xiàn)就國內(nèi)外大型客車造型的風(fēng)格、特點及其歷史、現(xiàn)狀、發(fā)展趨勢等作簡要分析：
一，客車造型的整體風(fēng)格與特點
1.整體風(fēng)格 客車造型最初是從貨車演變而來。早期客車采用貨車的發(fā)動機和底盤改裝而成，從20世紀40年代起，客車的設(shè)計逐漸脫離貨車的范疇而走上獨立設(shè)計的道路，開始生產(chǎn)專用非承載式車架，進一步發(fā)展為半承載式，并形成特殊的設(shè)計風(fēng)格。
歐洲的Setra、MAN、BENZ、NEOPLAN、VOLVO、SCANIA、、IVECO、BOVA和日本的HINO、ISUZU等都是世界著名的客車生產(chǎn)企業(yè)，其中有些作為專業(yè)的客車公司，其對行業(yè)的發(fā)展起到了很大的推動作用。
現(xiàn)代客車絕大多數(shù)采用直角六面體的平頭式造型，基本的風(fēng)格有兩種：一是直線條方基調(diào)的意大利型；另一是大曲面流線形的德國型。前者線條挺拔、洗練，能增加車廂的空間、擴大通透感，視野開闊，給人剛建的感覺；后者突出空氣動力學(xué)特性，給人飽滿、圓潤、耐看的感覺。
我國自80 年代以來, 各企業(yè)紛紛推出了方基調(diào)、小圓角、大弧面、流線感較強的車型。因為小圓角和大弧面相結(jié)合, 具有柔和、圓潤、飽滿的特征, 能使客車產(chǎn)生剛?cè)峤Y(jié)合、剛中有柔的效果, 增加其藝術(shù)感染力。
2客車造型的特點 客車以前、后圍為重點, 尤其前圍更為重要。我們可以把前圍比著人的臉, 那么車燈、進氣格柵、標徽等就成了五官, 整車的神態(tài)盡顯于其上。前圍采用超大雙曲面的全景擋風(fēng)玻璃, 加上較小的A 柱結(jié)構(gòu), 最大限度地改善了乘員的視野?？蛙嚨膫?cè)圍與頂部的設(shè)計與之相呼應(yīng), 加上一些裝飾件的運用, 與之形成統(tǒng)一的整體?，F(xiàn)代客車一般都配置了空調(diào), 側(cè)窗采用全封閉粘接玻璃, 有時也在尾部和司機玻璃上再開小的活動窗。而進、排氣口的確定則要依賴于空氣動力學(xué)實驗或相關(guān)經(jīng)驗。
二，客車造型的歷史、現(xiàn)狀及發(fā)展趨勢
1.國內(nèi)大型客車造型的歷史、現(xiàn)狀及發(fā)展趨勢
1.1歷史回顧 我國大中型客車的發(fā)展，始于20世紀60年代，由交通部組織開發(fā)的JT663型客車（見圖1），車身表面為大曲率圓基調(diào)。該車代表了當(dāng)時國內(nèi)客車產(chǎn)品的最高水平， 20世紀60～70年代我國大型客車外形基本上以JT663這種大曲率圓基調(diào)的車身外形為主，JT663的生產(chǎn)一直維持到20世紀80年。
圖1 JT663型客車
20世紀80年代末，交通部又組織行業(yè)的有關(guān)專家及骨干企業(yè)先后開發(fā)了JT1118及JT6120兩款大型后置發(fā)動機客車，其中JT6120大型客車對20世紀80年代末以及90年代初我國客車的造型設(shè)計影響較大。JT6120大型客車是我國首次開發(fā)的后置全承載式車身的客車，它的外形風(fēng)格與JT663迥然不同，側(cè)圍從裙部到側(cè)窗上緣為樣條曲線，整車的頂蓋與側(cè)圍及前后圍與側(cè)圍的過度采用了小圓角(R40)過渡。該車的前風(fēng)擋造型設(shè)計一改以往的大曲率，而采用邊界小曲率表面略帶球形的外形設(shè)計，比較新穎。因此JT6120一誕生便給人們以耳目一新的感覺，可謂引領(lǐng)時代潮流。JT6120由于當(dāng)時底盤總成不過關(guān)，沒有形成批量生產(chǎn)，但該車新穎美觀的外形對我國20世紀80年代末、90年代初國內(nèi)客車的外形設(shè)計產(chǎn)生了很大的影響，不少廠家采用該車外形經(jīng)過適當(dāng)?shù)淖兓?，先后開發(fā)了多種暢銷產(chǎn)品。
1.2國內(nèi)長途旅、游客車造型的現(xiàn)狀 隨著我國高等級公路通車里程的不斷增加以及旅游業(yè)的發(fā)展，長途、旅游客車的需求量逐年遞增。國內(nèi)客車企業(yè)通過合資合作或者引進技術(shù)，提升了自己的產(chǎn)品開發(fā)水平，而且產(chǎn)品外形變化速度加快，部分產(chǎn)品的外形設(shè)計水平已經(jīng)達到或者接近國外同類產(chǎn)品的水平。圖2為我國目前較有代表性的客車造型，蘇州金龍的KLQ6129Q型客車。
圖2 蘇州金龍KLQ6129Q型客車
目前長途、旅游客車外形造型的主要特點是：
※采用了電動兔耳式倒車鏡，使整車顯得華貴；
※ 側(cè)窗有加大的趨勢，目前側(cè)窗設(shè)計高度達到或接近1 200 mm，約為整個側(cè)圍高度的2/5；
※ 前后保險的"保險"作用逐漸弱化，其外形和整個前后圍縱向特性線成為連續(xù)光滑曲線，使整車造型更加和諧 ；
※ 側(cè)窗造型一改過去的直立柱，多采用曲線立柱，使整車富于變化；
※ 外形各異的燈具對整車外形"畫龍點睛"的作用；
※ 重視細部造型，如輪罩，一改過去呆板的圓形形狀，輪罩的設(shè)計更注重和整車的協(xié)調(diào)統(tǒng)一，同時也更富于變化；
※ 一些新的外飾件的采用，對整車的造型也起到了不同程度的作用。如側(cè)倉門采用鋁合金合頁或橡膠合頁，豪華客車多采用粘接式前后風(fēng)擋玻璃及側(cè)窗，也有的采用推拉式側(cè)窗；
※ 其它外飾件的采用，如側(cè)標志燈、側(cè)反射器、高位制動燈、示廓燈的布置以及車門的型式和布置都對整車的外形有不同程度的作用和影響。
1.3國內(nèi)長途旅、游客車造型的發(fā)展趨勢
※ 隨著全承載式大行李倉車身結(jié)構(gòu)的不斷推廣采用，長途旅游車高度也有增加的趨勢，逐步3.7 m高左右；
※ 整車造型更富于變化，注重流線型，以減少空氣阻力，降低油耗；
※ 隨著公路條件的改善以及整車高度的增加，長途、旅游客車的前后風(fēng)擋玻璃及側(cè)窗將繼續(xù)變大，側(cè)窗將達到或者接近整車側(cè)圍高度的一半，前風(fēng)擋玻璃高度則可能達到1.55m左右；
※ 隨著玻璃鋼等非金屬材料在客車車身上的應(yīng)用范圍的增大，解決了過去金屬薄板沖壓成型的困難，使得整車的前后圍細部造型更加富于變化。
2.國外大型客車造型的發(fā)展趨勢 圖3為歐洲比較典型三軸車造型。
圖3 Setra 416GT-HD型客車
※ 前后圍及整車的造型更加注重流線型，外形更加活潑；
※ 采用各種形狀的組合燈具，富于變化；
※ 車身高度增加，整車造型以小圓角過渡為主，各主要表面如前后圍等局部造型更富有于變化；
※ 前后保險杠逐步消失，不再起"保險"作用；
※ 粘接側(cè)窗的采用使整車外表更加平整。
三，內(nèi)飾的設(shè)計
客車內(nèi)部裝飾的豪華化已成為競爭的主要手段之一。在裝配空調(diào)的基礎(chǔ)上，采用全封閉式側(cè)窗成為80年代客車的標準式樣，先進的空調(diào)系統(tǒng)由電腦控制溫度，使車內(nèi)環(huán)境得到徹底改善，依靠空氣動力性試驗確定排氣及進氣口。
采用粗呢作車內(nèi)裝飾貼面，地板上鋪設(shè)地毯都有助于降低噪聲，同時軟化內(nèi)飾也有助于在發(fā)生事故時對成員的保護。對導(dǎo)線及導(dǎo)管的出入孔、車門、踏板處等嚴加密封，防止車外噪聲的傳入，在頂蓋及側(cè)壁的內(nèi)外蒙皮之間充填硬質(zhì)聚苯泡沫塑料，以消除和降低車身構(gòu)件之間的撞擊噪聲。
綜上所述，客車的外形造型和許多因素有關(guān)系。目前，不論是長途旅游車還是城市公交車的造形設(shè)計都越來越注重細部的處理對整個外形的影響，如何能夠?qū)υ煨偷募毑刻幚碜龅皆跐M足功能需要的前提下，既不畫蛇添足又能和整車造型相協(xié)調(diào)呼應(yīng)，仍是體現(xiàn)造型水平的關(guān)鍵所在。我們常常會發(fā)現(xiàn)為什么兩種或幾種外形造型雖然截然不同，但是都給人們以美的感覺，就是因為他們各自的造型協(xié)調(diào)一致的原因
因此，在本設(shè)計中，將采用國際流行的方基調(diào)，圓角造型；前圍利用大型雙曲面前擋風(fēng)玻璃，以表現(xiàn)整車的犀利感，輔助表達簡約風(fēng)格；后圍采用平面后風(fēng)窗玻璃，以節(jié)約材料，降低工藝成本，同時與車身側(cè)圍的平面結(jié)構(gòu)相呼應(yīng)；平面間采用小圓角過渡，在剛烈中隱約表達出陰柔之美；后視鏡仍采用較為常規(guī)的兔耳式電動后視鏡，以節(jié)約車主的后期維修保養(yǎng)成本。
四，畢業(yè)設(shè)計階段設(shè)計任務(wù)將會分以下階段完成：
(1)分析國內(nèi)外同類車型的造型現(xiàn)狀及發(fā)展趨勢；
(2)畫出設(shè)計草圖，對設(shè)計方案進行分析，選擇出最優(yōu)設(shè)計方案；
(3)與總布置人員一起確定車身造型曲線；
(4)造型附件的確定與選擇，外部及室內(nèi)造型，儀表臺及保險杠造型設(shè)計；
(5)繪制彩色效果圖；
(6)編寫設(shè)計說明書。
指導(dǎo)教師意見及建議：
指導(dǎo)教師簽名：
年 月 日
注：1、課題來源分為：國家重點、省部級重點、學(xué)?？蒲?、校外協(xié)作、實驗室建設(shè)和自選項目；課題類型分為：工程設(shè)計、專題研究、文獻綜述、綜合實驗。
2、此表由學(xué)生填寫，交指導(dǎo)教師簽署意見后方可開題。
畢業(yè)設(shè)計（論文）報告紙 共 2 頁 第 1 頁 裝 訂 線 目錄 第一章 緒論1 1.1 造型設(shè)計的重要性1 1.2 國外客車造型的現(xiàn)狀與發(fā)展趨勢2 1.2.1 具有東方風(fēng)格的日本式3 1.2.2 歐式豪華大客車的幾種典型風(fēng)格3 1.2.3 美洲大客車4 1.3 國內(nèi)客車造型設(shè)計的現(xiàn)狀及發(fā)展趨勢4 1.3.1 長途，旅游客車4 1.3.2 城市客車 5 1.3.3 高檔豪華客車6 第二章 造型設(shè)計的特點，基本原則及要求7 2.1 造型設(shè)計的特點7 2.2 造型設(shè)計的原則7 2.3 造型設(shè)計的要求和方法9 2.3.1 外型9 2.3.2 車內(nèi)布局9 第三章 客車造型的特點以及形式的確定11 3.1 客車造型的特點11 3.1.1 中型客車，適用于城市之間的中短途運輸11 3.1.2 發(fā)動機前置11 3.1.3 前懸短，乘客門中置11 3.1.4 兼容殘疾人座椅11 3.2 整車造型設(shè)計方案以及 CAD 三維實體模型的建立12 3.2.1 造型設(shè)計的重點部分12 3.2.2 本車造型特點14 畢業(yè)設(shè)計（論文）報告紙 共 2 頁 第 2 頁 裝 訂 線 3.2.3 造型的表達以及CAD模型的建立15 第四章 內(nèi)飾，保險杠及附件的設(shè) 計20 4.1 內(nèi)飾20 4.2 保險杠20 4.2.1 單 一 式 保 險 杠 20 4.2.2 整 體 組 合 式 保 險 杠 20 4.2.3復(fù) 合 式 保 險 杠 21 4.3 附件21 4.4 安全裝置22 第五章 材料選用與工藝特點23 5.1 材料選用23 5.2 工藝特點23 第六章 存在的不足及改進的途徑24 6.1 本車的造型設(shè)計存在的不足24 6.2 改進的途徑24 設(shè)計評價分析25 致謝26 參考文獻27 畢業(yè)設(shè)計（論文）報告紙 共 2 頁 第 3 頁 裝 訂 線 畢業(yè)設(shè)計（論文）報告紙 共 2 頁 第 1 頁 裝 訂 線 摘 要 汽車造型相當(dāng)重要，它不但直接影響整車的視覺效果，同時也在很大程度上影 響到產(chǎn)品的市場表現(xiàn)。研究不同檔次客車的造型風(fēng)格和時代流行趨勢，尋找其內(nèi)在 關(guān)系，對于企業(yè)新產(chǎn)品開發(fā)具有重要的指導(dǎo)意義。 文章簡要介紹我國客車造型的發(fā)展和現(xiàn)狀，較詳細的說明了客車整體、局部造 型及內(nèi)飾技術(shù)和在造型中應(yīng)注意的一些問題。介紹了客車造型設(shè)計的含義和評價標 準。簡述了構(gòu)思草圖、效果圖、模型在客車造型設(shè)計過程中的作用。 在本車的造型設(shè)計過程中，結(jié)合兼容殘疾人座椅的造型特點，在客車外觀，內(nèi) 飾設(shè)計和一些細節(jié)問題上都有所創(chuàng)新，并通過 CAD 軟件在三維設(shè)計過程中表現(xiàn)出來。 通過對客車造型特點的研究，把握市場對客車造型的需求，提高產(chǎn)品的市場競爭力。 關(guān)鍵詞：客車，造型，設(shè)計，CAD，殘疾人 畢業(yè)設(shè)計（論文）報告紙 共 2 頁 第 2 頁 裝 訂 線 ABSTRACT Automobile styling is important, it will not only directly affect the vehicles visual effects, they have also greatly affected the products market performance. Study of different grades and 380 modeling style and the era fashion trends, finding its intrinsic relationship For enterprise new product development is of great significance. The article briefly introduced China Bus modeling development and the status quo, a more detailed explanation of the whole bus, Interior and Local modeling and modeling technology should pay attention to the issue. Passenger train on the meaning of Design and evaluation criteria. Plan outlines the concept, the effect map, model passenger cars in the design process modeling role. In the shape of the car design process, compatible with the disabled seating modeling features, the Bus appearance, Interior design and some of the details on both innovation and the adoption of 3D CAD software in the design process demonstrated. By modeling features of the bus, the bus market grasp the shape of demand, improve product competitiveness on the market. KEY WORD: automobile, styling, design, CAD, disabledWHEELCHAIR TIEDOWN AND OCCUPANT RESTRAINT SYSTEMS FOR USE MOTOR VEHICLES
Foreword—For people with disabilities who are unable to transfer from their wheelchairs when traveling in motor vehicles, the wheelchair must serve as the vehicle seat. This usually means that the occupant restraint system installed by the vehicle manufacturer cannot be used to provide protection in a crash. In addition, the wheelchair must be secured to the vehicle so that it does not impose forces on its occupant and/or become a hazard to other vehicle occupants in a collision or sudden vehicle maneuver. Providing occupant protection for the wheelchair-seated occupant, therefore, requires that aftermarket equipment be installed to secure the wheelchair and restrain the wheelchair user.
This Recommended Practice applies to the design and performance of motor-vehicle adaptive equipment referred to as wheelchair tiedown and occupant restraint system or WTODS. It is the purpose of this document to encourage the design, testing, installation, and use of WTODS equipment that will provide effective wheelchair securement and occupant restraint in a frontal collision, and that will be comparable in crash performance to seat securement and occupant restraint systems provided by the vehicle manufacturer. While the primary concern is to reduce the potential for injury to wheelchair-seated occupants involved in a frontal vehicle crash, it is anticipated that achievement of improved occupant protection will also result in increased driver and passenger safety and comfort during normal travel. The provisions of this document should not be used to discourage people with disabilities using motor vehicle transportation or to limit access to, and availability of, motor vehicle transportation to wheelchair users.
Since manufacturers of WTORS are generally not able to control or specify the end use of their products, the 48-km/h, 20-g sled impact test specified in Appendix A is intended to qualify WTORS for use in vehicles with a gross vehicle weight of less than 7000kg. In larger vehicles, it may be possible to provide safe transportation using WTORS that do not comply with the level of crash severity used in this document.
As with any vehicle seat, the wheelchair is an important component of the occupant protection system, and also contributes to the stability and comfort of the wheelchair-seated occupant during normal travel. Design and performance of wheelchairs used as seats in motor vehicles is addressed in a separate, but related, ANSI/RESNA Standard now under development.
Design Requirements
1. Complete WTORS--WTORS shall:
a. Be for use with only one wheelchair and one occupant at a time .
b. Not require components of wheelchair tiedowns and occupant restraints to pass through the
wheels of a wheelchair .
c. Provide for release of both the wheelchair and the occupant within 60s by a single attendant or
wheelchair user without the use of tools .
d. Not require removal of wheelchair frame material, drilling into the wheelchair frame,
deformation of the wheelchair, welding, or the use of an adhesive process, during installation,
unless the WTORS is intended for a srecific wheelchair and the modifications are approved by
the wheelchair manufacturer .
e. Once installed, be operable without tools .
f. Include only hardware and fittings that are permanently connected to the WTORS or a
WTORS subassembly .
g. Be designed to prevent unintentional loosening of all threaded fasteners .
h. Include a manual override in case of power failure for any power-operated mechanisms of
tiedowns or restraints .
i. Include anchorage fasteners and hardware, and/or specifications for such hardware, that are
based on the material, size, and quantity of anchorage fasteners used in the simulated frontal
inpact test of Appendix A .
2. Wheelchair Tiedowns--Wheelchair tiedowns and tiedown components shall:
a. Not depend on the wheelchair brakes .
b. Be designed so that securement of the wheelchair is accomplished by the tiedown only and not
by the occupant restraints .
c. Provide a means to eliminate free movement of the wheelchair without the use of tools .
d. If the WTORS includes a four-point strap -type tiedown, each strap assembly shall provide for
manual adjustment in length without the use of tools, such that the adjustment ranges of front
and rear straps enable achieving the minimum and maximum lengths indicated in Table 1, with
at least 25 mm of webbing extending from the adjustment mechanisms.
TABLE 1--MIMIMUM ADJUSTMENT RANGES FOR FOUR-POINT TIEDOWN STRAPS：
Strap Assembly Location Mimimum Length mm (in) Maximum Length mm (in)
Rear 485(19) 740(29)
Front 410(16) 710(28)
e. Have securement-point end fittings of four-point tiedowns that are compatible with the
securement-point structural member of the surrogate wheelchair illustrated in Figure E4 .
f. Include a device to indicate, by visual or auditory means, when a docking-type tiedown is
properly engaged .
3. Occupant Restraints--WTORS shall either be designed to use the vehicle OEM passenger or
driver restraint, or shall include an occupant restraint that complies with the following
requirements:
3.1.The occupant restraint portion of the WTORS shall include both pelvic and upper torso restraints .
3.2 Occupant restraints may be designed to anchor directly to the vehicle, to components of the wheelchair tiedown, or to tiedown components fastened to the wheelchair. Occupant restraints shall not be designed with anchorages that rely on the transmission of restraint loads through the wheelchair structure unless the WTORS is designed for a specific wheelchair and the WTORS meets the requirements of 6.2 when the combination of wheelchair and WTORS is tested according to Appendix A .
3.3 The lengths of pelvic and upper torso restraints shall be manually adjustable without the use of tools .
3.4 When the WTORS is set up and measured as specified in Appendix B, pelvic restraints and, if applicable, their anchor points or guide points, shall:
a. Achieve side-view projected angles that fall within the zone shown in Figure 4b .
b. Achieve projected rear-view angles and locations within the zones shown in Figure 4a .
c. Provide sufficient length adjustment to allow the pelvic restraint, measured from anchor point to anchor point, to be both increased and decreased by 200 mm with at least 25 mm of webbing extending through the restraint end fittings at all times .
3.5 When the WTORS is set up and measured as specified in Appendix B, upper torso restraints shall provide for sufficient length adjustment to extend an additional 200 mm, and shorten by 300 mm, with at least 25 mm of webbing extending through the restraint end fittings at all times .
4（a） 4(b)
FIGURE 4
NOTE—Note that angles indicated are obtained by projecting the angle of the pelvic restraint onto a vertical plane to the wheelchair reference plane (side view), or onto a vertical plane that is perpendicular to the wheelchair reference plane (rear view) .
3.6 For WTORS that include upper-anchor points or upper-guide support structures for shoulder or harness restraints, the locations of these anchor points or supporting structures shall:
a. Be sufficiently adjustable in height to be located at or above the shoulder levels of the intended user .
b. Be located at least 1100 mm above the wheelchair ground plane so as to be near or above the shoulder height of wheelchair seated occupants .
NOTE1—The anchor point may be located below 1100 mm if an upper-guide support is located at or above 1100 mm .
NOTE2—Although FMVSS 210 allows for the upper torso restraint anchor points to be located a significant distance below the occupant’s shoulder level, such locations are considered to be undersirable and not in compliance with this document since they could result in downward loading on the occupant that can produce spinal injuries .
3.7 The junction of the shoulder and pelvic restraints of three-point restraints shall be located not less than 150 mm from the ATD centerline when installed as specified in Appendix B .
3.8 An airbag shall be used only as a supplementary occupant restraint in conjunction with a wheelchair tiedown and belt-type occupant restraint that comply with the requirements of this document .
3.9 Performance of the WTORS shall not depend on an airbag to comply with this document .
4. Test Report—The WTORS manufacturer shall have documentation on file and available that includes:
4.1 Statements concerning compliance of the WTORS with the Design Requirements of 4.2 through 4.3 including:
a. Minimum and maximum tiedown strap lengths of four-point strap tiedowns in comparison to the requirements of Table 1 .
b. Whether the end-fitting geometry of four-point tiedowns is compatible with the end-fitting geometry of Figure E4 .
c. The angle of pelvic restraints when setup according to Appendix B .
d. The range of length adjustment in the pelvic restraint when set up and measured as specified in Appendix B .
e. The range of length adjustment in the upper-torso restraints when set up and measured as specified in Appendix B .
f. The height or height-adjustment range of upper-torso restraint upper-anchor upper-guide support provided with the WTORS, and a statement of whether the height complies with 4.3.6 .
g. The distance of the pelvic/shoulder restraint interface of three-point restraints from the ATD centerline when set up and measured according to Appendix B .
4.2 Statements concerning compliance with the requirements of :
a. FMVSS 209 as specified in Table 2 .
b. FMVSS 302 concerning flammability of WTORS webbing material .
4.3 Statements concerning compliance with the Frontal Impact Test of Appendix A, including :
a. A description of the test facility, including the type of impact simulated, instrumentation and signal processing techniques, the frame speed for each film and/or video produced, methods for measuring sled velocity change and deceleration, methods used to measure ATD and test wheelchair excursions, and the accuracy of excursion measurements .
b. A statement of whether the sled deceleration pulse complied with A.4.3 and Figure A1, including the duration of the pulse, and the number of cumulative milliseconds that the deceleration exceeded 15 g and 20 g .
c. The measured or calculated value of the test delta V .
d. A full identification of the WTORS, anchorage fasteners, test wheelchair, and ATD used .
e. Pretest measurements documenting the locations of all WTORS anchorages relative to point P of the test wheelchair .
f. The side-view, front-view, and rear-view projected angles of all tiedown straps and pelvic restraints relative to the horizontal or vertical, as appropriate .
g. A description of the test setup including a statement about any parts or fasteners used ih the test that were not provided by the WTORS manufacturer .
h. Whether the ATD remained in the test wheelchair .
i. Whether the test wheelchair remained on the test platform .
j. The change in the orientation of the test wheelchair reference plane, if measurable, in comparison with the initial test orientation .
k. Identification of any WTORS load-carrying parts that showed visible signs of tearing, fragmentation, fracture, or complete failure, that were not designed to rear or fail in the manner noted .
l. The peak horizontal excursions specified in 6.2.d, and whether any of the excursions exceeded the limits in Table 3 of this document .
m. A statement as to whether the ATD and test wheelchair could be released from the WTORS without the use of tools .
n. A statement as to whether the ATD was loaded by the test wheelchair based on the results of the calculation in 6.2.e .
4.4 Statements concerning compliance of appropriate WTORS components with the Test for Partial Engagement of Appendix C, including :
a. Full identification of the WTORS system and the securement and anchorage components tested .
b. A description, including photographs if necessary, of the manner of each partial engagement tested .
c. A description of the procedure used to apply the separating force .
d. The results of each test, i.e., the securement or anchorage mechanism either separated or remained engaged .
4.5 Statements concerning compliance of any strap assemblies of wheelchair tiedowns with the Test for Webbing Slippage at Adjustment Devices of Appendix D, including :
a. Full identification of the WTORS system, type of webbing, and each adjustment device tested .
b. A description of the test apparatus and procedure .
c. The amount of webbing slippage at each adjustment device tested .
d. A statement as to whether the 25 mm limit was exceeded for each adjustment device tested .
e. A statement as to whether all adjustment devices of the wheelchair tiedown portion the WTORS passed the test .
5. Definitions—For the purposes of this document, the following definitions apply:
5.1 Anchorage—An assembly of hardware and fittings by which loads are transferred directly from the wheelchair tiedown to the vehicle or from the occupant restraint to the vehicle, wheelchair, wheelchair tiedown, or vehicle seat base .
5.2 Anchor Point—A point (area) on a vehicle, wheelchair, wheelchair tiedown, or vehicle seat base to which an anchorage is attached .
5.3 ANSI—Abbreviation for American National Standards Institute .
5.4 Anthropomorphic Test Device (ATD) –An articulated analog of the human body used to simulate a motor-vehicle occupant in a crash environment .
5.5 Automatic-Locking Retractor—A retractor incorporating adjustment by means of a positive self-locking mechanism which is capable, when locked, of withstanding restraint forces (from SAE J1834) .
5.6 Back Restraint—A device or system intended to limit rearward movement of the occupant by providing support to the back of the torso .
5.7 Belt—A length of energy-absorbing webbing material used as part of an occupant restraint .
5.8 Docking-Type Tiedown—A wheelchair securement device whose engagement is initiated as a result of the wheelchair rolling into the proper position .
5.9 Emergency-Locking Retractor—A retractor incorporating adjustment hardware by means of a locking mechanism that is activated by vehicle acceleration, webbing movement relative to the vehicle, or automatic action during an emergency, and that is capable, when locked, of withstanding restraint forces (from SAE J1834) .
5.10 End Fitting—Anchorage and securement hardware to which tiedown and occupant restraint webbing is fastened and which attaches directly to the anchor points and securement points on the wheelchair, tiedown system, or vehicle .
5.11 Fasteners—Devices used to secure, by mechanical means, other components or parts in place .
Note—These include, but are not limited to:bolts, nuts, screws, pins, rivets, and clamps .
5.12 Forward Facing—Orientation in which the wheelchair-seated occupant faces the front of the vehicle with the wheelchair reference plane within 10 degrees of the longitudinal axis of the vehicle .
5.13 Four-Point Tiedown—A wheelchair tiedown system that attaches to the wheelchair frame at four separate points and anchors to the vehicle at four separate anchor points .
Note—The typical four-point tiedown system uses four tiedown straps, with two attached to the front portion of the wheelchair and two attached to the rear portion .
5.14 Harness—An occupant restraint consisting of at least one belt designed to provide pelvic restraint and two shoulder or torso belts that apply forces to both shoulders .
5.15 Head Restraint—A device intended to limit rearward displacement of the occupant’s head .
5.16 Impact Simulator—A device for accelerating, decelerating, or a combination of decelerating and accelerating, a section of a vehicle or simulated vehicle structures, including instrumentation for measuring pertinent data (from SAE J850) .
5.17 Impact Sled—That part of an impact simulator on which components can be mounted for impact testing .
5.18 Independent Occupant Restraint—An occupant restraint that anchors directly to the vehicle or vehicle anchored components that are separate from the wheelchair and wheelchair tiedown .
Note—This is also known as a parallel restraint system .
5.19 Integrated Occupant Restraint—An occupant restraint for which the anchor points for the pelvic-restraint, or both pelvic and shoulder- restraints, are located on the wheelchair, or on tiedown components not fastened to the vehicle .
5.20 Occupant Restraint Anchorage—An assembly of hardware and fittings by which loads are transferred directly from the occupant restraint to the vehicle, wheelchair, wheelchair tiedown, or vehicle seat dase .
5.21 Occupant Restraint—A system or device for restraining the occupant in a vehicle to prevent or minimize contact with the vehicle interior components, and to prevent ejection during a crash (from SAE J2094) .
5.22 OEM—Abbreviation for Original Equipment Manufacturer .
5.23 Pelvic Restraint—That portion of a seat-belt assembly intended to limit movement of the pelvis .
Note—Other terms with similar meaning are lap belt, lap restraint, and lower torso restraint .
5.24 Point P—A reference point that lies at the cross-sectional center of a 100 mm diameter disc positioned with the longitudinal axis perpendicular to the wheelchair reference plane, such that the curved surface of the disc contacts with the backrest and the upper surface of the seat .
5.25 Postural Support—A component used to support a person in a desired position, but that is not usually intended to provide occupant restraint in a vehicle impact .
5.26 Securement Hardware—End fittings of a wheelchair tiedown system that connect to the wheelchair .
5.27 Securement Point—Location on the wheelchair frame to which a wheelchair tiedown end fitting connects .
5.28 Strap—A length of webbing material used as a part of a wheelchair tiedown .
5.29 Surrogate Wheelchair—A rigid, reusable device used to simulate a wheelchair for the purpose of testing a WTORS .
5.30 SWC—Abbreviation for surrogate wheelchair .
5.31 Test Wheelchair—A production, prototype, or surrogate wheelchair used to conduct tests specified in this document .
5.32 Wheelchair Tiedown Anchorage—An assembly of hardware and fittings by which loads are transferred directly from the wheelchair tiedown to the vehicle .
5.33 WTORS—Abbreviation for wheelchair tiedown and occupant restraint system .