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兼容残疾轮椅的中型客车造型设计
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参考文献1黄余平. 百年汽车图集M. 人民交通出版社，1987，23-29.2陈士俊. 产品造型设计原理与设计M. 天津大学出版社，1994，78-85.3黄天泽，黄金陵. 汽车车身结构与设计M. 机械工业出版社，1998，56-59.4吴兴敏. 汽车车身修复与美容M. 机械工业出版社，1996，60-64.5黄向东. 汽车空气动力学与车身造型M. 人民交通出版社，1995，45-51.6余志生. 汽车理论M. 机械工业出版社，1996，89-94.7张洪欣. 汽车设计M. 机械工业出版社，1988，17-25.8李卓森. 汽车造型艺术M. 吉林工业大学，1983，50-52.9王望予. 汽车设计M. 机械工业出版社，1995，57-64.10梁子安. 工业产品艺术造型设计M. 湖南科学技术出版社，1984，76-79.11任开明. 汽车车身制图M. 吉林工业大学，1983，67-75.12黄天泽. 大客车车身M. 湖南大学出版社，1988，15-19.13李卓森. 汽车造型基本技法M. 吉林工业大学，1983，39-4514SAE J941 . Motor Vehicle Drivers Eye RangeJ. SAE Handbook.1982.15Jan P Norbye . Car Desigen(Structure and Architecture)J. USA:Tab Books Inc.1976.长安大学毕业设计（论文）开题报告表课题名称兼容残疾轮椅的中型客车造型设计课题来源自选项目课题类型工程设计指导教师郭应时 教授学生姓名王琦玮学 号2201030108专 业车 辆 工 程课题的意义随着我国国民经济的飞速发展，全国各地高速公路、汽车专用线、汽车快速道如雨后春笋般建成通车高速公路的迅猛发展和旅游业的繁荣，使得以城市间客车运输和旅游运输为主要对象的客车迅猛发展。截至2005年底，全国等级公路里程159.18万公里，占公路总里程的82.5%。其中二级及二级以上高等级公路里程32.58万公里，占公路总里程的16.9%。按公路技术等级分组，各等级公路里程分别为：高速公路41005公里、一级公路38381公里、二级公路246442公里。公路条件的改善以及城乡人民生活水平的提高，促进了我国汽车工业的发展。做为汽车家族重要组成部分的中型客车，近年来同样进入了前所未有的发展时期。发展带来机遇的同时也带来了挑战，尽管经过国家政策的调控，我国的客车整车生产企业在总量上有所减少，但企业个体竞争力明显增加，产生了诸如宇通，苏州金龙（金龙联合汽车工业（苏州）有限公司），大金龙（厦门金龙联合汽车工业有限公司），小金龙（厦门金龙旅行车有限公司），安徽安凯等一批极具竞争力的企业，这就使得各生产企业要不断加快推出新产品的速度和提升产品质量，而作为产品更新换代的重要方面之一的客车外形的变化更是明显地加快。现就国内外大型客车造型的风格、特点及其历史、现状、发展趋势等作简要分析：一，客车造型的整体风格与特点1.整体风格 客车造型最初是从货车演变而来。早期客车采用货车的发动机和底盘改装而成，从20世纪40年代起，客车的设计逐渐脱离货车的范畴而走上独立设计的道路，开始生产专用非承载式车架，进一步发展为半承载式，并形成特殊的设计风格。 欧洲的Setra、MAN、BENZ、NEOPLAN、VOLVO、SCANIA、IVECO、BOVA和日本的HINO、ISUZU等都是世界著名的客车生产企业，其中有些作为专业的客车公司，其对行业的发展起到了很大的推动作用。现代客车绝大多数采用直角六面体的平头式造型，基本的风格有两种：一是直线条方基调的意大利型；另一是大曲面流线形的德国型。前者线条挺拔、洗练，能增加车厢的空间、扩大通透感，视野开阔，给人刚建的感觉；后者突出空气动力学特性，给人饱满、圆润、耐看的感觉。我国自80 年代以来, 各企业纷纷推出了方基调、小圆角、大弧面、流线感较强的车型。因为小圆角和大弧面相结合, 具有柔和、圆润、饱满的特征, 能使客车产生刚柔结合、刚中有柔的效果, 增加其艺术感染力。2客车造型的特点 客车以前、后围为重点, 尤其前围更为重要。我们可以把前围比着人的脸, 那么车灯、进气格栅、标徽等就成了五官, 整车的神态尽显于其上。前围采用超大双曲面的全景挡风玻璃, 加上较小的A 柱结构, 最大限度地改善了乘员的视野。客车的侧围与顶部的设计与之相呼应, 加上一些装饰件的运用, 与之形成统一的整体。现代客车一般都配置了空调, 侧窗采用全封闭粘接玻璃, 有时也在尾部和司机玻璃上再开小的活动窗。而进、排气口的确定则要依赖于空气动力学实验或相关经验。二，客车造型的历史、现状及发展趋势1.国内大型客车造型的历史、现状及发展趋势1.1历史回顾 我国大中型客车的发展，始于20世纪60年代，由交通部组织开发的JT663型客车（见图1），车身表面为大曲率圆基调。该车代表了当时国内客车产品的最高水平， 20世纪6070年代我国大型客车外形基本上以JT663这种大曲率圆基调的车身外形为主，JT663的生产一直维持到20世纪80年。图1 JT663型客车20世纪80年代末，交通部又组织行业的有关专家及骨干企业先后开发了JT1118及JT6120两款大型后置发动机客车，其中JT6120大型客车对20世纪80年代末以及90年代初我国客车的造型设计影响较大。JT6120大型客车是我国首次开发的后置全承载式车身的客车，它的外形风格与JT663迥然不同，侧围从裙部到侧窗上缘为样条曲线，整车的顶盖与侧围及前后围与侧围的过度采用了小圆角(R40)过渡。该车的前风挡造型设计一改以往的大曲率，而采用边界小曲率表面略带球形的外形设计，比较新颖。因此JT6120一诞生便给人们以耳目一新的感觉，可谓引领时代潮流。JT6120由于当时底盘总成不过关，没有形成批量生产，但该车新颖美观的外形对我国20世纪80年代末、90年代初国内客车的外形设计产生了很大的影响，不少厂家采用该车外形经过适当的变化，先后开发了多种畅销产品。1.2国内长途旅、游客车造型的现状 随着我国高等级公路通车里程的不断增加以及旅游业的发展，长途、旅游客车的需求量逐年递增。国内客车企业通过合资合作或者引进技术，提升了自己的产品开发水平，而且产品外形变化速度加快，部分产品的外形设计水平已经达到或者接近国外同类产品的水平。图2为我国目前较有代表性的客车造型，苏州金龙的KLQ6129Q型客车。图2 苏州金龙KLQ6129Q型客车目前长途、旅游客车外形造型的主要特点是：采用了电动兔耳式倒车镜，使整车显得华贵； 侧窗有加大的趋势，目前侧窗设计高度达到或接近1 200 mm，约为整个侧围高度的2/5； 前后保险的保险作用逐渐弱化，其外形和整个前后围纵向特性线成为连续光滑曲线，使整车造型更加和谐 ； 侧窗造型一改过去的直立柱，多采用曲线立柱，使整车富于变化； 外形各异的灯具对整车外形画龙点睛的作用； 重视细部造型，如轮罩，一改过去呆板的圆形形状，轮罩的设计更注重和整车的协调统一，同时也更富于变化； 一些新的外饰件的采用，对整车的造型也起到了不同程度的作用。如侧仓门采用铝合金合页或橡胶合页，豪华客车多采用粘接式前后风挡玻璃及侧窗，也有的采用推拉式侧窗； 其它外饰件的采用，如侧标志灯、侧反射器、高位制动灯、示廓灯的布置以及车门的型式和布置都对整车的外形有不同程度的作用和影响。 1.3国内长途旅、游客车造型的发展趋势 随着全承载式大行李仓车身结构的不断推广采用，长途旅游车高度也有增加的趋势，逐步3.7 m高左右； 整车造型更富于变化，注重流线型，以减少空气阻力，降低油耗； 随着公路条件的改善以及整车高度的增加，长途、旅游客车的前后风挡玻璃及侧窗将继续变大，侧窗将达到或者接近整车侧围高度的一半，前风挡玻璃高度则可能达到1.55m左右； 随着玻璃钢等非金属材料在客车车身上的应用范围的增大，解决了过去金属薄板冲压成型的困难，使得整车的前后围细部造型更加富于变化。2.国外大型客车造型的发展趋势 图3为欧洲比较典型三轴车造型。图3 Setra 416GT-HD型客车 前后围及整车的造型更加注重流线型，外形更加活泼； 采用各种形状的组合灯具，富于变化； 车身高度增加，整车造型以小圆角过渡为主，各主要表面如前后围等局部造型更富有于变化； 前后保险杠逐步消失，不再起保险作用； 粘接侧窗的采用使整车外表更加平整。三，内饰的设计 客车内部装饰的豪华化已成为竞争的主要手段之一。在装配空调的基础上，采用全封闭式侧窗成为80年代客车的标准式样，先进的空调系统由电脑控制温度，使车内环境得到彻底改善，依靠空气动力性试验确定排气及进气口。采用粗呢作车内装饰贴面，地板上铺设地毯都有助于降低噪声，同时软化内饰也有助于在发生事故时对成员的保护。对导线及导管的出入孔、车门、踏板处等严加密封，防止车外噪声的传入，在顶盖及侧壁的内外蒙皮之间充填硬质聚苯泡沫塑料，以消除和降低车身构件之间的撞击噪声。综上所述，客车的外形造型和许多因素有关系。目前，不论是长途旅游车还是城市公交车的造形设计都越来越注重细部的处理对整个外形的影响，如何能够对造型的细部处理做到在满足功能需要的前提下，既不画蛇添足又能和整车造型相协调呼应，仍是体现造型水平的关键所在。我们常常会发现为什么两种或几种外形造型虽然截然不同，但是都给人们以美的感觉，就是因为他们各自的造型协调一致的原因因此，在本设计中，将采用国际流行的方基调，圆角造型；前围利用大型双曲面前挡风玻璃，以表现整车的犀利感，辅助表达简约风格；后围采用平面后风窗玻璃，以节约材料，降低工艺成本，同时与车身侧围的平面结构相呼应；平面间采用小圆角过渡，在刚烈中隐约表达出阴柔之美；后视镜仍采用较为常规的兔耳式电动后视镜，以节约车主的后期维修保养成本。四，毕业设计阶段设计任务将会分以下阶段完成：(1)分析国内外同类车型的造型现状及发展趋势； (2)画出设计草图，对设计方案进行分析，选择出最优设计方案； (3)与总布置人员一起确定车身造型曲线； (4)造型附件的确定与选择，外部及室内造型，仪表台及保险杠造型设计； (5)绘制彩色效果图；(6)编写设计说明书。指导教师意见及建议：指导教师签名： 年 月 日注：1、课题来源分为：国家重点、省部级重点、学校科研、校外协作、实验室建设和自选项目；课题类型分为：工程设计、专题研究、文献综述、综合实验。 2、此表由学生填写，交指导教师签署意见后方可开题。毕业设计（论文）报告纸共 2 页 第 1 页装订线目录第一章 绪论1 1.1 造型设计的重要性11.2 国外客车造型的现状与发展趋势21.2.1 具有东方风格的日本式31.2.2 欧式豪华大客车的几种典型风格31.2.3 美洲大客车41.3 国内客车造型设计的现状及发展趋势41.3.1 长途，旅游客车41.3.2 城市客车 51.3.3 高档豪华客车6第二章 造型设计的特点，基本原则及要求72.1 造型设计的特点72.2 造型设计的原则72.3 造型设计的要求和方法92.3.1 外型92.3.2 车内布局9第三章 客车造型的特点以及形式的确定113.1 客车造型的特点113.1.1 中型客车，适用于城市之间的中短途运输113.1.2 发动机前置113.1.3 前悬短，乘客门中置113.1.4 兼容残疾人座椅113.2 整车造型设计方案以及 CAD 三维实体模型的建立123.2.1 造型设计的重点部分123.2.2 本车造型特点14毕业设计（论文）报告纸共 2 页 第 2 页装订线3.2.3 造型的表达以及CAD模型的建立15第四章 内饰，保险杠及附件的设计204.1 内饰204.2 保险杠204.2.1 单一式保险杠 204.2.2 整体组合式保险杠 204.2.3复合式保险杠 214.3 附件214.4 安全装置22第五章 材料选用与工艺特点235.1 材料选用235.2 工艺特点23第六章 存在的不足及改进的途径246.1 本车的造型设计存在的不足246.2 改进的途径24设计评价分析25致谢26参考文献27毕业设计（论文）报告纸共 2 页 第 3 页装订线毕业设计（论文）报告纸共 2 页 第 1 页装订线摘摘 要要汽车造型相当重要，它不但直接影响整车的视觉效果，同时也在很大程度上影响到产品的市场表现。研究不同档次客车的造型风格和时代流行趋势，寻找其内在关系，对于企业新产品开发具有重要的指导意义。文章简要介绍我国客车造型的发展和现状，较详细的说明了客车整体、局部造型及内饰技术和在造型中应注意的一些问题。介绍了客车造型设计的含义和评价标准。简述了构思草图、效果图、模型在客车造型设计过程中的作用。在本车的造型设计过程中，结合兼容残疾人座椅的造型特点，在客车外观，内饰设计和一些细节问题上都有所创新，并通过 CAD 软件在三维设计过程中表现出来。通过对客车造型特点的研究，把握市场对客车造型的需求，提高产品的市场竞争力。关键词：客车，造型，设计，CAD，残疾人毕业设计（论文）报告纸共 2 页 第 2 页装订线ABSTRACTAutomobile 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 VEHICLESForewordFor 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 4NOTENote 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 .NOTE1The anchor point may be located below 1100 mm if an upper-guide support is located at or above 1100 mm .NOTE2Although FMVSS 210 allows for the upper torso restraint anchor points to be located a significant distance below the occupants 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 ReportThe 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. DefinitionsFor the purposes of this document, the following definitions apply:5.1 AnchorageAn 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 PointA point (area) on a vehicle, wheelchair, wheelchair tiedown, or vehicle seat base to which an anchorage is attached .5.3 ANSIAbbreviation 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 RetractorA 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 RestraintA device or system intended to limit rearward movement of the occupant by providing support to the back of the torso .5.7 BeltA length of energy-absorbing webbing material used as part of an occupant restraint .5.8 Docking-Type TiedownA wheelchair securement device whose engagement is initiated as a result of the wheelchair rolling into the proper position .5.9 Emergency-Locking RetractorA 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 FittingAnchorage 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 FastenersDevices used to secure, by mechanical means, other components or parts in place . NoteThese include, but are not limited to:bolts, nuts, screws, pins, rivets, and clamps .5.12 Forward FacingOrientation 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 TiedownA wheelchair tiedown system that attaches to the wheelchair frame at four separate points and anchors to the vehicle at four separate anchor points . NoteThe 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 HarnessAn 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 RestraintA device intended to limit rearward displacement of the occupants head .5.16 Impact SimulatorA 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 SledThat pa
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