E/ECE/324/Rev.1/Add.94/Rev.1−E/ECE/TRANS/505/Rev.1/Add.94/Rev.

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16 November 2011

Agreement

Concerning the Adoption of Uniform Technical Prescriptions for

Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be
Used on Wheeled Vehicles and the Conditions for Reciprocal
Recognition of Approvals Granted on the Basis of these Prescriptions*

(Revision 2, including the amendments which entered into force on 16 October 1995)

Addendum 94: Regulation No. 95

Revision 1
Incorporating all valid text up to:
01 series of amendments - Date of entry into force: 12 August 1998
Supplement 1 to the 01 series of amendments: Date of entry into force: 14 November 1999
Corrigendum 1 to the 01 series of amendments (French only): Date of entry into force: 8 November 2000
Corrigendum 3 to the original version of Regulation: Date of entry into force: 26 June 2002
02 series of amendments: Date of entry into force: 16 July 2003
Supplement 1 to the 02 series of amendments: Date of entry into force: 12 August 2004
Corrigendum 1 to the 02 series of amendments (French only): Date of entry into force: 16 November 2005
Corrigendum 1 to Supplement 1 to the 02 series of amendments: Date of entry into force: 14 November 2007
03 series of amendments: Date of entry into force: 23 June 2011
Corrigendum 1 to the 03 series of amendments: Date of entry into force: 23 June 2011

Uniform provisions Concerning the Approval of Vehicles with regard to

the protection of the occupants in the event of a lateral collision

_________

UNITED NATIONS

* Former title of the Agreement: Agreement Concerning the Adoption of Uniform Conditions of
Approval and Reciprocal Recognition of Approval for Motor Vehicle Equipment and Parts, done at
Geneva on 20 March 1958.

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Regulation No. 95

Uniform provisions Concerning the Approval of Vehicles

with regard to the protection of the occupants in the event of
a lateral collision
Contents
Page
1. Scope........................................................................................................................................ 5
2. Definitions................................................................................................................................ 5
3. Application for approval .......................................................................................................... 8
4. Approval................................................................................................................................... 8
5. Specifications and tests ............................................................................................................ 9
6. Modification of the vehicle type .............................................................................................. 13
7. Conformity of production......................................................................................................... 13
8. Penalties for non-conformity of production ............................................................................. 14
9. Production definitely discontinued........................................................................................... 14
10. Transitional provisions............................................................................................................. 14
11. Names and addresses of Technical Services responsible for
conducting approval tests, and of Type Approval Authorities ................................................. 16
Annexes
1 Communication concerning the approval or extension or refusal or withdrawal
of approval or production definitely discontinued of a vehicle type with regard
to protection of occupants in the event of a lateral collision, pursuant
to Regulation No. 95 ................................................................................................................ 17
2 Arrangements of the approval mark ......................................................................................... 19
3 Procedure for determining the "H" point and the actual torso angle for
seating positions in motor vehicles .......................................................................................... 20
Appendix 1: Description of the three dimensional "H" point machine
(3-D H machine) ............................................................................................... 25
Appendix 2: Three dimensional reference system ................................................................. 28
Appendix 3: Reference data concerning seating positions..................................................... 29
4 Collision test procedure............................................................................................................ 30
Appendix 1: Determination of performance data................................................................... 34
Appendix 2: The procedure for calculating the viscous criterion for EUROSID 1 ............... 35
5 Mobile deformable barrier characteristics................................................................................ 36
Appendix 1: Force-deflection curves for static tests.............................................................. 50
Appendix 2: Force-deflection curves for dynamic tests ........................................................ 52

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Appendix: Examination of the mobile deformable barrier ................................................. 55

6 Technical description of the side impact dummy..................................................................... 57
7 Installation of the side impact dummy ..................................................................................... 76
8 Partial test................................................................................................................................. 78
9 Test Procedures for the protection of the occupants of vehicles operating on electrical
power from high voltage and electrolyte spillage .................................................................... 80
Appendix 1: Jointed Test Finger (IPXXB) ............................................................................ 85

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1. Scope
This Regulation applies to the lateral collision behaviour of the structure of
the passenger compartment of M1 and N1 categories of vehicles where the
"R" point of the lowest seat is not more than 700 mm from ground level when
the vehicle is in the condition corresponding to the reference mass defined in
paragraph 2.10. of this Regulation.

2. Definitions
For the purposes of this Regulation:
2.1. "Approval of a vehicle" means the approval of a vehicle type with regard to
the behaviour of the structure of the passenger compartment in a lateral
collision;
2.2. "Vehicle type" means a category of power-driven vehicles which do not differ
in such essential respects as:
2.2.1. The length, width and ground clearance of the vehicle, in so far as they have
a negative effect on the performance prescribed in this Regulation;
2.2.2. The structure, dimensions, lines and materials of the side walls of the
passenger compartment in so far as they have a negative effect on the
performance prescribed in this Regulation;
2.2.3. The lines and inside dimensions of the passenger compartment and the type
of protective systems, in so far as they have a negative effect on the
performance prescribed in this Regulation;
2.2.4. The sitting of the engine (front, rear or centre) and the orientation (transversal
or longitudinal) of the engine, in so far as they have a negative effect on the
result of the impact test of this Regulation.
2.2.5. The unladen mass, in so far as there is a negative effect on the performance
prescribed in this Regulation;
2.2.6. The optional arrangements or interior fittings in so far as they have a negative
effect on the performance prescribed in this Regulation;
2.2.7. The type of front seat(s) and position of the "R" point in so far as they have a
negative effect on the performance prescribed in this Regulation;
2.2.8. The locations of the RESS, in so far as they have a negative effect on the
result of the impact test prescribed in this Regulation.
2.3. "Passenger compartment" means the space for occupant accommodation,
bounded by the roof, floor, side walls, doors, outside glazing and front
bulkhead and the plane of the rear compartment bulkhead or the plane of the
rear-seat back support;
2.3.1. "Passenger compartment with regard to occupant protection" means the
space for occupant accommodation, bounded by the roof, floor, side walls,
doors, outside glazing and front bulkhead and the plane of the rear
compartment bulkhead or the plane of the rear-seat back support.

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2.3.2. "Passenger compartment for electric safety assessment" means the space for
occupant accommodation, bounded by the roof, floor, side walls, doors,
outside glazing, front bulkhead and rear bulkhead, or rear gate, as well as by
the electrical protection barriers and enclosures provided for protecting the
power train from direct contact with high voltage live parts.
2.4. "R point" or "seating reference point" means the reference point specified by
the vehicle manufacturer which:
2.4.1. Has co-ordinates determined in relation to the vehicle structure;
2.4.2. Corresponds to the theoretical position of the point of torso/thighs rotation
(H point) for the lowest and most rearward normal driving position or
position of use given by the vehicle manufacturer for each seating position
specified by him;
2.5. "H point" is as established by Annex 3 to this Regulation;
2.6. "Capacity of the fuel tank" means the fuel-tank capacity as specified by the
manufacturer of the vehicle;
2.7. "Transverse plane" means a vertical plane perpendicular to the median
longitudinal vertical plane of the vehicle;
2.8. "Protective system" means devices intended to restrain and/or protect the
occupants;
2.9. "Type of protective system" means a category of protective devices which do
not differ in such essential respects as their:
Technology;
Geometry;
Constituent materials.
2.10. "Reference mass" means the unladen mass of the vehicle increased by a mass
of 100 kg (that is the mass of the side impact dummy and its
instrumentation);
2.11. "Unladen mass" means the mass of the vehicle in running order without
driver, passengers or load, but with the fuel tank filled to 90 per cent of its
capacity and the usual set of tools and spare wheel on board, where
applicable;
2.12. "Mobile deformable barrier" means the apparatus with which the test vehicle
is impacted. It consists of a trolley and an impactor;
2.13. "Impactor" means a crushable section mounted on the front of mobile
deformable barrier;
2.14. "Trolley" means a wheeled frame free to travel along its longitudinal axis at
the point of impact. Its front supports the impactor;
2.15. "High Voltage" means the classification of an electric component or circuit, if
its working voltage is > 60 V and ≤ 1,500 V direct current (DC) or > 30 V
and ≤ 1,000 V alternating current (AC) root - mean - square (rms);
2.16. "Rechargeable energy storage system (RESS)" means the rechargeable
energy storage system which provides electrical energy for propulsion;
2.17. "Electrical Protection Barrier" means the part providing protection against
any direct contact to the high voltage live parts;

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2.18. "Electrical power train" means the electrical circuit which includes the
traction motor(s), and may also include the RESS, the electrical energy
conversion system, the electronic converters, the associated wiring harness
and connectors, and the coupling system for charging the RESS;
2.19. "Live parts" means conductive part(s) intended to be electrically energized in
normal use;
2.20. "Exposed conductive part" means the conductive part which can be touched
under the provisions of the protection IPXXB, and which becomes
electrically energized under isolation failure conditions;
2.21. "Direct contact" means the contact of persons with high voltage live parts;
2.22. "Indirect contact" means the contact of persons with exposed conductive
parts;
2.23. "Protection IPXXB" means protection from contact with high voltage live
parts provided by either an electrical protection barrier or an enclosure and
tested using a Jointed Test Finger (IPXXB) as described in paragraph 4. of
Annex 9;
2.24. "Working voltage" means the highest value of an electrical circuit voltage
root-mean-square (rms), specified by the manufacturer, which may occur
between any conductive parts in open circuit conditions or under normal
operating conditions. If the electrical circuit is divided by galvanic isolation,
the working voltage is defined for each divided circuit, respectively;
2.25. "Coupling system for charging the rechargeable energy storage system
(RESS)" means the electrical circuit used for charging the RESS from an
external electrical power supply including the vehicle inlet;
2.26. "Electrical chassis" means a set made of conductive parts electrically linked
together, whose electrical potential is taken as reference;
2.27. "Electrical circuit" means an assembly of connected high voltage live parts
which is designed to be electrically energized in normal operation;
2.28. "Electrical energy conversion system" means a system (e.g. fuel cell) that
generates and provides electrical energy for electrical propulsion;
2.29. "Electronic converter" means a device capable of controlling and/or
converting electrical power for electrical propulsion;
2.30. "Enclosure" means the part enclosing the internal units and providing
protection against any direct contact;
2.31. "High Voltage Bus" means the electrical circuit, including the coupling
system for charging the RESS that operates on a high voltage;
2.32. "Solid insulator" means the insulating coating of wiring harnesses, provided
in order to cover and prevent the high voltage live parts from any direct
contact. This includes covers for insulating the high voltage live parts of
connectors and varnish or paint for the purpose of insulation;
2.33. "Automatic disconnect" means a device that when triggered, galvanically
separates the electrical energy sources from the rest of the high voltage
circuit of the electrical power train;
2.34. "Open type traction battery" means a type of battery requiring liquid and
generating hydrogen gas released to the atmosphere.

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3. Application for approval

3.1. The application for approval of a vehicle type with regard to the protection of
the occupants in the event of a lateral collision shall be submitted by the
vehicle manufacturer or by his duly accredited representative.
3.2. It shall be accompanied by the under mentioned documents in triplicate and
the following particulars:
3.2.1. A detailed description of the vehicle type with respect to its structure,
dimensions, lines and constitutent materials;
3.2.2. Photographs and/or diagrams and drawings of the vehicle showing the
vehicle type in front, side and rear elevation and design details of the lateral
part of the structure;
3.2.3. Particulars of the vehicle’s mass as defined by paragraph 2.11. of this
Regulation;
3.2.4. The lines and inside dimensions of the passenger compartment;
3.2.5. A description of the relevant side interior fittings and protective systems
installed in the vehicle.
3.2.6. A general description of the electrical power source type, location and the
electrical power train (e.g. hybrid, electric).
3.3. The applicant for approval shall be entitled to present any data and results of
tests carried out which make it possible to establish that compliance with the
requirements can be achieved on prototype vehicles with a sufficient degree
of accuracy.
3.4. A vehicle which is representative of the type to be approved shall be
submitted to the Technical Service responsible for conducting the approval
tests.
3.4.1. A vehicle not comprising all the components proper to the type may be
accepted for tests provided that it can be shown that the absence of the
components omitted has no detrimental effect on the performance prescribed
in the requirements of this Regulation.
3.4.2. It shall be the responsibility of the applicant for approval to show that the
application of paragraph 3.4.1 is in compliance with the requirements of this
Regulation.

4. Approval
4.1. If the vehicle type submitted for approval pursuant to this Regulation meets
the requirements of paragraph 5 below, approval of that vehicle type shall be
granted.
4.2. In case of doubt, account shall be taken, when verifying the conformity of the
vehicle to the requirements of this Regulation, of any data or test results
provided by the manufacturer which can be taken into consideration in
validating the approval test carried out by the Technical Service.
4.3. An approval number shall be assigned to each type approved. Its first two
digits (at present 01 corresponding to the 01 series of amendments) shall
indicate the series of amendments incorporating the most recent major

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technical amendments made to the Regulation at the time of issue of the

approval. The same Contracting Party may not assign the same approval
number to another vehicle type.
4.4. Notice of approval or of extension or of refusal of approval of a vehicle type
pursuant to this Regulation shall be communicated by the Parties to the
Agreement applying this Regulation by means of a form conforming to the
model in Annex 1 to this Regulation and photographs and/or diagrams and
drawings supplied by the applicant for approval, in a format not exceeding
A4 (210 x 297) mm or folded to that format and on an appropriate scale.
4.5. There shall be affixed to every vehicle conforming to a vehicle type approved
under this Regulation, conspicuously and in a readily accessible place
specified on the approval form, an international approval mark consisting of:
4.5.1. A circle surrounding the letter "E" followed by the distinguishing number of
the country which has granted approval1;
4.5.2. The number of this Regulation, followed by the letter "R", a dash and the
approval number, to the right of the circle prescribed in paragraph 4.5.1.
4.6. If the vehicle conforms to a vehicle type approved, under one or more other
Regulations annexed to the Agreement, in the country which has granted
approval under this Regulation, the symbol prescribed in paragraph 4.5.1.
need not be repeated; in this case the Regulation and approval numbers and
the additional symbols of all the Regulations under which approval has been
granted in the country which has granted approval under this Regulation shall
be placed in vertical columns to the right of the symbol prescribed in
paragraph 4.5.1.
4.7. The approval mark shall be clearly legible and shall be indelible.
4.8. The approval mark shall be placed close to or on the vehicle data plate
affixed by the manufacturer.
4.9. Annex 2 to this Regulation gives examples of approval marks.

5. Specifications and tests

5.1. The vehicle shall undergo a test in accordance with Annex 4 to this
Regulation.
5.1.1. The test will be carried out on the driver’s side unless asymmetric side
structures, if any, are so different as to affect the performance in a side
impact. In that case either of the alternatives in paragraph [Link]. or [Link].
may be used by agreement between the manufacturer and test authority.
[Link]. The manufacturer will provide the authority responsible for approval with
information regarding the compatibility of performances in comparison with
the driver’s side when the test is being carried out on that side.

1
The distinguish numbers of the Contracting Parties to the 1958 Agreement are reproduced
in Annex 3 to Consolidated Resolution on the Construction of Vehicles (R.E.3),
document ECE/TRANS/WP.29/78/Rev.2.

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[Link]. The Approval Authority, if concerned as to the construction of the vehicle,

will decide to have the test performed on the side opposite the driver, this
being considered the least favourable.
5.1.2. The Technical Service, after consultation with the manufacturer, may require
the test to be carried out with the seat in a position other than the one
indicated in paragraph 5.5.1. of Annex 4. This position shall be indicated in
the test report2.
5.1.3. The result of this test shall be considered satisfactory if the conditions set out
in paragraphs 5.2. and 5.3. below are satisfied.
5.2. Performance criteria
Additionally, vehicles equipped with electric power train shall meet the
requirements of paragraph 5.3.6. This can be met by a separate impact test at
the request of the manufacturer and after validation by the Technical Service,
provided that the electrical components do not influence the occupant
protection performance of the vehicle type as defined in paragraphs 5.2.1.
to 5.3.4. of this Regulation. In case of this condition the requirements of
paragraph 5.3.6. shall be checked in accordance with the methods set out in
Annex 4 to this Regulation, except paragraphs 6, 7. and Appendix 1 and 2.
But the side-impact dummy shall be installed in the front seat on the impact
side.
5.2.1. The performance criteria, as determined for the collision test in accordance
with the appendix to Annex 4 to this Regulation shall meet the following
conditions:
[Link]. The head performance criterion (HPC) shall be less than or equal to 1,000;
when there is no head contact, then the HPC shall not be measured or
calculated but recorded as "No Head Contact."
[Link]. The thorax performance criteria shall be:
(a) Rib Deflection Criterion (RDC) less than or equal to 42 mm;
(b) Soft Tissue Criterion (VC) less or equal to 1.0 m/sec.
For a transitional period of two years after the date specified in
paragraph 10.2. of this Regulation the V * C value is not a pass/fail criterion
for the approval testing, but this value has to be recorded in the test report
and to be collected by the approval authorities. After this transitional period,
the VC value of 1.0 m/sec shall apply as a pass/fail criterion unless the
Contracting Parties applying this Regulation decide otherwise.
[Link]. The pelvis performance criterion shall be:
Pubic Symphysis Peak Force (PSPF) less than or equal to 6 kN.
[Link]. The abdomen performance criterion shall be:
Abdominal Peak Force (APF) less than or equal to 2.5 kN internal force
(equivalent to external force of 4.5 kN).

2
Until 30 September 2000, for the purposes of the test requirements, the range of normal longitudinal
adjustments shall be limited such that the H-point lies within the length of the door aperture.

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5.3. Particular requirements

5.3.1. No door shall open during the test.
5.3.2. After the impact, it shall be possible without the use of tools to:
[Link]. Open a sufficient number of doors provided for normal entry and exit of
passengers, and if necessary tilt the seat-backs or seats to allow evacuation of
all occupants;
[Link]. Release the dummy from the protective system;
[Link]. Remove the dummy from the vehicle;
5.3.3. No interior device or component shall become detached in such a way as
noticeably to increase the risk of injury from sharp projections or jagged
edges;
5.3.4. Ruptures, resulting from permanent deformation are acceptable, provided
these do not increase the risk of injury;
5.3.5. If there is continuous leakage of liquid from the fuel-feed installation after
the collision, the rate of leakage shall not exceed 30 g/min; if the liquid from
the fuel-feed system mixes with liquids from the other systems and the
various liquids cannot easily be separated and identified, all the liquids
collected shall be taken into account in evaluating the continuous leakage.
5.3.6. Following the test conducted in accordance with the procedure defined in
Annex 4 to this Regulation, the electrical power train operating on high
voltage, and the high voltage components and systems, which are
galvanically connected to the high voltage bus of the electric power train,
shall meet the following requirements:
[Link]. Protection against electrical shock
After the impact at least one of the four criteria specified in
paragraph [Link].1. through paragraph [Link].4.2. shall be met.
If the vehicle has an automatic disconnect function, or device(s) that
galvanically divide the electric power train circuit during driving condition, at
least one of the following criteria shall apply to the disconnected circuit or to
each divided circuit individually after the disconnect function is activated.
However criteria defined in [Link].4. shall not apply if more than a single
potential of a part of the high voltage bus is not protected under the
conditions of protection IPXXB.
In the case that the test is performed under the condition that part(s) of the
high voltage system are not energized, the protection against electrical shock
shall be proved by either [Link].3. or [Link].4. for the relevant part(s).
[Link].1. Absence of high voltage
The voltages Vb, V1 and V2 of the high voltage buses shall be equal or less
than 30 VAC or 60 VDC as specified in paragraph 2. of Annex 9.
[Link].2. Low electrical energy
The total energy (TE) on the high voltage buses shall be less than 2.0 joules
when measured according to the test procedure as specified in paragraph 3. of
Annex 9 with the formula (a). Alternatively the total energy (TE) may be
calculated by the measured voltage Vb of the high voltage bus and the

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capacitance of the X-capacitors (Cx) specified by the manufacturer according

to formula (b) of paragraph 3. of Annex 9.
The energy stored in the Y-capacitors (TEy1, TEy2) shall also be less than 2.0
joules. This shall be calculated by measuring the voltages V1 and V2 of the
high voltage buses and the electrical chassis, and the capacitance of the
Y-capacitors specified by the manufacturer according to formula (c) of
paragraph 3. of Annex 9.
[Link].3. Physical protection
For protection against direct contact with high voltage live parts, the
protection IPXXB shall be provided.
In addition, for protection against electrical shock which could arise from
indirect contact, the resistance between all exposed conductive parts and the
electrical chassis shall be lower than 0.1 ohm when there is current flow of at
least 0.2 ampere.
This requirement is satisfied if the galvanic connection has been made by
welding.
[Link].4. Isolation resistance
The criteria specified in the paragraphs [Link].4.1. and [Link].4.2. below
shall be met.
The measurement shall be conducted in accordance with paragraph 5. of
Annex 9.
[Link].4.1. Electrical power train consisting of separate DC- or AC-buses.
If the AC high voltage buses and the DC high voltage buses are galvanically
isolated from each other, isolation resistance between the high voltage bus
and the electrical chassis (Ri, as defined in paragraph 5. of Annex 9) shall
have a minimum value of 100 Ω/V of the working voltage for DC buses, and
a minimum value of 500 Ω/V of the working voltage for AC buses.
[Link].4.2. Electrical power train consisting of combined DC- and AC-buses
If the AC high voltage buses and the DC high voltage buses are galvanically
connected isolation resistance between the high voltage bus and the electrical
chassis (Ri, as defined in paragraph 5. of Annex 9) shall have a minimum
value of 500 Ω/V of the working voltage.
However, if the protection IPXXB is satisfied for all AC high voltage buses
or the AC voltage is equal or less than 30 V after the vehicle impact, the
isolation resistance between the high voltage bus and the electrical chassis
(Ri, as defined in paragraph 5. of Annex 9) shall have a minimum value of
100 Ω/V of the working voltage.
[Link]. Electrolyte spillage
In the period from the impact until 30 minutes after no electrolyte from the
RESS shall spill into the passenger compartment and no more than 7 per cent
of electrolyte shall spill from the RESS except open type traction batteries
outside the passenger compartment. For open type traction batteries no more
than 7 per cent with a maximum of 5.0 litters shall spill outside the passenger
compartment.

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The manufacturer shall demonstrate compliance in accordance with

paragraph 6. of Annex 9.
[Link]. RESS retention
RESS located inside the passenger compartment shall remain in the location
in which they are installed and RESS components shall remain inside RESS
boundaries.
No part of any RESS that is located outside the passenger compartment for
electric safety assessment shall enter the passenger compartment during or
after the impact test.
The manufacturer shall demonstrate compliance in accordance with
paragraph 7. of Annex 9.

6. Modification of the vehicle type

6.1. Any modification affecting the structure, the number and type of seats, the
interior trim or fittings, or the position of the vehicle controls or of
mechanical parts which might affect the energy-absorption capacity of the
side of the vehicle, shall be brought to the notice of the Type Approval
Authority granting approval. The department may then either:
6.1.1. Consider that the modifications made are unlikely to have an appreciable
adverse effect and that in any case the vehicle still complies with the
requirements; or
6.1.2. Require a further test report from the Technical Service responsible for
conducting the tests;
[Link]. Any modification of the vehicle affecting the general form of the structure of
the vehicle or any variation in the reference mass greater than 8 per cent
which in the judgement of the authority would have a marked influence on
the results of the test shall require a repetition of the test as described in
Annex 4.
[Link]. If the Technical Service, after consultation with the vehicle manufacturer,
considers that modifications to a vehicle type are insufficient to warrant a
complete retest then a partial test may be used. This would be the case if the
reference mass is not more than 8 per cent different from the original vehicle
or the number of front seats is unchanged. Variations of seat type or interior
fittings need not automatically entail a full retest. An example of the
approach to this problem is given in Annex 8.
6.2. Confirmation or refusal of approval, specifying the alteration, shall be
communicated by the procedure specified in paragraph 4.4. above to the
Parties to the Agreement which apply this Regulation.
6.3. The Competent Authority issuing an extension of approval shall assign a
series number to each communication form drawn up for such an extension.

7. Conformity of production
The conformity of production procedures shall comply with those set out in
the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2) with the
following requirements.

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7.1. Every vehicle approved under this Regulation shall be so manufactured as to

conform to the type approved by meeting the requirements set out in
paragraph 5 above.
7. 2. The holder of the approval shall ensure that for each type of vehicle at least
the tests concerning the taking of measurements are carried out.
7.3. The authority which has granted type approval may at any time verify the
conformity control methods applied in each production facility. The normal
frequency of these verifications shall be once every two years.

8. Penalties for non-conformity of production

8.1. The approval granted in respect of a vehicle type, pursuant to this Regulation,
may be withdrawn if the requirement laid down in paragraph 7.1. above is
not complied with, or if the vehicle or vehicles selected have failed to pass
the checks prescribed in paragraph 7.2. above.
8.2. If a Contracting Party to the Agreement applying this Regulation withdraws
an approval it has previously granted, it shall forthwith so notify the other
Contracting Parties applying this Regulation by means of a communication
form conforming to the model in Annex 1 to this Regulation.

9. Production definitely discontinued

If the holder of the approval completely ceases to manufacture a type of
vehicle approved in accordance with this Regulation, he shall so inform the
authority which granted the approval. Upon receiving the relevant
communication that authority shall inform thereof the other Parties to
the 1958 Agreement applying this Regulation by means of a communication
form conforming to the model in Annex 1 to this Regulation.

10. Transitional provisions

10.1. As from the official date of entry into force of supplement 1 to the 02 series
of amendments, no Contracting Party applying this Regulation shall refuse to
grant ECE approval under this Regulation as amended by Supplement 1 to
the 02 series of amendments.
10.2. As from 12 months after the entry into force of the 02 series of amendments
Contracting Parties applying this Regulation shall grant ECE approvals only
to those types of vehicles which comply with the requirements of this
Regulation as amended by the 02 series of amendments.
10.3. As from 60 months after the entry into service of the 02 series of amendments
Contracting Parties applying this Regulation may refuse first national
registration (first entry into service) of vehicles which do not meet the
requirements of this Regulation as amended by the 02 series of amendments.
10.4. As from 36 months after the entry into force of Supplement 1 to the 02 series
of amendments Contracting Parties applying this Regulation shall grant ECE
approvals only to those types of vehicles which comply with the
requirements of this Regulation. as amended by Supplement 1 to the 02 series
of amendments.

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10.5. As from 84 months after the entry into force of Supplement 1 to the 02 series
of amendments Contracting Parties applying this Regulation may refuse first
national registration (first entry into service) of vehicles which do not meet
the requirements of this regulation as amended by Supplement 1 to
the 02 series of amendments.
10.6. As from the official date of entry into force of the 03 series of amendments,
no Contracting Party applying this Regulation shall refuse to grant ECE
approval under this Regulation as amended by the 03 series of amendments.
10.7. As from 24 months after the official date of entry into force of the 03 series
of amendments, Contracting Parties applying this Regulation shall grant ECE
approvals only to those types of vehicles which comply with the
requirements of this Regulation as amended by the 03 series of amendments.
However, in the case of vehicles having an electrical power train operating on
high voltage, an additional period of 12 months is granted provided that the
manufacturer demonstrates, to the satisfaction of the Technical Service, that
the vehicle provides equivalent levels of safety to those required by this
Regulation as amended by the 03 series of amendments.
10.8. Contracting Parties applying this Regulation shall not refuse to grant
extensions of approvals issued to the preceding series of amendments to this
Regulation, when this extension does not entail any change to the propulsion
system of the vehicle.
However, as from 48 months after the official date of entry into force of the
03 series of amendments, extensions to approvals issued to the previous
series of amendments shall not be granted after this date in respect of vehicles
having an electrical power train operating on high voltage.
10.9. Where at the time of entry into force of the 03 series of amendments to this
Regulation national requirements exist to address the safety provisions of
vehicles having an electrical power train operating on high voltage, those
Contracting Parties applying this Regulation may refuse national
[approval][registration] of such vehicles not meeting the national
requirements, unless these vehicles are approved to the 03 series of
amendments to this Regulation.
10.10. As from 48 months after the entry into force of the 04 series of amendments
to this Regulation, Contracting Parties applying this Regulation may refuse
national or regional type approval and may refuse first national or regional
registration (first entry into service) of a vehicle having an electrical power
train operating on high voltage which does not meet the requirements of the
04 series of amendments to this Regulation.
10.11. Approvals of the vehicles to the 02 series of amendments to this Regulation
which are not affected by the 03 series of amendments shall remain valid and
Contracting Parties applying the Regulation shall continue to accept them.

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11. Names and addresses of Technical Services

responsible for conducting approval tests, and of
Type Approval Authorities
The Contracting Parties to the Agreement applying this Regulation shall
communicate to the United Nations secretariat the names and addresses of the
Technical Services responsible for conducting approval tests, and of the Type
Approval Authority which grant approval and to which forms certifying
approval or extension, or refusal or withdrawal of approval, issued in other
countries, are to be sent.

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Annex 1

Annex 1

Communication
(maximum format: A4 (210 x 297 mm))
issued by: Name of administration:
......................................
......................................
......................................
1

concerning:2 APPROVAL GRANTED

APPROVAL EXTENDED
APPROVAL REFUSED
APPROVAL WITHDRAWN
PRODUCTION DEFINITELY DISCONTINUED

of a vehicle type with regard to protection of occupants in the event of a lateral collision
pursuant to Regulation No. 95
Approval No. ………. Extension No. ……………………………
1. Trade name or mark of the power-driven vehicle: .................................................
2. Vehicle type: ..........................................................................................................
3. Manufacturer’s name and address: .........................................................................
4. If applicable, name and address of manufacturer’s representative: .........................
5. Vehicle submitted for approval on: .........................................................................
6. Side impact dummy utilized ES-1/ES-22: ...............................................................
7. Location of the electric power source: ........................................................
8. Technical Service responsible for conducting approval tests:.................................
9. Date of test report:...................................................................................................
10. Number of test report: .............................................................................................
11. Approval granted/refused/extended/withdrawn2:. ...................................................
12. Position of approval mark on the vehicle: ...............................................................
13. Place: .......................................................................................................................
14. Date: ........................................................................................................................
15. Signature: ...............................................................................................................

1
Distinguishing number of the country which has granted/extended/refused/withdrawn approval
(see approval provisions in the Regulation).
2
Strike out what does not apply.

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Annex 1

16. The list of documents deposited with the Type Approval Authority which has
granted approval is annexed to this communication and may be obtained on
request.

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Annex 2

Annex 2

Arrangements of the approval mark

Model A
(See paragraph 4.5. of this Regulation)

a
a 2
E4 a
3 95R – 031424 a
3

a = 8 mm min.

The above approval mark affixed to a vehicle shows that the vehicle type concerned
has, with regard to the protection of the occupants in the event of a lateral collision, been
approved in the Netherlands (E4) pursuant to Regulation No. 95 under approval
number 031424. The approval number indicates that the approval was granted in
accordance with the requirements of Regulation No. 95 as amended by the 03 series of
amendments.
Model B
(See paragraph 4.6. of this Regulation)

95 03 2492
24 03 1628

a = 8 mm min.
The above approval mark affixed to a vehicle shows that the vehicle type concerned
has been approved in the Netherlands (E4) pursuant to Regulations Nos. 95 and 241. The
first two digits of the approval numbers indicate that, at the dates when the respective
approvals were granted. Regulation No. 95 incorporated the 03 series of amendments and
Regulation No. 24 incorporated the 03 series of amendments.

1
The latter number is given only as an example.

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Annex 3

Annex 3

Procedure for determining the "H" point and the actual

torso angle for seating positions in motor vehicles
1. Purpose
The procedure described in this annex is used to establish the "H" point
location and the actual torso angle for one or several seating positions in a
motor vehicle and to verify the relationship of measured data to design
specifications given by the vehicle manufacturer1.
2. Definitions
For the purposes of this annex:
2.1. "Reference data" means one or several of the following characteristics of a
seating position:
2.1.1. The "H" point and the "R" point and their relationship, 2.1.2. the actual torso
angle and the design torso angle and their relationship.
2.2. "Three-dimensional "H" point machine" (3-D H machine) means the device
used for the determination of "H" points and actual torso angles. This device
is described in Appendix 1 to this annex;
2.3. "H" point" means the pivot centre of the torso and the thigh of
the 3-D H machine installed in the vehicle seat in accordance with
paragraph 4. below. The "H" point is located in the centre of the centreline of
the device which is between the "H" point sight buttons on either side of
the 3-D H machine. The "H" point corresponds theoretically to the "R" point
(for tolerances see paragraph 3.2.2. below). Once determined in accordance
with the procedure described in paragraph 4., the "H" point is considered
fixed in relation to the seat-cushion structure and to move with it when the
seat is adjusted;
2.4. ""R" point" or "seating reference point" means a design point defined by the
vehicle manufacturer for each seating position and established with respect to
the three-dimensional reference system;
2.5. "Torso-line" means the centreline of the probe of the 3-D H machine with the
probe in the fully rearward position;
2.6. "Actual torso angle" means the angle measured between a vertical line
through the "H" point and the torso line using the back angle quadrant on
the 3-D H machine. The actual torso angle corresponds theoretically to the
design torso angle (for tolerances see paragraph 3.2.2. below):
2.7. "Design torso angle" means the angle measures between a vertical line
through the "R" point and the torso line in a position which corresponds to
the design position of the seat-back established by the vehicle manufacturer;

1
In any seating position other than front seats where the "H" point cannot be determined using the
"Three-dimensional "H" point machine" or procedures, the "R" point indicated by the manufacturer
may be taken as a reference at the discretion of the Competent Authority.

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2.8. "Centreplane of occupant" (C/LO) means the median plane of the 3-D H
machine positioned in each designated seating position; it is represented by
the co-ordinate of the "H" point on the "Y" axis.
For individual seats, the centreplane of the seat coincides with the
centreplane of the occupant. For other seats, the centreplane of the occupant
is specified by the manufacturer;
2.9. "Three-dimensional reference system" means a system as described in
Appendix 2 to this annex;
2.10. "Fiducial marks" are physical points (holes, surfaces, marks or indentations)
on the vehicle body as defined by the manufacturer;
2.11. "Vehicle measuring attitude" means the position of the vehicle as defined by
the co-ordinates of fiducial marks in the three dimensional reference system.
3. Requirements
3.1. Data presentation
For each seating position where reference data are required in order to
demonstrate compliance with the provisions of the present Regulation, all or
an appropriate selection of the following data shall be presented in the form
indicated in Appendix 3 to this annex:
3.1.1. The co-ordinates of the "R" point relative to the three-dimensional
reference system;
3.1.2. The design torso angle;
3.1.3. All indications necessary to adjust the seat (if it is adjustable) to the
measuring position set out in paragraph 4.3. below.
3.2. Relationship between measured data and design specifications
3.2.1. The co-ordinates of the "H" point and the value of the actual torso angle
obtained by the procedure set out in paragraph 4. below shall be compared,
respectively, with the co-ordinates of the "R" point and the value of the
design torso angle indicated by the vehicle manufacturer.
3.2.2. The relative positions of the "R" point and the "H" point and the relationship
between the design torso angle and the actual torso angle shall be considered
satisfactory for the seating position in question if the "H" point, as defined by
its co-ordinates, lies within a square of 50 mm side length with horizontal and
vertical sides whose diagonals intersect at the "R" point, and if the actual
torso angle is within 5° of the design torso angle.
3.2.3. If these conditions are met, the "R" point and the design torso angle, shall be
used to demonstrate compliance with the provisions of this Regulation.
3.2.4. If the "H" point or the actual torso angle does not satisfy the requirements of
paragraph 3.2.2. above, the "H" point and the actual torso angle shall be
determined twice more (three times in all). If the results of two of these three
operations satisfy the requirements, the conditions of paragraph 3.2.3. above
shall apply.
3.2.5. If the results of at least two of the three operations described in
paragraph 3.2.4. above do not satisfy the requirements of paragraph 3.2.2.
above, or if the verification cannot take place because the vehicle
manufacturer has failed to supply information regarding the position of

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Annex 3

the "R" point or regarding the design torso angle, the centroid of the three
measured points or the average of the three measured angles shall be used
and be regarded as applicable in all cases where the "R" point or the design
torso angle is referred to in this Regulation.
4. Procedure for "H" point and actual torso angle determination
4.1. The vehicle shall be preconditioned at the manufacturer’s discretion, at a
temperature of 20 ± 10 °C to ensure that the seat material reached room
temperature. If the seat to be checked has never been sat upon, a 70 to 80 kg
person or device shall sit on the seat twice for one minute to flex the cushion and
back. At the manufacturer’s request, all seat assemblies shall remain unloaded for
a minimum period of 30 min prior to installation of the 3-D H machine.
4.2. The vehicle shall be at the measuring attitude defined in paragraph 2.11. above.
4.3. The seat, if it is adjustable, shall be adjusted first to the rearmost normal
driving or riding position, as indicated by the vehicle manufacturer, taking
into consideration only the longitudinal adjustment of the seat, excluding seat
travel used for purposes other than normal driving or riding positions. Where
other modes of seat adjustment exist (vertical, angular, seat-back, etc.) these
will then be adjusted to the position specified by the vehicle manufacturer.
For suspension seats, the vertical position shall be rigidly fixed
corresponding to a normal driving position as specified by the manufacturer.
4.4. The area of the seating position contacted by the 3-D H machine shall be
covered by a muslin cotton, of sufficient size and appropriate texture,
described as a plain cotton fabric having 18.9 threads per cm² and
weighing 0.228 kg/m² or knitted or no woven fabric having equivalent
characteristics. If the test is run on a seat outside the vehicle, the floor on
which the seat is placed shall have the same essential characteristics2 as the
floor of the vehicle in which the seat is intended to be used.
4.5. Place the seat and back assembly of the 3-D H machine so that the
centreplane of the occupant (C/LO) coincides with the centreplane of
the 3-D H machine. At the manufacturer’s request, the 3-D H machine may
be moved inboard with respect to the C/LO if the 3-D H machine is located
so far outboard that the seat edge will not permit leveling of the 3-D H
machine.
4.6. Attach the foot and lower leg assemblies to the seat pan assembly, either
individually or by using the T-bar and lower leg assembly.
A line through the "H" point sight buttons shall be parallel to the ground and
perpendicular to the longitudinal centreplane of the seat.
4.7. Adjust the feet and leg positions of the 3-D H machine as follows:
4.7.1. Designated seating position: driver and outside front passenger
[Link]. Both feet and leg assemblies shall be moved forward in such a way that the feet
take up natural positions on the floor, between the operating pedals if
necessary. Where possible the left foot shall be located approximately the same
distance to the left of the centreplane of the 3-D H machine as the right foot is
to the right.

2
Tilt angle, height difference with a seat mounting, surface texture, etc.

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Annex 3

The spirit level verifying the transverse orientation of the 3-D H machine is
brought to the horizontal by readjustment of the seat pan if necessary, or by
adjusting the leg and foot assemblies towards the rear. The line passing
through the "H" point sight buttons shall be maintained perpendicular to the
longitudinal centreplane of the seat.
[Link]. If the left leg cannot be kept parallel to the right leg and the left foot cannot
be supported by the structure, move the left foot until it is supported. The
alignment of the sight buttons shall be maintained.
4.7.2. Designated seating position: outboard rear For rear seats or auxiliary seats,
the legs are located as specified by the manufacturer. If the feet then rest on
parts of the floor which are at different levels, the foot which first comes into
contact with the front seat shall serve as a reference and the other foot shall
be so arranged that the spirit level giving the transverse orientation of the seat
of the device indicates the horizontal.
4.7.3. Other designated seating positions:
The general procedure indicated in paragraph 4.7.1. above shall be followed
except that the feet shall be placed as specified by the vehicle manufacturer.
4.8. Apply lower leg and thigh weights and level the 3-D H machine.
4.9. Tilt the back pan forward against the forward stop and draw the 3-D H
machine away from the seat-back using the T-bar. Reposition the 3-D H
machine on the seat by one of the following methods:
4.9.1. If the 3-D H machine tends to slide rearward, use the following procedure.
Allow the 3-D H machine to slide rearward until a forward horizontal
restraining load on the T-bar is no longer required i.e. until the seat pan
contacts the seat-back. If necessary, reposition the lower leg.
4.9.2. If the 3-D H machine does not tend to slide rearward, use the following
procedure. Slide the 3-D H machine rearwards by applying a horizontal
rearward load to the T-bar until the seat pan contacts the seat-back (see
Figure 2 of Appendix 1 to this annex).
4.10. Apply a 100 ± 10 N load to the back and pan assembly of the 3-D H machine
at the intersection of the hip angle quadrant and the T-bar housing. The
direction of load application shall be maintained along a line passing by the
above intersection to a point just above the thigh bar housing (see Figure 2 of
Appendix 1 to this annex). Then carefully return the back pan to the seatback.
Care must be exercised throughout the remainder of the procedure to prevent
the 3-D H machine from sliding forward.
4.11. Install the right and left buttock weights and then, alternately, the eight torso
weights.
Maintain the 3-D H machine level.
4.12. Tilt the back pan forward to release the tension on the seat-back. Rock
the 3-D H machine from side to side through a 10° arc (5° to each side of the
vertical centreplane) for three complete cycles to release any accumulated
friction between the 3-D H machine and the seat.
During the rocking action, the T-bar of the 3-D H machine may tend to
diverge from the specified horizontal and vertical alignment. The T-bar must
therefore be restrained by applying an appropriate lateral load during the
rocking motions. Care shall be exercised in holding the T-bar and rocking

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the 3-D H machine to ensure that no inadvertent exterior loads are applied in
a vertical or fore and aft direction.
The feet of the 3-D H machine are not to be restrained or held during this
step. If the feet change position, they should be allowed to remain in that
attitude for the moment.
Carefully return the back pan to the seat-back and check the two spirits levels
for zero position. If any movement of the feet has occurred during the rocking
operation of the 3-D H machine, they must be repositioned as follows:
Alternately, lift each foot off the floor the minimum necessary amount until
no additional foot movement is obtained. During this lifting, the feet are to be
free to rotate; and no forward or lateral loads are to be applied. When each
foot is placed back in the down position, the heel is to be in contact with the
structure designed for this.
Check the lateral spirit level for zero position; if necessary, apply a lateral
load to the top of the back pan sufficient to level the 3-D H machine’s seat
pan on the seat.
4.13. Holding the T-bar to prevent the 3-D H machine from sliding forward on the
seat cushion, proceed as follows:
(a) Return the back pan to the seat-back;
(b) Alternately apply and release a horizontal rearward load, not to
exceed 25 N, to the back angle bar at a height approximately at the
centre of the torso weights until the hip angle quadrant indicates that a
stable position has been reached after load release. Care shall be
exercised to ensure that no exterior downward or lateral loads are
applied to the 3-D H machine. If another level adjustment of
the 3-D H machine is necessary, rotate the back pan forward, re-level,
and repeat the procedure from paragraph 4.12.
4.14. Take all measurements:
4.14.1. The co-ordinates of the "H" point are measured with respect to the three-
dimensional reference system.
4.14.2. The actual torso angle is read at the back angle quadrant of the 3-D H
machine with the probe in its fully rearward position.
4.15. If a re-run of the installation of the 3-D H machine is desired, the seat
assembly should remain unloaded for a minimum period of 30 min prior to
the re-run. The 3-D H machine should not be left loaded on the seat assembly
longer than the time required to perform the test.
4.16. If the seats in the same row can be regarded as similar (bench seat, identical
seats, etc.) only one "H" point and one "actual torso angle" shall be
determined for each row of seats, the 3-D H machine described in
Appendix 1 to this annex being seated in a place regarded as representative
for the row. This place shall be:
4.16.1. In the case of the front row, the driver’s seat;
4.16.2. In the case of the rear row or rows, an outer seat.

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Annex 3 - Appendix 1

Annex 3 - Appendix 1

Description of the three dimensional "H" point machine*

(3-D H machine)

1. Back and seat pans The back and seat pans are constructed of reinforced
plastic and metal; they simulate the human torso and thigh and are
mechanically hinged at the "H" point. A quadrant is fastened to the probe
hinged at the "H" point to measure the actual torso angle. An adjustable thigh
bar, attached to the seat pan, establishes the thigh centreline and serves as a
baseline for the hip angle quadrant.
2. Body and leg elements
Lower leg segments are connected to the seat pan assembly at the T-bar
joining the knees, which is a lateral extension of the adjustable thigh bar.
Quadrants are incorporated in the lower leg segments to measure knee angles.
Shoe and foot assemblies are calibrated to measure the foot angle. Two spirit
levels orient the device in space. Body element weights are placed at the
corresponding centres of gravity to provide seat penetration equivalent to
a 76 kg male. All joints of the 3-D H machine should be checked for free
movement without encountering noticeable friction.

* For details of the construction of the 3-D H machine refer to Society of Automobile Engineers (SAE),
400 Commonwealth Drive, Warrendale, Pennsylvania 15096, United States of America.
The machine corresponds to that described in ISO Standard 6549-1980.

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Annex 3 - Appendix 1

Figure 1
3-D H machine elements designation

Head room
Élément de dos
Back pan Tige de ligne de torse
probe

Torso weight
Support des masses
de torse
hanger

Niveau d’angle
Back angle
dulevel
dos
Secteur circulaire
Back angle
d’angle
quadrantdu dos
Secteur
Hip circulaire
angle quadrant
d’angle de hanche
Seat pan
Élément d’assise H-point sight
Bouton de visée
button
du point H
Thigh weight
Fixation pad
des masses
de cuisse

Barre
T-barenjoining
T reliant
les
thegenoux
knees

H-point
Pivot dupivot
point H

Lateral
Niveaulevel
latéral

Thigh bar
Barre de cuisse

Knee angle
Secteur quadrant
circulaire
d’angle des genoux

Secteur circulaire
Foot angle
d’angle desquadrant
pieds

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Annex 3 - Appendix 1

Figure 2
Dimensions of the 3-D H machine elements and load distribution

Dimensions in
Dimensions en millimètres
millimeters

Massesweight
Torso de torse

Direction and point

Direction of
et point
application of load de la
d’application
charge Buttock
Masses weight
de fesse

Variable from de
Variable
108 to 108
424à 424

Masses weight
Thigh de cuisse

Leg weight
Masses de jambe

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Annex 3 - Appendix 2

Annex 3 - Appendix 2

Three-dimensional reference system

1. The three-dimensional reference system is defined by three orthogonal planes

established by the vehicle manufacturer (see figure)*.
2. The vehicle measuring attitude is established by positioning the vehicle on
the supporting surface such that the co-ordinates of the fiducial marks
correspond to the values indicated by the manufacturer.
3. The co-ordinates of the "R" point and the "H" point are established in relation
to the fiducial marks defined by the vehicle manufacturer.

Figure
Three dimensional reference system

* The reference system corresponds to ISO standard 4130, 1978.

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Annex 3 - Appendix 3

Annex 3 - Appendix 3

Reference data concerning seating positions

1. Coding of reference data

Reference data are listed consecutively for each seating position.
Seating positions are identified by a two-digit code. The first digit is an
Arabic numeral and designates the row of seats, counting from the front to
the rear of the vehicle. The second digit is a capital letter which designates
the location of the seating position in a row, as viewed in the direction of
forward motion of the vehicle; the following letters shall be used:
L = left
C = centre
R = right
2. Description of vehicle measuring attitude
2.1. Co-ordinates of fiducial marks
X ..........................
Y ..........................
Z ..........................
3. List of reference data
3.1. Seating position: .....................................
3.1.1. Co-ordinates of "R" point
X ..........................
Y ..........................
Z ..........................
3.1.2. Design torso angle: .......................................
3.1.3. Specifications for seat adjustment*
horizontal: .................
vertical: .................
angular: .................
torso angle: .................
Note: List reference data for further seating positions under 3.2., 3.3., etc.

* Strike out what does not apply.

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Annex 4

Annex 4

Collision test procedure

1. Installations
1.1. Testing ground
The test area shall be large enough to accommodate the mobile deformable
barrier propulsion system and to permit after-impact displacement of the
vehicle impacted and installation of the test equipment. The part in which
vehicle impact and displacement occur shall be horizontal, flat and
uncontaminated, and representative of a normal, dry, uncontaminated road
surface.
2. Test conditions
2.1. The vehicle to be tested shall be stationary.
2.2. The mobile deformable barrier shall have the characteristics set out in
Annex 5 to this Regulation. Requirements for the examination are given in
the appendix to Annex 5. The mobile deformable barrier shall be equipped
with a suitable device to prevent a second impact on the struck vehicle.
2.3. The trajectory of the mobile deformable barrier longitudinal median vertical
plane shall be perpendicular to the longitudinal median vertical plane of the
impacted vehicle.
2.4. The longitudinal vertical median plane of the mobile deformable barrier shall
be coincident within ±25 mm with a transverse vertical plane passing through
the R point of the front seat adjacent to the struck side of the tested vehicle.
The horizontal median plane limited by the external lateral vertical planes of
the front face shall be at the moment of impact within two planes determined
before the test and situated 25 mm above and below the previously defined
plane.
2.5. Instrumentation shall comply with ISO 6487:1987 unless otherwise specified
in this Regulation.
2.6. The stabilized temperature of the test dummy at the time of the side impact
test shall be 22 ± 4 °C.
3. Test speed
The mobile deformable barrier speed at the moment of impact shall
be 50 ± 1 km/h. This speed shall be stabilized at least 0.5 m before impact.
Accuracy of measurement: 1 per cent. However, if the test was performed at
a higher impact speed and the vehicle met the requirements, the test shall be
considered satisfactory.
4. State of the vehicle
4.1. General specification
The test vehicle shall be representative of the series production, shall include
all the equipment normally fitted and shall be in normal running order. Some
components may be omitted or replaced by equivalent masses where this
omission or substitution clearly has no effect on the results of the test.

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It shall be allowed by agreement between manufacturer and Technical

Service to modify the fuel system so that an appropriate amount of fuel can
be used to run the engine or the electrical energy conversion system.
4.2. Vehicle equipment specification
The test vehicle shall have all the optional arrangements or fittings likely to
influence the results of the test.
4.3. Mass of the vehicle
4.3.1. The vehicle to be tested shall have the reference mass as defined in
paragraph 2.10. of this Regulation. The mass of the vehicle shall be adjusted
to ±1 per cent of the reference mass.
4.3.2. The fuel tank shall be filled with water to a mass equal to 90 per cent of the
mass of a full load of fuel as specified by the manufacturer with a tolerance
of ±1 per cent.
This requirement does not apply to Hydrogen fuel tanks.
4.3.3. All the other systems (brake, cooling, etc.) may be empty; in this case, the
mass of the liquids shall be offset.
4.3.4. If the mass of the measuring apparatus on board of the vehicle exceeds the
25 kg allowed, it may be offset by reductions which have no noticeable effect
on the results of the test.
4.3.5. The mass of the measuring apparatus shall not change each axle reference
load by more than 5 per cent, each variation not exceeding 20 kg.
5. Preparation of the vehicle
5.1. The side windows at least on the struck side shall be closed.
5.2. The doors shall be closed, but not locked.
5.3. The transmission shall be placed in neutral and the parking brake disengaged.
5.4. The comfort adjustments of the seats, if any, shall be adjusted to the position
specified by the vehicle manufacturer.
5.5. The seat containing the dummy, and its elements, if adjustable, shall be
adjusted as follows:
5.5.1. The longitudinal adjustment device shall be placed with the locking device
engaged in the position that is nearest to midway between the foremost and
rearmost positions; if this position is between two notches, the rearmost notch
shall be used.
5.5.2. The head restraint shall be adjusted such that its top surface is level with the
centre of gravity of the dummy’s head; if this is not possible, the head
restraint shall be in the uppermost position.
5.5.3. Unless otherwise specified by the manufacturer, the seat-back shall be set
such that the torso reference line of the three-dimensional H point machine is
set at an angle of 25 ± 1°towards the rear.
5.5.4. All other seat adjustments shall be at the mid-point of available travel;
however, height adjustment shall be at the position corresponding to the fixed
seat, if the vehicle type is available with adjustable and fixed seats. If locking
positions are not available at the respective mid-points of travel, the positions
immediately rearward, down, or outboard of the mid-points shall be used. For

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rotational adjustments (tilt), rearward will be the adjustment direction which

moves the head of the dummy rearwards. If the dummy protrudes outside the
normal passenger volume, e.g. head into roof lining, then 1 cm clearance will
be provided using: secondary adjustments, seat-back angle, or fore-aft
adjustment in that order.
5.6. Unless otherwise specified by the manufacturer, the other front seats shall, if
possible, be adjusted to the same position as the seat containing the dummy.
5.7. If the steering wheel is adjustable, all adjustments are positioned to their mid-
travel locations.
5.8. Tyres shall be inflated to the pressure specified by the vehicle manufacturer.
5.9. The test vehicle shall be set horizontal about its roll axis and maintained by
supports in that position until the side impact dummy is in place and after all
preparatory work is complete.
5.10. The vehicle shall be at its normal attitude corresponding to the conditions set
out in paragraph 4.3. above. Vehicles with suspension enabling their ground
clearance to be adjusted shall be tested under the normal conditions of use
at 50 km/h as defined by the vehicle manufacturer. This shall be assured by
means of additional supports, if necessary, but such supports shall have no
influence on the crash behavior of the test vehicle during the impact.
5.11. Electrical power train adjustment
5.11.1. The RESS shall be at any state of charge, which allows the normal
operation of the power train as recommended by the manufacturer.
5.11.2. The electrical power train shall be energized with or without the operation of
the original electrical energy sources (e.g. engine-generator, RESS or electric
energy conversion system), however:
[Link]. By the agreement between Technical Service and manufacturer it shall be
permissible to perform the test with all or parts of the electrical power train
not being energized insofar as there is no negative influence on the test
result. For parts of the electrical power train not energized, the protection
against electrical shock shall be proved by either physical protection or
isolation resistance and appropriate additional evidence.
[Link]. In the case where an automatic disconnect is provided, at the request of the
manufacturer it shall be permissible to perform the test with the automatic
disconnect being triggered. In this case it shall be demonstrated that the
automatic disconnect would have operated during the impact test. This
includes the automatic activation signal as well as the galvanic separation
considering the conditions as seen during the impact.
6. Side impact dummy and its installation
6.1. The side impact dummy shall comply with the specifications given in
Annex 6 and be installed in the front seat on the impact side according to the
procedure given in Annex 7 to this Regulation.
6.2. The safety-belts or other restraint systems, which are specified for the
vehicle, shall be used. Belts should be of an approved type, conforming to
Regulation No. 16 or to other equivalent requirements and mounted on
anchorages conforming to Regulation No. 14 or to other equivalent
requirements.

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6.3. The safety-belt or restraint system shall be adjusted to fit the dummy in
accordance with the manufacturer’s instructions; if there are no
manufacturer’s instructions, the height adjustment shall be set at middle
position; if this position is not available, the position immediately below shall
be used.
7. Measurements to be made on the side impact dummy
7.1. The readings of the following measuring devices are to be recorded.
7.1.1. Measurements in the head of the dummy
The resultant triaxial acceleration referring to the head centre of gravity. The
head channel instrumentation shall comply with ISO 6487:1987 with:
CFC: 1000 Hz, and
CAC: 150 g
7.1.2. Measurements in the thorax of the dummy
The three thorax rib deflection channels shall comply with ISO 6487:1987
CFC: 1000 Hz
CAC: 60 mm
7.1.3. Measurements in the pelvis of the dummy
The pelvis force channel shall comply with ISO 6487:1987
CFC: 1000 Hz
CAC: 15 kN
7.1.4. Measurements in the abdomen of the dummy
The abdomen force channels shall comply with ISO 6487:1987
CFC: 1000 Hz
CAC: 5 kN

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Annex 4 - Appendix 1

Annex 4 - Appendix 1

Determination of performance data

The required results of the tests are specified in paragraph 5.2. of this Regulation.
1. Head performance criterion (HPC)
When head contact takes place, this performance criterion is calculated for
the total duration between the initial contact and the last instant of the final
contact.
HPC is the maximum value of the expression:
2.5
 1 t2 
(t 2 − t1 )  ∫ a dt 

t − t
 2 1 t1 
Where a is the resultant acceleration at the centre of gravity of the head in
metres per second divided by 9.81 recorded versus time and filtered at
channel frequency class 1000 Hz; t1 and t2 are any two times between the
initial contact and the last instant of the final contact.
2. Thorax performance criteria
2.1. Chest deflection: the peak chest deflection is the maximum value of
deflection on any rib as determined by the thorax displacement transducers,
filtered at channel frequency class 180 Hz.
2.2. Viscous criterion: the peak viscous response is the maximum value of VC on
any rib which is calculated from the instantaneous product of the relative
thorax compression related to the half thorax and the velocity of compression
derived by differentiation of the compression, filtered at channel frequency
class 180 Hz. For the purposes of this calculation the standard width of the
half thorax rib cage is 140 mm.

 D dD 
VC = max  . 
 0.14 dt 
Where D (metres) = rib deflection
The calculation algorithm to be used is set out in Annex 4, Appendix 2.
3. Abdomen protection criterion
The peak abdominal force is the maximum value of the sum of the three
forces measured by transducers mounted 39 mm below the surface on the
crash side, CFC 600 Hz.
4. Pelvis performance criterion
The pubic symphisis peak force (PSPF) is the maximum force measured by a
load cell at the pubic symphysis of the pelvis, filtered at channel frequency
class 600 Hz.

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Annex 4 - Appendix 2

Annex 4 - Appendix 2

The procedure for calculating the viscous criterion

for EUROSID 1
The Viscous Criterion, VC, is calculated as the instantaneous product of the compression
and the rate of deflection of the rib. Both are derived from the measurement of rib
deflection. The rib deflection response is filtered once at Channel Frequency Class 180. The
compression at time (t) is calculated as the deflection from this filtered signal expressed as
the proportion of the half width of the EUROSID 1 chest, measured at the metal ribs
(0.14 metres):
D( t )
C( t ) =
0.14
The rib deflection velocity at time (t) is calculated from the filtered deflection as:
8 [D (t +1) − D ( t −1) ] − [D (t + 2 ) − D ( t − 2 ) ]
V( t ) =
12∂t
where D(t) is the deflection at time (t) in metres and ∂t is the time interval in seconds between
the measurements of deflection. The maximum value of ∂t shall be 1,25 x 10-4seconds.
This calculation procedure is shown diagrammatically below:
Measured Deflection
D(t)

Filter at CFC 180

Calculated Deflection Calculate Compression

Velocity: V(t) C(t)

Calculate Viscous
Criterion at time (t)
(VC)(t) = V(t) . C(t)

Determine the
Maximum value of VC
(VC) max = max [(VC) (t) ]

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Annex 5

Annex 5

Mobile deformable barrier characteristics

1. Characteristics of the mobile deformable barrier
1.1. The mobile deformable barrier (MDB) includes both an impactor and a
trolley.
1.2. The total mass shall be 950 ± 20 kg.
1.3. The centre of gravity shall be situated in the longitudinal median vertical
plane within 10 mm, 1,000 ± 30 mm behind the front axle and 500 ± 30 mm
above the ground.
1.4. The distance between the front face of the impactor and the centre of gravity
of the barrier shall be 2,000 ± 30 mm.
1.5. The ground clearance of the impactor shall be 300 ± 5 mm measured in static
conditions from the lower edge of the lower front plate, before the impact.
1.6. The front and rear track width of the trolley shall be 1,500 ± 10 mm.
1.7. The wheelbase of the trolley shall be 3,000 ± 10 mm.
2. Characteristics of the impactor
The impactor consists of six single blocks of aluminium honeycomb, which
have been processed in order to give a progressively increasing level of force
with increasing deflection (see paragraph 2.1.). Front and rear aluminium
plates are attached to the aluminium honeycomb blocks.
2.1. Honeycomb blocks
2.1.1. Geometrical characteristics
[Link]. The impactor consists of 6 joined zones whose forms and positioning are
shown in Figures 1 and 2. The zones are defined as 500 ± 5 mm x 250 ± 3 mm
in Figures 1 and 2. The 500 mm should be in the W direction and the 250 mm
in the L direction of the aluminium honeycomb construction (see Figure 3).
[Link]. The impactor is divided into 2 rows. The lower row shall be 250 ±3 mm high,
and 500 ± 2mm deep after pre-crush (see paragraph 2.1.2.), and deeper than
the upper row by 60 ±2 mm.
[Link]. The blocks must be centred on the six zones defined in Figure 1 and each
block (including incomplete cells) should cover completely the area defined
for each zone).
2.1.2. Pre-crush
[Link]. The pre-crush shall be performed on the surface of the honeycomb to which
the front sheets are attached.
[Link]. Blocks 1, 2 and 3 should be crushed by 10 ± 2 mm on the top surface prior to
testing to give a depth of 500 ± 2 mm (Figure 2).
[Link]. Blocks 4, 5 and 6 should be crushed by 10 ± 2 mm on the top surface prior to
testing to give a depth of 440 ± 2 mm.

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2.1.3. Material characteristics

[Link]. The cell dimensions shall be 19 mm ± 10 per cent for each block
(see Figure 4).
[Link]. The cells must be made of 3003 aluminium for the upper row.
[Link]. The cells must be made of 5052 aluminium for the lower row.
[Link]. The aluminium honeycomb blocks should be processed such that the force
deflection-curve when statically crushed (according to the procedure defined
in paragraph 2.1.4.) is within the corridors defined for each of the six blocks
in Appendix 1 to this annex. Moreover, the processed honeycomb material
used in the honeycomb blocks to be used for constructing the barrier, should
be cleaned in order to remove any residue that may have been produced
during the processing of the raw honeycomb material.
[Link]. The mass of the blocks in each batch shall not differ by more than 5 per cent
of the mean block mass for that batch.
2.1.4. Static tests
[Link]. A sample taken from each batch of processed honeycomb core shall be tested
according to the static test procedure described in paragraph 5.
[Link]. The force-compression for each block tested shall lie within the force
deflection corridors defined in Appendix 1. Static force-deflection corridors
are defined for each block of the barrier.
2.1.5. Dynamic test
[Link]. The dynamic deformation characteristics, when impacted according to the
protocol described in paragraph 6.
[Link]. Deviation from the limits of the force-deflection corridors characterising the
rigidity of the impactor - as defined in Appendix 2 - may be allowed provided
that:
[Link].1. The deviation occurs after the beginning of the impact and before the
deformation of the impactor is equal to 150 mm;
[Link].2. The deviation does not exceed 50 per cent of the nearest instantaneous
prescribed limit of the corridor;
[Link].3. Each deflection corresponding to each deviation does not exceed 35 mm of
deflection, and the sum of these deflections does not exceed 70 mm
(see Appendix 2 to this annex);
[Link].4. The sum of energy derived from deviating outside the corridor does not
exceed 5 per cent of the gross energy for that block.
[Link]. Blocks 1 and 3 are identical. Their rigidity is such that their force deflection
curves fall between corridors of Figure 2a.
[Link]. Blocks 5 and 6 are identical. Their rigidity is such that their force deflection
curves fall between corridors of Figure 2d.
[Link] The rigidity of block 2 is such that its force deflection curves fall between
corridors of Figure 2b.
[Link]. The rigidity of block 4 is such that its force deflection curves fall between
corridors of Figure 2c.

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[Link]. The force-deflection of the impactor as a whole shall fall between corridors
of Figure 2e.
[Link]. The force-deflection curves shall be verified by a test detailed in Annex 5,
paragraph 6., consisting of an impact of the barrier against a dynamometric
wall at 35 ± 0.5 km/h.
[Link]. The dissipated energy1 against blocks 1 and 3 during the test shall be equal to
9.5 ± 2 kJ for these blocks.
[Link]. The dissipated energy against blocks 5 and 6 during the test shall be equal to
3.5 ± 1 kJ for these blocks.
[Link]. The dissipated energy against block 4 shall be equal to 4 ± 1 kJ.
[Link]. The dissipated energy against block 2 shall be equal to 15 ± 2 kJ.
[Link]. The dissipated total energy during the impact shall be equal to 45 ± 3 kJ.
[Link]. The maximum impactor deformation from the point of first contact,
calculated from integration of the accelerometers according to
paragraph 6.6.3., shall be equal to 330 ± 20 mm.
[Link]. The final residual static impactor deformation measured after the dynamic
test at level B (Figure 2) shall be equal to 310 ± 20 mm.
2.2. Front plates
2.2.1. Geometrical characteristics
[Link]. The front plates are 1,500 ± 1 mm wide and 250 ± 1 mm high. The thickness
is 0.5 ± 0.06 mm.
[Link]. When assembled the overall dimensions of the impactor (defined in Figure 2)
shall be: 1,500 ± 2.5 mm wide and 500 ± 2.5 mm high.
[Link]. The upper edge of the lower front plate and the lower edge of the upper front
plate should be aligned within 4 mm.
2.2.2. Material characteristics
[Link]. The front plates are manufactured from aluminium of series AlMg2 to AlMg3
with elongation ≥ 12 per cent, and a UTS ≥ 175 N/mm2.
2.3. Back plate
2.3.1. Geometric characteristics
[Link]. The geometric characteristics shall be according to Figures 5 and 6.
2.3.2. Material characteristics
[Link]. The back plate shall consist of a 3 mm aluminium sheet. The back plate shall
be manufactured from aluminium of series AlMg2 to AlMg3 with a hardness
between 50 and 65 HBS. This plate shall be perforated with holes for
ventilation: the location, the diameter and pitch are shown in Figures 5 and 7.

1
The amounts of energy indicated are the amounts of energy dissipated by the system when the extent
to which the impactor is crushed is greatest.

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2.4. Location of the honeycomb blocks

2.4.1. The honeycomb blocks shall be centred on the perforated zone of the back
plate (Figure 5).
2.5. Bonding
2.5.1. For both the front and the back plates, a maximum of 0.5 kg/m2 shall be
applied evenly directly over the surface of the front plate, giving a maximum
film thickness of 0.5 mm. The adhesive to be used throughout should be a
two-part polyurethane {such as Ciba Geigy XB5090/1 resin with XB5304
hardener} or equivalent.
2.5.2. For the back plate the minimum bonding strength shall be 0.6 MPa, (87 psi),
tested according to paragraph 2.4.3.
2.5.3. Bonding strength tests:
[Link]. Flatwise tensile testing is used to measure bond strength of adhesives
according to ASTM C297-61.
[Link]. The test piece should be 100 mm x 100 mm, and 15 mm deep, bonded to a
sample of the ventilated back plate material. The honeycomb used should be
representative of that in the impactor, i.e. chemically etched to an equivalent
degree as that near to the back plate in the barrier but without pre-crushing.
2.6. Traceability
2.6.1. Impactors shall carry consecutive serial numbers which are stamped, etched
or otherwise permanently attached, from which the batches for the individual
blocks and the date of manufacture can be established
2.7. Impactor attachment
2.7.1. The fitting on the trolley must be according to Figure 8. The fitting will use
six M8 bolts, and nothing shall be larger than the dimensions of the barrier in
front of the wheels of the trolley. Appropriate spacers must be used between
the lower back plate flange and the trolley face to avoid bowing of the back
plate when the attachment bolts are tightened.
3. Ventilation System
3.1. The interface between the trolley and the ventilation system should be solid,
rigid and flat. The ventilation device is part of the trolley and not of the
impactor as supplied by the manufacturer. Geometrical characteristics of the
ventilation device shall be according to Figure 9.
3.2. Ventilation device mounting procedure.
3.2.1. Mount the ventilation device to the front plate of the trolley;
3.2.2. Ensure that a 0.5 mm thick gauge cannot be inserted between the ventilation
device and the trolley face at any point. If there is a gap greater than 0.5 mm,
the ventilation frame will need to be replaced or adjusted to fit without a gap
of > 0.5 mm.
3.2.3. Dismount the ventilation device from the front of the trolley;
3.2.4. Fix a 1.0 mm thick layer of cork to the front face of the trolley;
3.2.5. Re-mount the ventilation device to the front of the trolley and tighten to
exclude air gaps.

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Annex 5

4. Conformity of production
The conformity of production procedures shall comply with those set out in
the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with
the following requirements:
4.1. The manufacturer shall be responsible for the conformity of production
procedures and for that purpose must in particular:
4.1.1. Ensure the existence of effective procedures so that the quality of the
products can be inspected;
4.1.2. Have access to the testing equipment needed to inspect the conformity of
each product;
4.1.3. Ensure that the test results are recorded and that the documents remain
available for a time period of 10 years after the tests;
4.1.4. Demonstrate that the samples tested are a reliable measure of the
performance of the batch (examples of sampling methods according to batch
production are given below).
4.1.5. Analyse results of tests in order to verify and ensure the stability of the
barrier characteristics, making allowance for variations of an industrial
production, such as temperature, raw materials quality, time of immersion in
chemical, chemical concentration, neutralisation etc, and the control of the
processed material in order to remove any residue from the processing.
4.1.6. Ensure that any set of samples or test pieces giving evidence of non-
conformity gives rise to a further sampling and test. All the necessary steps
must be taken to restore conformity of the corresponding production.
4.2. The manufacturer's level of certification must be at least ISO 9002 standard.
4.3. Minimum conditions for the control of production: the holder of an
agreement will ensure the control of conformity following the methods
hereunder described.
4.4. Examples of sampling according to batch
4.4.1. If several examples of one block type are constructed from one original block
of aluminium honeycomb and are all treated in the same treatment bath
(parallel production), one of these examples could be chosen as the sample,
provided care is taken to ensure that the treatment is evenly applied to all
blocks. If not, it may be necessary to select more than one sample.
4.4.2. If a limited number of similar blocks (say three to twenty) are treated in the
same bath (serial production), then the first and last block treated in a batch,
all of which are constructed from the same original block of aluminium
honeycomb, should be taken as representative samples. If the first sample
complies with the requirements but the last does not, it may be necessary to
take further samples from earlier in the production until a sample that does
comply is found. Only the blocks between these samples should be
considered to be approved.
4.4.3. Once experience is gained with the consistency of production control, it may
be possible to combine both sampling approaches, so that more than one
groups of parallel production can be considered to be a batch provided
samples from the first and last production groups comply.

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5. Static tests
5.1. One or more samples (according to the batch method) taken from each batch
of processed honeycomb core shall be tested, according to the following test
procedure:
5.2. The sample size of the aluminium honeycomb for static tests shall be the size
of a normal block of the impactor, that is to say 250 mm x 500 mm x 440 mm
for top row and 250 mm x 500 mm x 500 mm for the bottom row.
5.3. The samples should be compressed between two parallel loading plates
which are at least 20 mm larger that the block cross section.
5.4. The compression speed shall be 100 millimetres per minute, with a tolerance
of 5 per cent.
5.5. The data acquisition for static compression shall be sampled at a minimum
of 5 Hz.
5.6. The static test shall be continued until the block compression is at
least 300 mm for blocks 4 to 6 and 350 mm for blocks 1 to 3.
6. Dynamic tests
For every 100 barrier faces produced, the manufacturer shall make one
dynamic test against a dynamometric wall supported by a fixed rigid barrier,
according to the method described below.
6.1. Installation
6.1.1. Testing ground
[Link]. The test area shall be large enough to accommodate the run-up-track of the
mobile deformable barrier, the rigid barrier and the technical equipment
necessary for the test. The last part of the track, for at least 5 metres before
the rigid barrier, shall be horizontal, flat and smooth.
6.1.2. Fixed rigid barrier and dynamometric wall
[Link]. The rigid wall shall consist of a block of reinforced concrete not less
than 3 metres wide and not less than 1.5 metres high. The thickness of the
rigid wall shall be such that it weighs at least 70 tonnes.
[Link]. The front face shall be vertical, perpendicular to the axis of the run-up-tack
and equipped with six load cell plates, each capable of measuring the total
load on the appropriate block of the mobile deformable barrier impactor at
the moment of impact. The load cell impact plate area centres shall align with
those of the six impact zones of the mobile deformable barrier face. Their
edges shall clear adjacent areas by 20 mm such that, within the tolerance of
impact alignment of the MDB, the impact zones will not contact the adjacent
impact plate areas. Cell mounting and plate surfaces shall be in accordance
with the requirements set out in the annex to standard ISO 6487:1987.
[Link]. Surface protection, comprising a plywood face (thickness: 12 ± 1 mm), is
added to each load cell plate such that it shall not degrade the transducer
responses.
[Link]. The rigid wall shall be either anchored in the ground or placed on the ground
with, if necessary, additional arresting devices to limit its deflection. A rigid
wall (to which the load cells are attached) having different characteristics but
giving results that are at least equally conclusive may be used.

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6.2. Propulsion of the mobile deformable barrier

At the moment of impact the mobile deformable barrier shall no longer be
subject to the action of any additional steering or propelling device. It shall
reach the obstacle on a course perpendicular to the front surface of the
dynamometric wall. Impact alignment shall be accurate to within 10 mm.
6.3. Measuring instruments
6.3.1. Speed
The impact speed shall be 35 ± 0.5 km/h the instrument used to record the
speed on impact shall be accurate to within 0.1 percent.
6.3.2. Loads
Measuring instruments shall meet the specifications set forth in
ISO 6487:1987
CFC for all blocks: 60 Hz
CAC for blocks 1 and 3: 200 kN
CAC for blocks 4,5 and 6: 100 kN
CAC for block 2: 200 kN
6.3.3. Acceleration
[Link]. The acceleration in the longitudinal direction shall be measured at three
separate positions on the trolley, one centrally and one at each side, at places
not subject to bending.
[Link]. The central accelerometer shall be located within 500 mm of the location of
the centre of gravity of the MDB and shall lie in a vertical longitudinal plane
which is within ±10 mm of the centre of gravity of the MDB.
[Link]. The side accelerometers shall be at the same height as each other ±10 mm
and at the same distance from the front surface of the MDB ±20 mm
[Link]. The instrumentation shall comply with ISO 6487:1987 with the following
specifications:
CFC 1,000 Hz (before integration)
CAC 50 g
6.4. General specifications of barrier
6.4.1. The individual characteristics of each barrier shall comply with paragraph 1.
of this annex and shall be recorded.
6.5. General specifications of the impactor
6.5.1. The suitability of an impactor as regards the dynamic test requirements shall
be confirmed when the outputs from the six load cell plates each produce
signals complying with the requirements indicated in this annex.
6.5.2. Impactors shall carry consecutive serial numbers which are stamped, etched
or otherwise permanently attached, from which the batches for the individual
blocks and the date of manufacture can be established.
6.6. Data processing procedure
6.6.1. Raw data: At time T = T0, all offsets should be removed from the data. The
method by which offsets are removed shall be recorded in the test report.

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6.6.2. Filtering
[Link]. The raw data will be filtered prior to processing/calculations.
[Link]. Accelerometer data for integration will be filtered to CFC 180,
ISO 6487:1987.
[Link]. Accelerometer data for impulse calculations will be filtered to CFC 60,
ISO 6487:1987.
[Link]. Load cell data will be filtered to CFC 60, ISO 6487:1987.
6.6.3. Calculation of MDB face deflection
[Link]. Accelerometer data from all three accelerometers individually (after filtering
at CFC 180), will be integrated twice to obtain deflection of the barrier
deformable element.
[Link]. The initial conditions for deflection are:
[Link].1. Velocity = impact velocity (from speed measuring device).
[Link].2. Deflection =0
[Link]. The deflection at the left hand side, mid-line and right hand side of the
mobile deformable barrier will be plotted with respect to time.
[Link]. The maximum deflection calculated from each of the three accelerometers
should be within 10 mm. If it is not the case, then the outlier should be
removed and difference between the deflection calculated from the remaining
two accelerometers checked to ensure that it is within 10 mm.
[Link]. If the deflections as measured by the left hand side, right hand side and mid-
line accelerometers are within 10 mm, then the mean acceleration of the three
accelerometers should be used to calculate the deflection of the barrier face.
[Link]. If the deflection from only two accelerometers meets the 10 mm requirement,
then the mean acceleration from these two accelerometers should be used to
calculate the deflection for the barrier face.
[Link]. If the deflections calculated from all three accelerometers (left hand side,
right hand side and mid-line) are NOT within the 10 mm requirement, then
the raw data should be reviewed to determine the causes of such large
variation. In this case the individual test house will determine which
accelerometer data should be used to determine mobile deformable barrier
deflection or whether none of the accelerometer readings can be used, in
which case, the certification test must be repeated. A full explanation should
be given in the test report.
[Link]. The mean deflection-time data will be combined with the load cell wall
force-time data to generate the force-deflection result for each block.

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Annex 5

6.6.4. Calculation of energy

The absorbed energy for each block and for the whole MDB face should be
calculated up to the point of peak deflection of the barrier.

t1
E n = ∫ Fn .ds mean
t0

Where:
t0 is the time of first contact,
t1 is the time where the trolley comes to rest,i.e. where u = 0,
s is the deflection of the trolley deformable element calculated
according to paragraph 6.6.3.
6.6.5. Verification of dynamic force data
[Link]. Compare the total impulse, I, calculated from the integration of the total force
over the period of contact, with the momentum change over that
period (M*)V).
[Link]. Compare the total energy change to the change in kinetic energy of the MDB,
given by:

E = 1 MV 2
K 2 i
Where Vi is the impact velocity and M the whole mass of the MDB
If the momentum change (M*)V) is not equal to the total impulse
(I) ± 5 per cent, or if the total energy absorbed (Ε En) is not equal to the
kinetic energy, EK ± 5 per cent, then the test data must be examined to
determine the cause of this error.

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Annex 5

Figure 1
Design of impactor2

500 + 5 500 + 5 500 + 5

250 + 3

Zone 5 Zone 4 Zone 6

500 + 2.5
250 + 3

Zone 1 Zone 2 Zone 3

1500 + 2.5

Figure 2
Impact Top

60 + 2 250 + 3
250 + 3

Level B

500 + 2
(including the front plate but not the back plate)

2
All dimensions are in mm. The tolerances on the dimensins of the blocks allow for the difficulties of
measuring cut aluminium honeycomb. The tolerance on the overall dimension of the impactor is less
than that for the individual blocks since the honeycomb blocks can be adjusted, with overlap if
necessary, to maintain a more closely defined impact face dimension.

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Annex 5

Figure 3
Aluminium Honeycomb Orientation

Direction L

Direction W

Expansion direction of the Aluminium honeycomb

Figure 4
Dimension of Aluminium Honeycomb Cells

19 mm ± 1.9 mm

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Annex 5

Figure 5
Design of the back plate
1 500 + 1 mm
520 + 1 mm

> 500 mm
Front View
Figure 6
Attachment of backplate to ventillation device and trolley face plate

Ventilation
device Front plate of trolley

514 + 1 mm

Cork gasket Side View

> 53 mm Spacer

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Annex 5

Figure 7
Staggered pitch for the back plate ventilation holes

12 mm + 0,2

12 mm + 0,2

∅ 8 mm + 0,2

Top and bottom back plate flanges

150 + 1 mm 600 + 1 mm 600 + 1 mm

28 + 1 mm

> 17 mm

> 3 mm
R 5 mm
Note: The attachment holes in the bottom flange may be opened to slots, as shown below,
for ease of attachment provided sufficient grip can be developed to avoid detachment
during the whole impact test.
Figure 8

150 +1mm 600 +1mm 600 +1mm

Barrier side

28 ± 1mm

R 5mm
Trolley side
Bottom

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Annex 5

Figure 9
Ventilation frame
The ventilation device is a structure made of a plate that is 5 mm thick and 20 mm wide.
Only the vertical plates are perforated with nine 8 mm holes in order to let air circulate
horizontally.

1 500 + 2.5 mm
500 + 2.5 mm

50 mm
between
2 plates

250 mm 250 mm 250 mm 250 mm 250 mm

Thickness: 20 mm
Plates (50*50*4 mm) to fixe
the device on trolley by M8
screws. Front View

5 mm

Section ∅ 8 mm
Lateral view of vertical struts

Side View

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Annex 5 - Appendix 1

Annex 5 - Appendix 1

Force-deflection curves for static tests

Figure 1a
Blocks 1 & 3
60

51
50

41
40
Force (kN)

30

20

30

10

4
0
0 4 5 10 15 20 25 30 35 40
Deflection (cm)

Figure 1b
Block 2
60

57

50
46

40
Force (kN)

30

16

20

10

4
0
0 2 5 10 15 20 25 30 35 40
Deflection (cm)

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Annex 5 - Appendix 1

Figure 1c
Bock 4

25

21
20

17

15
Force (kN)

10
24

0
0 2 5 10 15 20 25 30
D e fle c tio n (c m )

Figure 1d
Blocks 5 & 6

20
19

18

16 15,5

14

12
Force (kN)

10 24

3
2

0
0 1 5 10 15 20 25 30 35
Deflection (cm)

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Annex 5 - Appendix 2

Annex 5 - Appendix 2

Force-deflection curves for dynamic tests

Figure 2a
Blocks 1 & 3

60
Force (kN)

40

20

0
0 10 20 30 40
Deflection (cm)

Figure 2b
Block 2

60
Force (kN)

40

20

0
0 10 20 30 40
Deflection (cm)

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Annex 5 - Appendix 2

Figure 2c
Block 4

60
Force (kN)

40

20 18.5

0
0 10 20 30 40
Deflection (cm)

Figure 2d
Blocks 5 & 6

60
Force (kN)

25,5
40

20
5
0
5 8
0 10 20 30 40
Deflection (cm)

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Annex 5 - Appendix 2

Figure 2e
Blocks total

300

250
Force (kN)

200

150

100
50
50
5
00
0 3 10 20 30 40
3
Deflection (cm)

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Annex 5 - Appendix

Annex 5 - Appendix

Examination of the mobile deformable barrier

1. Scope
This appendix contains a prescription for the examination of the mobile
deformable barrier. The test authority is responsible for the mobile
deformable barrier meeting the specifications using a test against a
dynamometric wall supported by a fixed rigid barrier.
2. Installation
2.1. Testing ground
The test area shall be large enough to accommodate the run-up track of the
mobile deformable barrier, the rigid barrier and the technical equipment
necessary for the test. The last part of the track, for at least 5 m before the
rigid barrier, shall be horizontal, flat and smooth.
2.2. Fixed rigid barrier and dynamometric wall
2.2.1. The rigid barrier shall consist of a block of reinforced concrete not less
than 3 m wide in front and not less than 1.5 m high. The thickness of the rigid
barrier shall be such that it weighs at least 70 tonnes. The front face shall be
vertical, perpendicular to the axis of the run-up track and covered with load
cells capable of measuring the total load on each block of the mobile
deformable barrier impactor at the moment of impact. The impact plate area
centres shall align with those of the chosen mobile deformable barrier; their
edges shall clear adjacent areas by 20 mm. Cell mounting and plate surfaces
shall be in accordance with the requirements set out in the annex
to ISO 6487:1987. In cases where surface protection is added, it shall not
degrade the transducer responses.
2.2.2. The rigid barrier shall be either anchored in the ground or placed on the
ground with, if necessary, additional arresting devices to limit its
displacement. A rigid barrier with load cells having different characteristics
but giving results that are at least equally conclusive may be used.
3. Propulsion of the mobile deformable barrier
At the moment of impact the mobile deformable barrier shall no longer be
subject to the action of any additional steering or propelling device. It shall
reach the obstacle on a course perpendicular to the collision barrier. Impact
alignment shall be accurate to within 10 mm.
4. Measuring instruments
4.1. Speed
The impact speed shall be 35 + 2 -2 km/h. The instrument used to record the
speed on impact shall be accurate to within one per cent.
4.2. Loads
Measuring instruments shall meet the specifications set forth in
ISO 6487:1987
CFC for all blocks = 60 Hz

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Annex 5 - Appendix

CAC for blocks 1 and 3 = 120 kN

CAC for blocks 4, 5 and 6 = 60 kN
CAC for block 2 = 140 kN
4.3. Acceleration
The acceleration in the longitudinal direction shall be measured at a place not
subject to bending. The instrumentation shall comply with ISO 6487:1987
with the following specifications:
CFC 1000 Hz (before integration)
CFC 60 Hz (after integration)
CAC 50 g
5. General specification of barrier
5.1. The individual characteristics of each barrier shall comply with paragraph 1
of Annex 5 and shall be recorded.
6. General specification of the impactor type
6.1. The suitability of an impactor type shall be confirmed when the outputs from
the six load cells each produce signals complying with the requirements
indicated in Annex 5, paragraph 2.2. to this Regulation when recorded.
6.2. Impactors shall carry consecutive serial numbers including the date of
manufacture.

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Annex 6

Annex 6

Technical description of the side impact dummy

1. General
1.1. The side impact dummy prescribed in this Regulation, including the
instrumentation and calibration, is described in technical drawings and a
user's manual1.
1.2. The dimensions and masses of the side impact dummy represent a 50th
percentile adult male, without lower arms.
1.3. The side impact dummy consists of a metal and plastic skeleton covered by
flesh-simulating rubber, plastic and foam.
2. Construction
2.1. For an overview of the side impact dummy see Figure 1 for a scheme and the
parts breakdown in Table 1 of this annex.
2.2. Head
2.2.1. The head is shown as part No. 1 in Figure 1 of this annex.
2.2.2. The head consists of an aluminium shell covered by a pliable vinyl skin. The
interior of the shell is a cavity accommodating tri-axial accelerometers and
ballast.
2.2.3. At the head-neck interface a load cell replacement is built in. This part can be
replaced with an upper neck load-cell.
2.3. Neck
2.3.1. The neck is shown as part No. 2 in Figure 1 of this annex.
2.3.2. The neck consists of a head-neck interface piece, a neck-thorax interface
piece and a central section that links the two interfaces to one another.
2.3.3. The head-neck interface piece (part No. 2a) and the neck-thorax interface
piece (part No. 2c) both consist of two aluminium disks linked together by
means of a half spherical screw and eight rubber buffers.
2.3.4. The cylindrical central section (part No. 2b) is made of rubber. At both sides
an aluminium disk of the interface pieces is moulded in the rubber part.
2.3.5. The neck is mounted on the neck-bracket, shown as part No. 2d in Figure 1
of this annex. This bracket can optionally be replaced with a lower neck load-
cell.

1
The dummy is corresponding with the specification of the ES-2 dummy. The number of the table of
contents of the technical drawing is: No. E-AA-DRAWING-LIST-7-25-032 dated on 25 July 2003.
The complete set of ES-2 technical drawings and the ES-2 User Manual are deposited with the United
Nations Economic Commission for Europe (UNECE), Palais des Nations, Geneva, Switzerland and
may be consulted on request at the secretariat.

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2.3.6. The angle between the two faces of the neck-bracket is 25°. Because the
shoulder block is inclined 5° backwards, the resulting angle between the neck
and torso is 20°.
2.4. Shoulder
2.4.1. The shoulder is shown as part No. 3 in Figure 1 of this annex.
2.4.2. The shoulder consists of a shoulder box, two clavicles and a shoulder foam cap.
2.4.3. The shoulder block (part No. 3a) consists of an aluminium spacer block, an
aluminium plate on top and an aluminium plate on the bottom of the spacer
block. Both plates are covered with a polytetrafluoretheen (PTFE)-coating.
2.4.4. The clavicles (part No. 3b), made of cast polyurethane (PU)-resin, are
designed to evolve over the spacer block. The clavicles are held back in their
neutral position by two elastic cords (part No. 3c) which are clamped to the
rear of the shoulder box. The outer edge of both clavicles accommodates a
design allowing for standard arm positions.
2.4.5. The shoulder cap (part No. 3d) is made of low-density polyurethane foam
and is attached to the shoulder block.
2.5. Thorax
2.5.1. The thorax is shown as part No. 4 in Figure l of this annex.
2.5.2. The thorax consists of a rigid thoracic spine box and three identical rib
modules.
2.5.3. The thoracic spine box (part No. 4a) is made of steel. On the rear surface a
steel spacer and curved, polyurethane (PU)-resin, back plate is mounted
(part No. 4b).
2.5.4. The top surface of the thoracic spine box is inclined 5° backwards.
2.5.5. At the lower side of the spine box a T12 load cell or load cell replacement
(part No. 4j) is mounted.
2.5.6. A rib module (part No. 4c) consists of a steel rib bow covered by a flesh-
simulating open-cell polyurethane (PU) foam (part No. 4d), a linear guide
system assembly (part No. 4e) linking the rib and spine box together, a
hydraulic damper (part No. 4f) and a stiff damper spring (part No. 4g).
2.5.7. The linear guide system (part No. 4e) allows the sensitive rib side of the rib
bow (part No. 4d) to deflect with respect to the spine box (part No. 4a) and
the non sensitive side. The guide system assembly is equipped with linear
needle bearings.
2.5.8. A tuning spring is located in the guide system assembly (part No. 4h).
2.5.9. A rib displacement transducer (part No. 4i) can be installed on the spine box
mounted part of guide system (part No. 4e) and connected to the outer end of
the guide system at the sensitive side of the rib.
2.6. Arms
2.6.1. The arms are shown as part No. 5 in Figure 1 of this annex.
2.6.2. The arms have a plastic skeleton covered by a polyurethane (PU) flesh
representation with a polyvinylchloride (PVC) skin. The flesh representation
consists of a highdensity polyurethane (PU) moulding upper part and a
polyurethane (PU) foam lower part.

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2.6.3. The shoulder-arm joint allows for discrete arm positions at 0, 40 and
90° setting with respect to the torso axis.
2.6.4. The shoulder-arm joint allows for a flexion-extension rotation only.
2.7. Lumbar spine
2.7.1. The lumbar spine is shown as part No. 6 in Figure 1 of this annex.
2.7.2. The lumbar spine consists of a solid rubber cylinder with two steel interface
plates at each end, and a steel cable inside the cylinder.
2.8. Abdomen
2.8.1. The abdomen is shown as part No. 7 in Figure 1 of this annex.
2.8.2. The abdomen consists of a rigid central part and a foam covering.
2.8.3. The central part of the abdomen is a metal casting (part No. 7A). A cover
plate is mounted on top of the casting.
2.8.4. The covering (part No. 7b) is made of polyurethane (PU) foam. A curved slab
of rubber filled with lead-pellets is integrated in the foam covering at both
sides.
2.8.5. Between the foam covering and the rigid casting at each side of the abdomen,
either three force transducers (part No. 7c) or three non-measuring
replacement units can be mounted.
2.9. Pelvis
2.9.1. The pelvis is shown as part No. 8 in Figure 1 of this annex.
2.9.2. The pelvis consists of a sacrum block, two iliac wings, two hip joints
assemblies and a flesh simulating foam covering.
2.9.3. The sacrum (part No. 8a) consists of a mass tuned metal block and a metal
plate mounted on top of this block. In the aft side of the block is a cavity to
facilitate the application of instrumentation.
2.9.4. The iliac wings (part No. 8b) are made of polyurethane (PU)-resin.
2.9.5. The hip joints assemblies (part No. 8c) are made of steel parts. They consist
of an upper femur bracket and a ball joint connected to an axle passing
through the dummy’s H-point.
2.9.6. The flesh system (part No. 8d) is made of a polyvinlychloride (PVC) skin
filled with polyurethane (PU) foam. At the H-point location the skin is
replaced by open-cell polyurethane (PU) foam block (part No. 8e), backed up
with a steel plate fixed on the iliac wing by an axle support going through the
ball joint.
2.9.7. The iliac wings are attached to the sacrum block at the aft side and linked
together at the pubic symphysis location by a force transducer (part No. 8f) or
a replacement transducer.

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Annex 6

2.10. Legs
2.11. The legs are shown as part No. 9 in Figure 1 of this annex.
2.11.1. The legs consist of a metal skeleton covered by a flesh-stimulating
polyurethane (PU) foam with a polyvinlychloride (PVC) skin.
2.11.2. A high-density polyurethane (PU) moulding with a polyvinlychloride (PVC)
skin represents the thigh flesh of the upper legs.
2.11.3. The knee and ankle joint allow for a flexion/extension rotation only.
2.12. Suit
2.12.1. The suit is not shown in Figure 1 of this annex.
2.12.2. The suit is made of rubber and covers the shoulders, thorax, upper part of the
arms, the abdomen and lumbar spine, the upper part of the pelvis.

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Figure 1
Construction of side impact dummy
Side View Front View
2a
3d
2c
3a
2c Top View
Front View
3c
1 2d
3b

3 Side View Top View

4a 4b 4h 4e

4i

4d
4
4c 4j 4f 4g
5 7
6 8
Front View 7a

7b 7c
9

8f Front View 8a

8b

8d

8c 8e

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Annex 6

Table 1
Side Impact Dummy Components (See Figure 1)

Part No. Description Number

1 Head 1
2 Neck 1
2a Head-neck interface 1
2b Central section 1
2c Neck-thorax interface 1
2d Neck-bracket 1
3 Shoulder 1
3a Shoulder kbox 1
3b Clavicles 2
3c Elastic cord 2
3d Shoulder foam cap 1
4 Thorax 1
4a Thoracic spine 1
4b Back plate (curved) 1
4c Rib module 3
4d Rib bow covered with flesh 3
4e Piston-cylinder assembly 3
4f Damper 3
4g Stiff damper spring 3
4h Tuning spring 3
4i Displacement transducer 3
4j T12 load cell or load cell replacement 1
5 Arm 2
6 Lumbar spine 1
7 Abdomen 1
7a Central casting 1
7b Flesh covering 1
7c Force transducer 3
8 Pelvis 1
8a Sacrum block 1
8b Iliac wings 2
8c Hip joint assembly 2
8d Flesh covering 1
8e H-point foam block 2
8f Force transducer or replacement 1
9 Leg 2
10 Suit 1

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3. Assembly of the dummy

3.1. Head-neck
3.1.1. The required torque on the half-spherical screws for assembly of the neck is
10 Nm.
3.1.2. The head-upper neck load cell assembly is mounted to the head-neck
interface plate of the neck by four screws.
3.1.3. The neck-thorax interface plate of the neck is mounted to the neck-bracket by
four screws.
3.2. Neck-shoulder-thorax
3.2.1. The neck-bracket is mounted to the shoulder block by four screws.
3.2.2. The shoulder-block is mounted to the top-surface of the thoracic spine box by
three screws.
3.3. Shoulder-arm
3.3.1. The arms are mounted to the shoulder clavicles by means of a screw and an
axial bearing. The screw shall be tightened to obtain a 1 - 2 g holding force of
the arm on its pivot.
3.4. Thorax-lumbar spine-abdomen
3.4.1. The mounting direction of rib modules in the thorax shall be adapted to the
required impact side.
3.4.2. A lumbar spine adapter is mounted to the T12 load cell or load cell
replacement at the lower part of the thoracic spine by two screws.
3.4.3. The lumbar spine adapter is mounted to the top of the lumbar spine with four
screws.
3.4.4. The mounting flange of the central abdominal casting is clamped between the
lumbar spine adapter and the lumbar spine top plate.
3.4.5. The location of the abdominal force transducers shall be adapted to the
required impact side.
3.5. Lumbar spine-pelvis-legs
3.5.1. The lumbar spine is mounted to the sacrum block cover plate by three screws.
In case of using the lower lumbar spine load cell four screws are used.
3.5.2. The lumbar spine bottom plate is mounted to the sacrum block of the pelvis
by three screws.
3.5.3. The legs are mounted to the upper femur bracket of the pelvis hip joint
assembly by a screw.
3.5.4. The knee and ankle links in the legs can be adjusted to obtain a 1 - 2 g
holding force.
4. Main characteristics
4.1. Mass
4.1.1. The masses of the main dummy components are presented in table 2 of this
annex.

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Annex 6

Table 2
Dummy Component Masses

Component Mass Tolerance

(body part) (kg) ± (kg) Principle contents

Head 4.0 0.2 Complete head assembly including tri-axial

accelerometer and upper neck load cell or
replacement
Neck 1.0 0.05 Neck, not including neck bracket
Thorax 22.4 1.0 Neck bracket, shoulder cap, shoulders
assembly, arm attachment bolts, spine box,
torso back plate, rib modules, rib deflection
transducers, torso back plate load cell or
replacement, T12–load cell or replacement,
abdomen central casting, abdominal force
transducers, 2/3 of suit
Arm (each) 1.3 0.1 Upper arm, including arm positioning plate
(each)
Abdomen and 5.0 0.25 Abdomen flesh covering and lumbar spine
lumbar spine
Pelvis 12.0 0.6 Sacrum block, lumbar spine mounting plate,
hip ball joints, upper femur brackets, iliac
wings, pubic force transducer, pelvis flesh
covering, 1/3 of suit
Leg (each) 12.7 0.6 Foot, lower and upper leg and flesh as far as
junction with upper femur (each)
Total dummy 72.0 1.2

4.2. Principal dimensions

4.2.1. The principal dimensions of the side impact dummy (including the suit),
based on Figure 2 of this annex, are given in table 3 of this annex.
The dimensions are measured without suit

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Figure 2
Measurements for principal dummy dimensions
(see table 3)

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Annex 6

Table 3
Principal Dummy Dimensions

No. Parameter Dimension (mm)

1 Sitting height 909 ± 9

2 Seat to shoulder joint 565 ± 7
3 Seat to lower face of thoracic spine box 351 ± 5
4 Seat to hip joint (centre of bolt) 100 ± 3
5 Sole to seat, sitting 442 ± 9
6 Head width 155 ± 3
7 Shoulder/arm width 470 ± 9
8 Thorax width 327 ± 5
9 Abdomen width 290 ± 5
10 Pelvis width 355 ± 5
11 Head depth 201 ± 5
12 Thorax depth 276 ± 5
13 Abdomen depth 199 ± 5
14 Pelvis depth 240 ± 5
15 Back of buttocks to hip joint (centre of bolt) 155 ± 5
16 Back of buttocks to front knee 606 ± 9

5. Certification of the dummy

5.1. Impact side
5.1.1. Depending on the vehicle side to be impacted, dummy parts should be
certified on the left hand side or right hand side.
5.1.2. The configurations of the dummy with regards to the mounting direction of
the rib modules and the location of the abdominal force transducers shall be
adapted to the required impact side.
5.2. Instrumentation
5.2.1. All instrumentation shall be calibrated in compliance with the requirements
of the documentation specified in paragraph 1.3.
5.2.2. All instrumentation channels shall comply with ISO 6487:2000 or SAE J211
(March 1995) data channel recording specification.
5.2.3. The minimum number of channels required to comply with this regulation is ten:
Head accelerations (3),
Thorax rib displacements (3),
Abdomen loads (3); and
Pubic symphysis load (1).
5.2.4. Additionally a number of optional instrumentation channels (38) are
available:
Upper neck loads (6),

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Lower neck loads (6),

Clavicle loads (3),
Torso back plate loads (4),
T1 accelerations (3),
T12 accelerations (3),
Rib accelerations (6, two on each rib),
T12 spine loads (4),
Lower lumbar loads (3),
Pelvis accelerations (3); and
Femur loads (6).
Additional four position indicator channels are optionally available:
Thorax rotations (2); and
Pelvis rotations (2)
5.3. Visual check
5.3.1. All dummy parts should be visually checked for damage and if necessary
replaced before the certification test.
5.4. General test set-up
5.4.1. Figure 3 of this annex shows the test set-up for all certification tests on the
side impact dummy.
5.4.2. The certification test set-up arrangements and testing procedures shall be in
accordance with the specification and requirements of the documentation
specified in paragraph 1.3.
5.4.3. The tests on the head, neck, thorax and lumbar spine are carried out on sub
assemblies of the dummy.
5.4.4. The tests on the shoulder, abdomen and pelvis are performed with the
complete dummy (without suit, shoes and underwear). In these tests the
dummy is seated on a flat surface with two sheets of less than or equal
to 2 mm thick polytetrafluoretheen (PTFE), placed between the dummy and
the flat surface.
5.4.5. All parts to be certified should be kept in the test room for a period of at least
four hours at a temperature between and including 18 and 22 °C and a
relative humidity between and including 10 and 70 per cent prior to a test.
5.4.6. The time between two certification tests on the same part should be at
least 30 minutes.
5.5. Head
5.5.1. The head sub assembly, including the upper neck load cell replacement, is
certified in a drop test from 200 ± 1 mm onto a flat, rigid impact surface.
5.5.2. The angle between the impact surface and the mid-sagittal plane of the head
is 35 ± 1° allowing an impact to the upper part of the head side (this can be
realised with a sling harness or a head drop support bracket with a mass
of 0.075 ± 0.005 kg.).

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5.5.3. The peak resultant head acceleration, filtered using ISO 6487:2000
CFC 1000, should be between and including 100 g and 150 g.
5.5.4. The head performance can be adjusted to meet the requirement by altering
the friction characteristics of the skin-skull interface (e.g. by lubrication with
talcum powder or polytetrafluoretheen (PTFE) spray).
5.6. Neck
5.6.1. The head-neck interface of the neck is mounted to a special certification
head-form with a mass of 3.9 ± 0.05 kg (see Figure 6), with the help of
a 12 mm thick interface plate with a mass of 0.205 ± 0.05 kg.
5.6.2. The head-form and neck are mounted upside-down to the bottom of a neck-
pendulum2 allowing a lateral motion of the system.
5.6.3. The neck-pendulum is equipped with a uni-axial accelerometer according to
the neck pendulum specification (see Figure 5).
5.6.4. The neck-pendulum should be allowed to fall freely from a height chosen to
achieve an impact velocity of 3.4 ± 0.1 m/s measured at the pendulum
accelerometer location.
5.6.5. The neck-pendulum is decelerated from impact velocity to zero by an
appropriate device3, as described in the neck pendulum specification
(see Figure 5), resulting in a velocity change - time history inside the corridor
specified in Figure 7 and Table 4 of this annex. All channels have to be
recorded according to the ISO 6487:2000 or SAE J211 (March 1995) data
channel recording specification and filtered digitally using ISO 6487:2000
CFC 180 or SAE J211:1995 CFC 180. The pendulum deceleration has to be
filtered using ISO 6487:2000 CFC 60 OR SAE J211:1995 CFC 60.
Table 4
Pendulum Velocity Change - Time Corridor for Neck Certification Test

Upper Boundary Lower Boundary

Time (s) Velocity (m/s) Time (s) Velocity (m/s)

0.001 0.0 0 -0.05

0.003 -0.25 0.0025 -0.375
0.014 -3.2 0.0135 -3.7
0.017 -3.7

5.6.6. The maximum head-form flexion angle relative to the pendulum

(Angle dθA + dθC in Figure 6) should be between and including 49.0
and 59.0 degrees and should occur between and including 54.0 and 66.0 ms.
5.6.7. The maximum head-form centre of gravity displacements measured in
angle dθA and dθB (see Figure 6) should be: Fore pendulum base angle dθA
between and including 32.0 and 37.0° occurring between and including 53.0
and 63.0 m/s and aft pendulum base angle dθB between and
including 0.81*(angle dθA) +1.75 and 0.81*(angle dθA) +4.25° occurring
between and including 54.0 and 64.0 m/s.

2
Neck pendulum corresponding with American Code of Federal Regulation 49 CFR.
Chapter V Part 572.33 (10-1-00 Edition) (See also Figure 5).
3
The use of 3-inch honeycomb is recommended (see Figure 5).

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5.6.8. The neck performance can be adjusted by replacing the eight circular section
buffers with buffers of another shore hardness.
5.7. Shoulder
5.7.1. The length of the elastic cord should be adjusted so that a force between and
including 27.5 and 32.5 N applied in a forward direction 4 ± 1 mm from the
outer edge of the clavicle in the same plane as the clavicle movement, is
required to move the clavicle forward.
5.7.2. The dummy is seated on a flat, horizontal, rigid surface with no back support.
The thorax is positioned vertically and the arms should be set at an angle
of 40 ± 2° forward to the vertical. The legs are positioned horizontally.
5.7.3. The impactor is a pendulum with a mass of 23.4 ± 0.2 kg and diameter
of 152.4 ± 0.25 mm with an edge radius of 12.7 mm4. The impactor is
suspended from rigid hinges by four wires with the centre line of the
impactor at least 3.5 m below the rigid hinges (see Figure 4).
5.7.4. The impactor is equipped with an accelerometer sensitive in the direction of
impact and located on the impactor axis.
5.7.5. The impactor should freely swing onto the shoulder of the dummy with an
impact velocity of 4.3 ± 0.1 m/s.
5.7.6. The impact direction is perpendicular to the anterior-posterior axis of the
dummy and the axis of the impactor coincides with the axis of the upper arm
pivot.
5.7.7. The peak acceleration of the impactor, filtered using ISO 6487:2000
CFC 180, should be between and including 7.5 and 10.5 g.
5.8. Arms
5.8.1. No dynamic certification procedure is defined for the arms.
5.9. Thorax
5.9.1. Each rib module is certified separately.
5.9.2. The rib module is positioned vertically in a drop test rig and the rib cylinder
is clamped rigidly onto the rig.
5.9.3. The impactor is a free fall mass of 7.78 ± 0.01 kg with a flat face and a
diameter of 150 ± 2 mm.
5.9.4. The centre line of the impactor should be aligned with the centre line of the
rib’s guide system.
5.9.5. The impact severity is specified by the drop heights of 815, 204 and 459 mm.
These drop heights result in velocities of approximately 4, 2 and 3 m/s
respectively. Impact drop heights should be applied with an accuracy of 1 per
cent.
5.9.6. The rib displacement should be measured, for instance using the rib’s own
displacement transducer.
5.9.7. The rib certification requirements are given in Table 5 of this annex.

4
Pendulum corresponding with American Code of Federal Regulation 49 CFR Chapter V
Part 572.36(a) (10-1-00 Edition) (See also Figure 4).

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5.9.8. The performance of the rib module can be adjusted by replacing the tuning
spring inside the cylinder with one of a different stiffness.
Table 5
Requirements for Full Rib Module Certification

Minimum Maximum
Drop height Displacement Displacement
Test sequence (accuracy 1%)(mm) (mm) (mm)

1 815 46.0 51.0

2 204 23.5 27.5

3 459 36.0 40.0

5.10. Lumbar spine

5.10.1. The lumbar spine is mounted to the special certification head-form with a
mass of 3.9 ± 0.05 kg (see Figure 6), with the help of a 12 mm thick interface
plate with a mass of 0.205 ± 0.05 kg.
5.10.2. The head-form and lumbar spine are mounted upside-down to the bottom of a
neck-pendulum5 allowing a lateral motion of the system.
5.10.3. The neck-pendulum is equipped with an uni-axial accelerometer according to
the neck-pendulum specification (see Figure 5).
5.10.4. The neck-pendulum should be allowed to fall freely from a height chosen to
achieve an impact velocity of 6.05 ± 0.1 m/s measured at the pendulum
accelerometer location.
5.10.5. The neck-pendulum is decelerated from impact velocity to zero by an
appropriate device6, as described in the neck pendulum specification (see
Figure 5), resulting in a velocity change - time history inside the corridor
specified in Figure 8 and Table 6 of this annex. All channels have to be
recorded according to the ISO 6487-2000 or SAE J211 (March 1995) data
channel recording specification and filtered difitally using ISO 6487:2000
CFC 180 or SAE J211:1995 CFC 180. The pendulum deceleration has to be
filtered using ISO 6487:2000 CFC 60 or SAE J211:1995 CFC 60.
Table 6
Pendulum Velocity Change - Time Corridor for Lumbar Spine Certification Test

Upper Boundary
Lower Boundary
Time [s] Velocity [m/s] Time [s] Velocity [m/s]
0.001 0.0 0 -0.05

0.0037 -0.2397 0.0027 -0.425

0.027 -5.8 0.0245 -6.5

0.03 -6.5

5
Neck pendulum corresponding with American Code of Federal Regulation 49 CFR Chapter V
Part 572.33 (10-1-00 Edition) (See also Figure 5).
6
The use of 6-inch honeycomb is recommended (see Figure 5).

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The maximum head-form flexion angle relative to the pendulum (Angle dθA
+ dθC in Figure 6)) should be between and including 45.0 and 55.0° and
should occur between and including 39.0 and 53.0 m/s.
5.10.7. The maximum head-form centre of gravity displacements measured in
angle dθA and dθB (see Figure 6) should be: Fore pendulum base angle dθA
between and including 31.0 and 35.0° occurring between and including 44.0
and 52.0 m/s and aft pendulum base angle dθB between and
including 0.8*(angle dθA) + 2.00 and 0.8* (angle dθA) + 4.50° occurring
between and including 44.0 and 52.0 m/s.
5.10.8. The performance of the lumbar spine can be adjusted by changing tension in
the spine cable.
5.11. Abdomen
5.11.1. The dummy is seated on a flat, horizontal, rigid surface with no back support.
The thorax is positioned vertically, while the arms and legs are positioned
horizontally.
5.11.2. The impactor is a pendulum with a mass of 23.4 ± 0.2 kg and diameter
of 152.4 ± 0.25 mm with an edge radius of 12.7 mm7. The impactor is
suspended from rigid hinges by eight wires with the centre line of the
impactor at least 3.5 m below the rigid hinges (see Figure 4).
5.11.3. The impactor is equipped with an accelerometer sensitive in the direction of
impact and located on the impactor axis.
5.11.4. The pendulum is equipped with a horizontal "arm rest" impactor face
of 1.0 ± 0.01 kg. The total mass of the impactor with the arm rest face
is 24.4 ± 0.21 kg. The rigid "arm rest" is 70 ± 1 mm high, 150 ± 1 mm wide
and should be allowed to penetrate at least 60 mm into the abdomen. The
centreline of the pendulum coincides with the centre of the "arm rest".
5.11.5. The impactor should freely swing onto the abdomen of the dummy with an
impact velocity of 4.0 ± 0.1 m/s.
5.11.6. The impact direction is perpendicular to the anterior-posterior axis of the
dummy and the axis of the impactor is aligned with the centre of the middle
abdominal force transducer.
5.11.7. The peak force of the impactor, obtained from the impactor acceleration
filtered using ISO 6487:2000 CFC 180 and multiplied by the
impactor/armrest mass, should be between and including 4.0 and 4.8 kN, and
occur between and including 10.6 and 13.0 m/s.
5.11.8. The force-time histories measured by the three abdominal force transducers
must be summed and filtered using ISO 6487:2000 CFC 600. The peak force
of this sum should be between and including 2.2 and 2.7 kN, and occur
between and including 10.0 and 12.3 m/s.
5.12. Pelvis

7
Pendulum corresponding with American Code of Federal Regulation 49 CFR Chapter V
Part 572.36(a) (10-1-00 Edition) (See also Figure 4).

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5.12.1. The dummy is seated on a flat, horizontal, rigid surface with no back support.
The thorax is positioned vertically while the arms and legs are positioned
horizontally.
5.12.2. The impactor is a pendulum with a mass of 23.4 ± 0.2 kg and diameter
of 152.4 ± 0.25 mm with an edge radius of 12.7 mm8. The impactor is
suspended from rigid hinges by eight wires with the centre line of the
impactor at least 3.5 m below the rigid hinges (see Figure 4).
5.12.3. The impactor is equipped with an accelerometer sensitive in the direction of
impact and located on the impactor axis.
5.12.4. The impactor should freely swing onto the pelvis of the dummy with an
impact velocity of 4.3 ± 0.1 m/s.
5.12.5. The impact direction is perpendicular to the anterior-posterior axis of the
dummy and the axis of the impactor is aligned with the centre of the H-point
back plate.
5.12.6. The peak force of the impactor, obtained from the impactor acceleration
filtered using ISO 6487:2000 CFC 180 and multiplied by the impactor mass,
should be between and including 4.4 and 5.4 kN, and occur between and
including 10.3 and 15.5 m/s.
5.12.7. The pubic symphisis force, filtered using ISO 6487:2000 CFC 600, should be
between and including 1.04 and 1.64 kN and occur between and
including 9.9 and 15.9 m/s.
5.13. Legs
5.13.1. No dynamic certification procedure is defined for the legs

8
Pendulum corresponding with American Code of Federal Regulation 49 CFR Chapter V
Part 572.36(a) (10-1-00 Edition) (See also Figure 4).

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Figure 3
Overview of the side impact dummy certification test set-up

Figure 4
23,4 kg Pendulum impactor suspension
Left: Four wires suspension (cross wires removed)
Right: Eight wires suspension

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Figure 5
Pendulum deceleration-time corridor for neck certification test

Figure 6
Pendulum deceleration-time corridor for lumbar spine certification test

Pendulum base plate

10 mm

ΘB
dΘ ΘA
dΘ

Neck or Lumbar ΘC
dΘ
Spine length

47 mm including
mounting plate

Head form

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Figure 7
Pendulum velocity change - time corridor for neck certification test

0. 0

-1.0

-2.0
Vel ocity in [m/s]

-3.0

-4.0

-5.0

-6.0

-7.0
0 5 10 15 20 25 30 35
Ti me i n [ms]

Figure 8
Pendulum velocity change - time corridor for lumbar spine certification test

0 .0

-1.0

-2.0
Veloci ty in [m/ s]

-3.0

-4.0

-5.0

-6.0

-7.0
0 5 10 15 20 25 30 35
Time in [ms]

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Annex 7

Installation of the side impact dummy

1. General
1.1. The side impact dummy as described in Annex 6 of this Regulation is to be
used according the following installation procedure.
2. Installation
2.1. Adjust the knee and ankle joints so that they just support the lower leg and
the foot when extended horizontally (1 to 2 g - adjustment).
2.2. Check if the dummy is adapted to the desired impact direction.
2.3. The dummy shall be clothed in a form-fitting cotton stretch mid-calf length
pant and may be clothed in a form-fitting cotton stretch shirt with short
sleeves.
2.4. Each foot shall be equipped with a shoe.
2.5. Place the dummy in the outboard front seat of the impacted side as described
in the side impact test procedure specification.
2.6. The plane of symmetry of the dummy shall coincide with the vertical median
plane of the specified seating position.
2.7. The pelvis of the dummy shall be positioned such that a lateral line passing
through the dummy H-points is perpendicular to the longitudinal centre plane
of the seat. The line through the dummy H-points shall be horizontal with a
maximum inclination of ±2°1.
The correct position of the dummy pelvis can be checked relative to the H-
point of the H-point Manikin by using the M3 holes in the H-point back plates
at each side of the ES-2 pelvis. The M3 holes are indicated with "Hm". The
"Hm" position should be in a circle with a radius of 10 mm round the H-point
of the H-point Manikin.
The correct position of the dummy pelvis
2.8. The upper torso shall be bent forward and then laid back firmly against the
seat back (see note 9). The shoulders of the dummy shall be set fully
rearward.
2.9. Irrespective of the seating position of the dummy, the angle between the
upper arm and the torso arm reference line on each side shall be 40° ± 5°.
The torso arm reference line is defined as the intersection of the plane
tangential to the front surface of the ribs and the longitudinal vertical plane of
the dummy containing the arm.
2.10. For the driver’s seating position, without inducing pelvis or torso movement,
place the right foot of the dummy on the non-depressed accelerator pedal
with the heel resting as far forward as possible on the floor-pan. Set the left

1
The dummy can be equipped with tilt sensors in the thorax and the pelvis. These instruments can help
to obtain the desired position.

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foot perpendicular to the lower leg with the heel resting on the floor-pan in
the same lateral line as the right heel. Set the knees of the dummy such that
their outside surfaces are 150 ± 10 mm from the plane of symmetry of the
dummy. If possible within these constraints place the thighs of the dummy in
contact with the seat cushion.
2.11. For other seating positions, without inducing pelvis or torso movement,
place the heels of the dummy as far forward as possible on the floor-pan
without compressing the seat cushion more than the compression due to the
weight of the leg. Set the knees of the dummy such that their outside surfaces
are 150 ± 10 mm from the plane of symmetry of the dummy.

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Annex 8

Partial test
1. Purpose
The purpose of these tests is to verify whether the modified vehicle presents
at least the same (or better) energy absorption characteristics than the vehicle
type approved under this Regulation.
2. Procedures and installations
2.1. Reference tests
2.1.1. Using the initial padding materials tested during the approval of the vehicle,
mounted in a new lateral structure of the vehicle to be approved, two
dynamic tests, utilizing two different impactors shall be carried out
(Figure 1).
[Link]. The head form impactor, defined in paragraph 3.1.1., shall hit at 24.1 km/h,
in the area impacted for the EUROSID head during the approval of the
vehicle. Test result shall be recorded, and the HPC calculated. However, this
test shall not be carried out when, during the tests described in Annex 4 of
this Regulation: where there has been no head contact, or when the head
contacted the window glazing only, provided that the window glazing is not
laminated glass.
[Link]. The body block impactor, defined in paragraph 3.2.1., shall hit at 24.1 km/h
in the lateral area impacted by the EUROSID shoulder, arm and thorax,
during the approval of the vehicle. Test result shall be recorded, and the HPC
calculated.
2.2. Approval test
2.2.1. Using the new padding materials, seat, etc. presented for the approval
extension, and mounted in a new lateral structure of the vehicle, tests
specified in paragraphs [Link]. and [Link]., shall be repeated, the new
results recorded, and their HPC calculated.
[Link]. If the HPC calculated from the results of both approval tests are lower than
the HPC obtained during the reference tests (carried out using the original
type approved padding materials or seats), the extension shall be granted.
[Link]. If the new HPC are greater than the HPC obtained during the reference tests,
a new full scale test (using the proposed padding/seats/etc.) shall be carried out.
3. Test equipment
3.1. Head form impactor (Figure 2)
3.1.1. This apparatus consists of a fully guided linear impactor, rigid, with a mass
of 6.8 kg. Its impact surface is hemispherical with a diameter of 165 mm.
3.1.2. The head form shall be fitted with two accelerometers and a speed-measuring
device, all capable of measuring values in the impact direction.

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3.2. Body block impactor (Figure 3)

3.2.1. This apparatus consists of a fully guided linear impactor, rigid, with a mass
of 30 kg. Its dimensions and transversal section is presented in Figure 3.
3.2.2. The body block shall be fitted with two accelerometers and a speed-
measuring device, all capable of measuring values in the impact direction.

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Annex 9

Test Procedures for the protection of the occupants of

vehicles operating on electrical power high voltage and
electrolyte spillage
This annex describes test procedures to demonstrate compliance to the electrical safety
requirements of paragraph 5.3.6. For example, megohmmeter or oscilloscope measurements
are an appropriate alternative to the procedure described below for measuring isolation
resistance. In this case it may be necessary to deactivate the on-board isolation resistance
monitoring system.
Before the vehicle impact test conducted, the high voltage bus voltage (Vb) (see Figure 1)
shall be measured and recorded to confirm that it is within the operating voltage of the
vehicle as specified by the vehicle manufacturer.
1. Test setup and equipment
If a high voltage disconnect function is used, measurements are to be taken
from both sides of the device performing the disconnect function.
However, if the high voltage disconnect is integral to the RESS or the energy
conversion system and the high-voltage bus of the RESS or the energy
conversion system is protected according to protection IPXXB following the
impact test, measurements may only be taken between the device performing
the disconnect function and the electrical loads.
The voltmeter used in this test shall measure DC values and have an internal
resistance of at least 10 MΩ.
2. The following instructions may be used if voltage is measured.
After the impact test, determine the high voltage bus voltages (Vb, V1, V2)
(see Figure 1).
The voltage measurement shall be made not earlier than 5 seconds, but, not
later than 60 seconds after the impact.
This procedure is not applicable if the test is performed under the condition
where the electric power train is not energized.

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Figure 1
Measurement of Vb, V1, V2

Energy Conversion
RESS assembly
System Assembly V2
High Voltage Bus

+ +
Energy RESS
Traction System
Conversion Vb
System
- -

V1

Electrical Chassis
3. Assessment procedure for low electrical Energy
Prior to the impact a switch S1 and a known discharge resistor Re is
connected in parallel to the relevant capacitance (see Figure 2).
Not earlier than 5 seconds and not later than 60 seconds after the impact the
switch S1 shall be closed while the voltage Vb and the current Ie are measured
and recorded. The product of the voltage Vb and the current Ie shall be
integrated over the period of time, starting from the moment when the switch
S1 is closed (tc) until the voltage Vb falls below the high voltage threshold of 60
V DC (th). The resulting integration equals the total energy (TE) in joules.
th

(a) TE = ∫V
tc
b ×I e dt

When Vb is measured at a point in time between 5 seconds and 60 seconds

after the impact and the capacitance of the X-capacitors (Cx) is specified by
the manufacturer, total energy (TE) shall be calculated according to the
following formula:
(b) TE = 0.5 x Cx x(Vb2 – 3 600)
When V1, V2 (see Figure 1) are measured at a point in time between
5 seconds and 60 seconds after the impact and the capacitances of the Y-
capacitors (Cy1, Cy2) are specified by the manufacturer, total energy (TEy1,
TEy2) shall be calculated according to the following formulas:
(c) TEy1 = 0.5 x Cy1 x (V12 -3 600)
TEy2 = 0.5 x Cy2 x (V22- 3 600)
This procedure is not applicable if the test is performed under the condition
where the electric power train is not energized.

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Figure 2
E.g. measurement of high voltage bus energy stored in X-capacitors

Energy Conversion
System Assembly RESS Assembly
High Voltage Bus

+ +
S1
Energy
Traction System Vb RESS
Conversion
System Re
- -
Ie

Electrical Chassis

4. Physical Protection
Following the vehicle impact test any parts surrounding the high voltage
components shall be, without the use of tools, opened, disassembled or
removed. All remaining surrounding parts shall be considered part of the
physical protection.
The Jointed Test Finger described in Figure 1 of Appendix 1 of this annex
shall be inserted into any gaps or openings of the physical protection with a
test force of 10 N ± 10 per cent for electrical safety assessment. If partial or
full penetration into the physical protection by the Jointed Test Finger occurs,
the Jointed Test Finger shall be placed in every position as specified below.
Starting from the straight position, both joints of the test finger shall be
rotated progressively through an angle of up to 90° with respect to the axis of
the adjoining section of the finger and shall be placed in every possible
position.
Internal electrical protection barriers are considered part of the enclosure.
If appropriate a low-voltage supply (of not less than 40 V and not more
than 50 V) in series with a suitable lamp should be connected, between the
Jointed Test Finger and high voltage live parts inside the electrical protection
barrier or enclosure.
4.1. Acceptance conditions
The requirements of paragraph [Link].3. shall be considered to be met if the
Jointed Test Finger described in Figure 1 of Appendix 1 of this annex is
unable to contact high voltage live parts.
If necessary a mirror or a fiberscope may be used in order to inspect whether
the Jointed Test Finger touches the high voltage buses.
If this requirement is verified by a signal circuit between the Jointed Test
Finger and high voltage live parts, the lamp shall not light.

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5. Isolation resistance
The isolation resistance between the high voltage bus and the electrical
chassis may be demonstrated either by measurement or by a combination of
measurement and calculation.
The following instructions should be used if the isolation resistance is
demonstrated by measurement.
Measure and record the voltage (Vb) between the negative and the positive
side of the high voltage bus (see Figure 1);
Measure and record the voltage (V1) between the negative side of the high
voltage bus and the electrical chassis (see Figure 1);
Measure and record the voltage (V2) between the positive side of the high
voltage bus and the electrical chassis (see Figure 1);
If V1 is greater than or equal to V2, insert a standard known resistance (Ro)
between the negative side of the high voltage bus and the electrical chassis.
With Ro installed, measure the voltage (V1’) between the negative side of the
high voltage bus and the vehicle electrical chassis (see Figure 3). Calculate
the isolation resistance (Ri) according to the formula shown below.
Ri = Ro*(Vb/V1’ – Vb/V1) or Ri = Ro*Vb*(1/V1’ – 1/V1)
Divide the result Ri, which is the electrical isolation resistance value in ohm
(Ω), by the working voltage of the high voltage bus in volt (V).
Ri (Ω / V) = Ri (Ω) / Working voltage (V)
Figure 3
Measurement of V1’

Electrical Chassis

Energy Conversion
System Assembly RESS Assembly

High Voltage Bus

+ +

Energy
Traction System RESS
Conversion
System

- -

V 1’ R0

Electrical Chassis

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If V2 is greater than V1, insert a standard known resistance (Ro) between the
positive side of the high voltage bus and the electrical chassis. With Ro
installed, measure the voltage (V2’) between the positive side of the high
voltage bus and the electrical chassis (see Figure 4).
Calculate the isolation resistance (Ri) according to the formula shown below.
Ri = Ro*(Vb/V2’ – Vb/V2) or Ri = Ro*Vb*(1/V2’ – 1/V2)
Divide the result Ri, which is the electrical isolation resistance value in ohm
(Ω), by the working voltage of the high voltage bus in volt (V).
Ri (Ω / V) = Ri (Ω) / Working voltage (V)
Ri =Ro*(Vb/V2’ – Vb/V2) or Ri = Ro*Vb*(1/V2’ – 1/V2)

Figure 4
Measurement of V2’

Electrical Chassis

Energy Conversion
System Assembly V 2’ R0 RESS Assembly
High Voltage Bus

+ +

Energy
Traction System RESS
Conversion
System

- -

Electrical Chassis

Note 1: The standard known resistance Ro (in Ω) should be the value of the
minimum required isolation resistance (in Ω/V) multiplied by the working
voltage (in V) of the vehicle plus/minus 20 per cent. Ro is not required to be
precisely this value since the equations are valid for any Ro; however, a Ro
value in this range should provide a good resolution for the voltage
measurements.
6. Electrolyte spillage
Appropriate coating shall be applied, if necessary, to the physical protection in
order to confirm any electrolyte leakage from the RESS after the impact test.
Unless the manufacturer provides means to differentiate between the leakage
of different liquids, all liquid leakage shall be considered as the electrolyte.
7. RESS retention
Compliance shall be determined by visual inspection

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Annex 9 - Appendix 1

Jointed test finger (IPXXB)

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Material: metal, except where otherwise specified

Linear dimensions in millimetres
Tolerances on dimensions without specific tolerance:
(a) On angles: 0/-10°
(b) On linear dimensions:
(i) Up to 25 mm: 0/-0.05 mm
(ii) Over 25 mm: ± 0.2 mm
Both joints shall permit movement in the same plane and the same direction through an
angle of 90° with a 0 to +10° tolerance.

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