Appendix 1

List of standards referred to in this Regulation

Appendix 2

Vehicle broadband reference limits

Antenna-vehicle separation: 10 m

Appendix 3

Vehicle broadband reference limits

Antenna-vehicle separation: 3 m

Appendix 4

Vehicle narrowband reference limits

Antenna-vehicle separation: 10 m

Appendix 5

Vehicle narrowband reference limits

Antenna-vehicle separation: 3 m

Appendix 6

Electrical/electronic sub-assembly

Broadband reference limits

Appendix 7

Electrical/electronic sub-assembly

Narrowband reference limits

ANNEX 1

EXAMPLES OF APPROVAL MARKS

Model A

(See paragraph 5.2 of this Regulation)

The above approval mark affixed to a vehicle or ESA shows that the vehicle type concerned has, with regard to electromagnetic compatibility, been approved in the Netherlands (E4) pursuant to Regulation No 10 under approval No 042439. The approval number indicates that the approval was granted according to the requirements of Regulation No 10 as amended by the 04 series of amendments.

Model B

(See paragraph 5.2 of this Regulation)

The above approval mark affixed to a vehicle or ESA shows that the vehicle type concerned has, with regard to electromagnetic compatibility, been approved in the Netherlands (E4) pursuant to Regulations Nos 10 and 33 (1).

The approval numbers indicate that, at the date when the respective approvals were given, Regulation No 10 included the 04 series of amendments and Regulation No 33 was still in its original form.

(1)  The second number is given merely as an example.

ANNEX 2A

Information document for type-approval of a vehicle with respect to electromagnetic compatibility

The following information shall be supplied in triplicate and shall include a list of contents.

Any drawings shall be supplied in appropriate scale and in sufficient detail on size A4 or in a folder of A4 format.

Photographs, if any, shall show sufficient detail.

If the systems, components or separate technical units have electronic controls, information concerning their performance shall be supplied.

GENERAL

GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE

POWER PLANT

GAS FUELLED ENGINES (IN THE CASE OF SYSTEMS LAID-OUT IN A DIFFERENT MANNER, SUPPLY EQUIVALENT INFORMATION)

TRANSMISSION

SUSPENSION

STEERING

BRAKES

BODYWORK

LIGHTING AND LIGHT SIGNALLING DEVICES

MISCELLANEOUS

(1)  Strike out what does not apply.

ANNEX 2B

Information document for type-approval of an electric/electronic sub-assembly with respect to electromagnetic compatibility

The following information, if applicable, shall be supplied in triplicate and must include a list of contents. Any drawings shall be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, shall show sufficient detail.

If the systems, components or separate technical units have electronic controls, information concerning their performance shall be supplied.

Appendix 1: description of the ESA chosen to represent the type (electronic block diagram and list of main component constituting the ESA (e.g. make and type of microprocessor, crystal, etc.)).

Appendix 2: relevant test report(s) supplied by the manufacturer from a test laboratory accredited to ISO 17025 and recognised by the Approval Authority for the purpose of drawing up the type-approval certificate.

(1)  If the means of identification of type contains characters not relevant to describe the component or separate technical unit types covered by this information document, such characters shall be represented in the documentation by the symbol ‘?’ (e.g. ABC??123??).

(2)  Delete where not applicable.

ANNEX 3A

COMMUNICATION

(Maximum format: A4 (210 × 297 mm))

ANNEX 3B

COMMUNICATION

(Maximum format: A4 (210 × 297 mm))

ANNEX 4

Method of measurement of radiated broadband electromagnetic emissions from vehicles

1.   GENERAL

1.1.   The test method described in this annex shall only be applied to vehicles.

This method concerns both configurations of the vehicle:

1.2.   Test method

This test is intended to measure the broadband emissions generated by electrical or electronic systems fitted to the vehicle (e.g. ignition system or electric motors).

If not otherwise stated in this annex the test shall be performed according to CISPR 12 (fifth edition 2001 and Amd1: 2005).

2.   VEHICLE STATE DURING TESTS

2.1.   Vehicle in configuration other than ‘RESS in charging mode coupled to the power grid.’

2.1.1.   Engine

The engine shall be in operation according to CISPR 12 (fifth edition 2001 and Amd1: 2005)

2.1.2.   Other vehicle systems

All equipment capable of generating broadband emissions which can be switched on permanently by the driver or passenger should be in operation in maximum load, e.g. wiper motors or fans. The horn and electric window motors are excluded because they are not used continuously.

2.2.   Vehicle in configuration ‘RESS in charging mode coupled to the power grid’.

This vehicle shall be in battery charging mode at rated power until the AC or DC current reached at least 80 per cent of its initial value. The test set-up for the connection of the vehicle in configuration ‘RESS in charging mode coupled to the power grid’ is shown in Figure 3 of the appendix to this annex.

3.   MEASURING LOCATION

3.1.   As an alternative to the requirements of CISPR 12 (fifth edition 2001 and Amd1: 2005) for vehicles of category L the test surface may be any location that fulfils the conditions shown in Figure 1 of the appendix to this annex. In this case the measuring equipment must lie outside the part shown in Figure 1 of the appendix to this annex.

3.2.   Enclosed test facilities may be used if correlation can be shown between the results obtained in the enclosed test facility and those obtained at an outdoor site. Enclosed test facilities do not need to meet the dimensional requirements of the outdoor site other than the distance from the antenna to the vehicle and the height of the antenna.

4.   TEST REQUIREMENTS

4.1.   The limits apply throughout the frequency range 30 to 1 000 MHz for measurements performed in a semi anechoic chamber or an outdoor test site.

4.2.   Measurements can be performed with either quasi-peak or peak detectors. The limits given in paragraphs 6.2 and 6.5 of this Regulation are for quasi-peak detectors. If peak detectors are used a correction factor of 20 dB as defined in CISPR 12 (fifth edition 2001 and Amd1: 2005) shall be applied.

4.3.   Measurements

The Technical Service shall perform the test at the intervals specified in the CISPR 12 (fifth edition 2001 and Amd1: 2005) standard throughout the frequency range 30 to 1 000 MHz.

Alternatively, if the manufacturer provides measurement data for the whole frequency band from a test laboratory accredited to the applicable parts of ISO 17025 (second edition 2005 and Corrigendum: 2006) and recognised by the Approval Authority, the Technical Service may divide the frequency range in 14 frequency bands — 30-34, 34-45, 45-60, 60-80, 80-100, 100-130, 130-170, 170-225, 225-300, 300-400, 400-525, 525-700, 700-850, 850-1 000 MHz — and perform tests at the 14 frequencies giving the highest emission levels within each band to confirm that the vehicle meets the requirements of this annex.

In the event that the limit is exceeded during the test, investigations shall be made to ensure that this is due to the vehicle and not to background radiation.

4.4.   Readings

The maximum of the readings relative to the limit (horizontal and vertical polarisation and antenna location on the left and right-hand sides of the vehicle) in each of the 14 frequency bands shall be taken as the characteristic reading at the frequency at which the measurements were made.

ANNEX 5

Method of measurement of radiated narrowband electromagnetic emissions from vehicles

1.   GENERAL

1.1.   The test method described in this annex shall only be applied to vehicles.

This method concerns only the configuration of the vehicle other than ‘RESS in charging mode coupled to the power grid’.

1.2.   Test method

This test is intended to measure the narrowband electromagnetic emissions such as might emanate from microprocessor-based systems or other narrowband source.

If not otherwise stated in this annex the test shall be performed according to CISPR 12 (fifth edition 2001 and Amd1: 2005) or to CISPR 25 (and Corrigendum: 2004).

1.3.   As an initial step the levels of emissions in the Frequency Modulation (FM) band (76 to 108 MHz) shall be measured at the vehicle broadcast radio antenna with an average detector. If the level specified in paragraph 6.3.2.4 of this Regulation is not exceeded, then the vehicle shall be deemed to comply with the requirements of this annex in respect of that frequency band and the full test shall not be carried out.

1.4.   As an alternative for vehicles of category L the measurement location can be chosen according to Annex 4, paragraphs 3.1 and 3.2.

2.   VEHICLE STATE DURING TESTS

2.1.   The ignition switch shall be switched on. The engine shall not be operating.

2.2.   The vehicle’s electronic systems shall all be in normal operating mode with the vehicle stationary.

2.3.   All equipment which can be switched on permanently by the driver or passenger with internal oscillators > 9 kHz or repetitive signals should be in normal operation.

3.   TEST REQUIREMENTS

3.1.   The limits apply throughout the frequency range 30 to 1 000 MHz for measurements performed in a semi anechoic chamber or an outdoor test site.

3.2.   Measurements shall be performed with an average detector.

3.3.   Measurements

The Technical Service shall perform the test at the intervals specified in the CISPR 12 (fifth edition 2001 and Amd1: 2005) standard throughout the frequency range 30 to 1 000 MHz.

Alternatively, if the manufacturer provides measurement data for the whole frequency band from a test laboratory accredited to the applicable parts of ISO 17025 (second edition 2005 and Corrigendum: 2006) and recognised by the Approval Authority, the Technical Service may divide the frequency range in 14 frequency bands — 30-34, 34-45, 45-60, 60-80, 80-100, 100-130, 130-170, 170-225, 225-300, 300-400, 400-525, 525-700, 700-850, 850-1 000 MHz — and perform tests at the 14 frequencies giving the highest emission levels within each band to confirm that the vehicle meets the requirements of this annex.

In the event that the limit is exceeded during the test, investigations shall be made to ensure that this is due to the vehicle and not to background radiation including broadband radiation from any ESA.

3.4.   Readings

The maximum of the readings relative to the limit (horizontal and vertical polarisation and antenna location on the left and right-hand sides of the vehicle) in each of the 14 frequency bands shall be taken as the characteristic reading at the frequency at which the measurements were made.

ANNEX 6

Method of testing for immunity of vehicles to electromagnetic radiation

1.   GENERAL

1.1.   The test method described in this annex shall only be applied to vehicles. This method concerns both configurations of vehicle:

1.2.   Test method

This test is intended to demonstrate the immunity of the vehicle electronic systems. The vehicle shall be subject to electromagnetic fields as described in this annex. The vehicle shall be monitored during the tests.

If not otherwise stated in this annex the test shall be performed according to ISO 11451-2, third edition 2005.

1.3.   Alternative test methods

The test may be alternatively performed in an outdoor test site for all vehicles. The test facility shall comply with (national) legal requirements regarding the emission of electromagnetic fields.

If a vehicle is longer than 12 m and/or wider than 2,60 m and/or higher than 4,00 m, BCI (bulk current injection) method according to ISO 11451-4 (first edition 1995) can be used in the frequency range 20 to 2 000 MHz with levels defined in paragraph 6.7.2.1 of this Regulation.

2.   VEHICLE STATE DURING TESTS

2.1.   Vehicle in configuration other than ‘RESS in charging mode coupled to the power grid’.

2.1.1.   The vehicle shall be in an unladen condition except for necessary test equipment.

2.1.1.1.   The engine shall normally turn the driving wheels at a steady speed of 50 km/h if there is no technical reason due to the vehicle to define a different condition. For vehicles of categories L1 and L2 the steady speed shall normally be turned at 25 km/h. The vehicle shall be on an appropriately loaded dynamometer or alternatively supported on insulated axle stands with minimum ground clearance if no dynamometer is available. Where appropriate, transmission shafts, belts or chains may be disconnected (e.g. trucks, two- and three-wheel vehicles).

2.1.1.2.   Basic vehicle conditions

The paragraph defines minimum test conditions (as far as applicable) and failures criteria for vehicle immunity tests. Other vehicle systems, which can affect immunity related functions must be tested in a way to be agreed between manufacturer and Technical Service.

2.1.1.3.   All equipment which can be switched on permanently by the driver or passenger should be in normal operation.

2.1.1.4.   All other systems which affect the driver’s control of the vehicle shall be (on) as in normal operation of the vehicle.

2.1.2.   If there are vehicle electrical/electronic systems which form an integral part of the direct control of the vehicle, which will not operate under the conditions described in paragraph 2.1, it will be permissible for the manufacturer to provide a report or additional evidence to the Technical Service that the vehicle electrical/electronic system meets the requirements of this Regulation. Such evidence shall be retained in the type-approval documentation.

2.1.3.   Only non-perturbing equipment shall be used while monitoring the vehicle. The vehicle exterior and the passenger compartment shall be monitored to determine whether the requirements of this annex are met (e.g. by using (a) video camera(s), a microphone, etc.).

2.2.   Vehicle in configuration ‘RESS in charging mode coupled to the power grid’.

2.2.1.   The vehicle shall be in an unladen condition except for necessary test equipment.

2.2.1.1.   The vehicle shall be immobilised, engine OFF and in charging mode.

2.2.1.2.   Basic vehicle conditions

The paragraph defines minimum test conditions (as far as applicable) and failures criteria for vehicle immunity tests. Other vehicle systems, which can affect immunity related functions, must be tested in a way to be agreed between manufacturer and Technical Service.

2.2.1.3.   All other equipment which can be switched on permanently by the driver or passenger should be OFF.

2.2.2.   Only non-perturbing equipment shall be used while monitoring the vehicle. The vehicle exterior and the passenger compartment shall be monitored to determine whether the requirements of this annex are met (e.g. by using (a) video camera(s), a microphone, etc.).

3.   REFERENCE POINT

3.1.   For the purposes of this annex, the reference point is the point at which the field strength shall be established and shall be defined as follows:

3.2.   For category M, N, O vehicles according to ISO 11451-2, third edition 2005.

3.3.   For category L vehicles:

4.   TEST REQUIREMENTS

4.1.   Frequency range, dwell times, polarisation

The vehicle shall be exposed to electromagnetic radiation in the 20 to 2 000 MHz frequency ranges in vertical polarisation.

The test signal modulation shall be:

If not otherwise agreed between Technical Service and vehicle manufacturer.

Frequency step size and dwell time shall be chosen according to ISO 11451-1, third edition 2005 and Amd1: 2008.

4.1.1.   The Technical Service shall perform the test at the intervals specified in ISO 11451-1, third edition 2005 and Amd1: 2008 throughout the frequency range 20 to 2 000 MHz.

Alternatively, if the manufacturer provides measurement to data for the whole frequency band from a test laboratory accredited to the applicable parts of ISO 17025 (second edition 2005 and Corrigendum: 2006) and recognised by the Approval Authority, the Technical Service may choose a reduced number of spot frequencies in the range, e.g. 27, 45, 65, 90, 120, 150, 190, 230, 280, 380, 450, 600, 750, 900, 1 300, and 1 800 MHz to confirm that the vehicle meets the requirements of this annex.

If a vehicle fails the test defined in this annex, it must be verified as having failed under the relevant test conditions and not as a result of the generation of uncontrolled fields.

5.   GENERATION OF REQUIRED FIELD STRENGTH

5.1.   Test methodology

5.1.1.   The substitution method according to ISO 11451-1, third edition 2005 and Amd1: 2008 shall be used to establish the test field conditions.

5.1.2.   Calibration

For TLS one field probe at the facility reference point shall be used.

For antennas four field probes at the facility reference line shall be used.

5.1.3.   Test phase

The vehicle shall be positioned with the centre line of the vehicle on the facility reference point or line. The vehicle shall normally face a fixed antenna. However, where the electronic control units and the associated wiring harness are predominantly in the rear of the vehicle, the test should normally be carried out with the vehicle facing away from the antenna. In the case of long vehicles (i.e. excluding vehicles of categories L, M1 and N1), which have electronic control units and associated wiring harness predominantly towards the middle of the vehicle, a reference point may be established based on either the right side surface or the left side surface of the vehicle. This reference point shall be at the midpoint of the vehicle’s length or at one point along the side of the vehicle chosen by the manufacturer in conjunction with the Competent Authority after considering the distribution of electronic systems and the layout of any wiring harness.

Such testing may only take place if the physical construction of the chamber permits. The antenna location must be noted in the test report.

ANNEX 7

Method of measurement of radiated broadband electromagnetic emissions from electrical/electronic sub-assemblies

1.   GENERAL

1.1.   The test method described in this annex may be applied to ESAs, which may be subsequently fitted to vehicles, which comply with Annex 4.

1.2.   Test method

This test is intended to measure broadband electromagnetic emissions from ESAs (e.g. ignition systems, electric motor, etc.).

If not otherwise stated in this annex the test shall be performed according to CISPR 25 (second edition 2002 and Corrigendum 2004).

2.   ESA STATE DURING TESTS

2.1.   The ESA under test shall be in normal operation mode, preferably in maximum load.

3.   TEST ARRANGEMENTS

3.1.   The test shall be performed according to CISPR 25 (second edition 2002 and Corrigendum 2004) clause 6.4 — ALSE method.

3.2.   Alternative measuring location

As an alternative to an absorber lined shielded enclosure (ALSE) an open area test site (OATS), which complies with the requirements of CISPR 16-1-4 (third edition 2010) may be used (see appendix to this annex).

3.3.   Ambient

To ensure that there is no extraneous noise or signal of a magnitude sufficient to affect materially the measurement, measurements shall be taken before or after the main test. In this measurement, the extraneous noise or signal shall be at least 6 dB below the limits of interference given in paragraph 6.5.2.1 of this Regulation, except for intentional narrowband ambient transmissions.

4.   TEST REQUIREMENTS

4.1.   The limits apply throughout the frequency range 30 to 1 000 MHz for measurements performed in a semi anechoic chamber or an outdoor test site.

4.2.   Measurements can be performed with either quasi-peak or peak detectors. The limits given in paragraphs 6.2 and 6.5 of this Regulation are for quasi-peak detectors. If peak detectors are used a correction factor of 20 dB as defined in CISPR 12 (fifth edition 2001 and Amd1: 2005) shall be applied.

4.3.   Measurements

The Technical Service shall perform the test at the intervals specified in the CISPR 12 (fifth edition 2001 and Amd1: 2005) standard throughout the frequency range 30 to 1 000 MHz.

Alternatively, if the manufacturer provides measurement to data for the whole frequency band from a test laboratory accredited to the applicable parts of ISO 17025 (second edition 2005 and Corrigendum: 2006) and recognised by the Approval Authority, the Technical Service may divide the frequency range in 14 frequency bands — 30-34, 34-45, 45-60, 60-80, 80-100, 100-130, 130-170, 170-225, 225-300, 300-400, 400-525, 525-700, 700-850, 850-1 000 MHz — and perform tests at the 14 frequencies giving the highest emission levels within each band to confirm that the ESA meets the requirements of this annex.

In the event that the limit is exceeded during the test, investigations shall be made to ensure that this is due to the ESA and not to background radiation.

4.4.   Readings

The maximum of the readings relative to the limit (horizontal/vertical polarisation) in each of the 14 frequency bands shall be taken as the characteristic reading at the frequency at which the measurements were made.

ANNEX 8

Method of measurement of radiated narrowband electromagnetic emissions from electrical/electronic sub-assemblies

1.   GENERAL

1.1.   The test method described in this annex may be applied to ESAs, which may be subsequently fitted to vehicles that comply with Annex 4.

1.2.   Test method

This test is intended to measure the narrowband electromagnetic emissions such as might emanate from a microprocessor-based system.

If not otherwise stated in this annex the test shall be performed according to CISPR 25 (second edition 2002 and Corrigendum: 2004).

2.   ESA STATE DURING TESTS

The ESA under test shall be in normal operation mode.

3.   TEST ARRANGEMENTS

3.1.   The test shall be performed according to CISPR 25 (second edition 2002 and Corrigendum: 2004) clause 6.4 — ALSE method.

3.2.   Alternative measuring location

As an alternative to an absorber lined shielded enclosure (ALSE) an open area test site (OATS) which complies with the requirements of CISPR 16-1-4 (third edition 2010) may be used (see appendix to Annex 7).

3.3.   Ambient

To ensure that there is no extraneous noise or signal of a magnitude sufficient to affect materially the measurement, measurements shall be taken before or after the main test. In this measurement, the extraneous noise or signal shall be at least 6 dB below the limits of interference given in paragraph 6.6.2.1 of this Regulation, except for intentional narrowband ambient transmissions.

4.   TEST REQUIREMENTS

4.1.   The limits apply throughout the frequency range 30 to 1 000 MHz for measurements performed in semi anechoic chambers or outdoor test sites.

4.2.   Measurements shall be performed with an average detector.

4.3.   Measurements

The Technical Service shall perform the test at the intervals specified in the CISPR 12 (fifth edition 2001 and Amd1: 2005) standard throughout the frequency range 30 to 1 000 MHz.

Alternatively, if the manufacturer provides measurement to data for the whole frequency band from a test laboratory accredited to the applicable parts of ISO 17025 (second edition 2005 and Corrigendum: 2006) and recognised by the Approval Authority, the Technical Service may divide the frequency range in 14 frequency bands — 30-34, 34-45, 45-60, 60-80, 80-100, 100-130, 130-170, 170-225, 225-300, 300-400, 400-525, 525-700, 700-850, 850-1 000 MHz — and perform tests at the 14 frequencies giving the highest emission levels within each band to confirm that the ESA meets the requirements of this annex. In the event that the limit is exceeded during the test, investigations shall be made to ensure that this is due to the ESA and not to background radiation including broadband radiation from the ESA.

4.4.   Readings

The maximum of the readings relative to the limit (horizontal/vertical polarisation) in each of the 14 frequency bands shall be taken as the characteristic reading at the frequency at which the measurements were made.

ANNEX 9

Method(s) of testing for immunity of electrical/electronic sub-assemblies to electromagnetic radiation

1.   GENERAL

1.1.   The test method(s) described in this annex applies to ESAs.

1.2.   Test methods

1.2.1.   ESAs may comply with the requirements of any combination of the following test methods at the manufacturer’s discretion provided that this results in the full frequency range specified in paragraph 3.1 of this annex being covered:

(frequency range and general test conditions shall be based on ISO 11452-1, third edition 2005 and Amd1: 2008).

2.   STATE OF ESA DURING TESTS

2.1.   The test conditions shall be according to ISO 11452-1, third edition 2005 and Amd1: 2008.

2.2.   The ESA under test shall be switched on and must be stimulated to be in normal operation condition. It shall be arranged as defined in this annex unless individual test methods dictate otherwise.

2.3.   Any extraneous equipment required to operate the ESA under test shall not be in place during the calibration phase. No extraneous equipment shall be closer than 1 m from the reference point during calibration.

2.4.   To ensure reproducible measurement results are obtained when tests and measurements are repeated, the test signal generating equipment and its layout shall be to the same specification as that used during each appropriate calibration phase.

2.5.   If the ESA under test consists of more than one unit, the interconnecting cables should ideally be the wiring harnesses as intended for use in the vehicle. If these are not available, the length between the electronic control unit and the AN shall be as defined in the standard. All cables in the wiring harness should be terminated as realistically as possible and preferably with real loads and actuators.

3.   GENERAL TEST REQUIREMENTS

3.1.   Frequency range, dwell times

Measurements shall be made in the 20 to 2 000 MHz frequency range with frequency steps according to ISO 11452-1, third edition 2005 and Amd1: 2008.

The test signal modulation shall be:

Frequency step size and dwell time shall be chosen according to ISO 11452-1, third edition 2005 and Amd1: 2008.

3.2.   The Technical Service shall perform the test at the intervals specified in ISO 11452-1, third edition 2005 and Amd1: 2008 throughout the frequency range 20 to 2 000 MHz.

Alternatively, if the manufacturer provides measurement to data for the whole frequency band from a test laboratory accredited to the applicable parts of ISO 17025 (second edition 2005 and Corrigendum: 2006) and recognised by the Approval Authority, the Technical Service may choose a reduced number of spot frequencies in the range, e.g. 27, 45, 65, 90, 120, 150, 190, 230, 280, 380, 450, 600, 750, 900, 1 300, and 1 800 MHz to confirm that the ESA meets the requirements of this annex.

3.3.   If an ESA fails the tests defined in this annex, it must be verified as having failed under the relevant test conditions and not as a result of the generation of uncontrolled fields.

4.   SPECIFIC TEST REQUIREMENTS

4.1.   Absorber chamber test

4.1.1.   Test method

This test method allows the testing of vehicle electrical/electronic systems by exposing an ESA to electromagnetic radiation generated by an antenna.

4.1.2.   Test methodology

The ‘substitution method’ shall be used to establish the test field conditions according to ISO 11452-2, second edition 2004.

The test shall be performed with vertical polarisation.

4.2.   TEM cell testing (see Appendix 2 to this annex)

4.2.1.   Test method

The TEM (transverse electromagnetic mode) cell generates homogeneous fields between the internal conductor (septum) and housing (ground plane).

4.2.2.   Test methodology

The test shall be performed according to ISO 11452-3, third edition 2001.

Depending on the ESA to be tested the Technical Service shall chose the method of maximum field coupling to the ESA or to the wiring harness inside the TEM-cell.

4.3.   Bulk current injection testing

4.3.1.   Test method

This is a method of carrying out immunity tests by inducing currents directly into a wiring harness using a current injection probe.

4.3.2.   Test methodology

The test shall be performed according to ISO 11452-4, third edition 2005 and Corrigendum 1:2009 on a test bench. As an alternative the ESA may be tested while installed in the vehicle according to ISO 11451-4 (first edition 1995) with the following characteristics:

4.4.   Stripline testing

4.4.1.   Test method

This test method consists of subjecting the wiring harness connecting the components in an ESA to specified field strengths.

4.4.2.   Test methodology

The test shall be performed according to ISO 11452-5, second edition 2002.

4.5.   800 mm stripline testing

4.5.1.   Test method

The stripline consists of two parallel metallic plates separated by 800 mm. Equipment under test is positioned centrally between the plates and subjected to an electromagnetic field (see Appendix 1 to this annex).

This method can test complete electronic systems including sensors and actuators as well as the controller and wiring loom. It is suitable for apparatus whose largest dimension is less than one third of the plate separation.

4.5.2.   Test methodology

4.5.2.1.   Positioning of stripline

The stripline shall be housed in a screened room (to prevent external emissions) and positioned 2 m away from walls and any metallic enclosure to prevent electromagnetic reflections. RF absorber material may be used to damp these reflections. The stripline shall be placed on non-conducting supports at least 0,4 m above the floor.

4.5.2.2.   Calibration of the stripline

A field-measuring probe shall be positioned within the central one-third of the longitudinal, vertical and transverse dimensions of the space between the parallel plates with the system under test absent.

The associated measuring equipment shall be sited outside the screen room. At each desired test frequency, a level of power shall be fed into the stripline to produce the required field strength at the antenna. This level of forward power, or another parameter directly related to the forward power required to define the field, shall be used for type-approval tests unless changes occur in the facilities or equipment, which necessitate this procedure being repeated.

4.5.2.3.   Installation of the ESA under test

The main control unit shall be positioned within the central one third of the longitudinal, vertical and transverse dimensions of the space between the parallel plates. It shall be supported on a stand made from non-conducting material.

4.5.2.4.   Main wiring loom and sensor/actuator cables

The main wiring loom and any sensor/actuator cables shall rise vertically from the control unit to the top ground plate (this helps to maximise coupling with the electromagnetic field). Then they shall follow the underside of the plate to one of its free edges where they shall loop over and follow the top of the ground plate as far as the connections to the stripline feed. The cables shall then be routed to the associated equipment, which shall be sited in an area outside the influence of the electromagnetic field, e.g. on the floor of the screened room 1 m longitudinally away from the stripline.

ANNEX 10

Method(s) of testing for immunity to and emission of transients of electrical/electronic sub-assemblies

1.   General

This test method shall ensure the immunity of ESAs to conducted transients on the vehicle power supply and limit conducted transients from ESAs to the vehicle power supply.

2.   Immunity against transient disturbances conducted along supply lines

Apply the test pulses 1, 2a, 2b, 3a 3b and 4 according to the International Standard ISO 7637-2 (second edition 2004 and Amd1: 2008) to the supply lines as well as to other connections of ESAs which may be operationally connected to supply lines.

3.   Emission of transient conducted disturbances generated by ESAs on supply lines

Measurement according to the International Standard ISO 7637-2 (second edition 2004 and Amd1: 2008) on supply lines as well as to other connections of ESAs which may be operationally connected to supply lines.

ANNEX 11

Method(s) of testing for emission of harmonics generated on AC power lines from vehicle

1.   GENERAL

1.1.   The test method described in this annex shall be applied to vehicles in configuration ‘RESS charging mode coupled to the power grid’

1.2.   Test method

This test is intended to measure the level of harmonics generated by vehicle in configuration ‘RESS charging mode coupled to the power grid’ through its AC power lines in order to ensure it is compatible with residential, commercial and light industrial environments.

If not otherwise stated in this annex the test shall be performed according to:

2.   VEHICLE STATE DURING TESTS

2.1.   The vehicle shall be in configuration ‘RESS charging mode coupled to the power grid’ at rated power until the AC current reached at least 80 per cent of its initial value.

3.   TEST ARRANGEMENTS

3.1.   The observation time to be used for the measurements shall be as for quasi-stationary equipment as defined in IEC 61000-3-2 (edition 3.2 - 2005 + Amd1: 2008 + Amd2: 2009) Table 4.

3.2.   The test set-up for single phase vehicle in configuration ‘RESS charging mode coupled to the power grid’ is shown in Figure 1 of the appendix to this annex.

3.3.   The test set-up for three-phase vehicle in configuration ‘RESS charging mode coupled to the power grid’ is shown in Figure 2 of the appendix to this annex.

4.   TEST REQUIREMENTS

4.1.   The measurements of even and odd current harmonics shall be performed up to the 40th harmonic.

4.2.   The limits for single phase or three-phase ‘RESS charging mode coupled to the power grid’ with input current ≤ 16 A per phase are given in paragraph 7.3.2.1, Table 3.

4.3.   The limits for single phase ‘RESS charging mode coupled to the power grid’ with input current > 16 A and ≤ 75 A per phase are given in paragraph 7.3.2.2, Table 4.

4.4.   The limits for three-phase ‘RESS charging mode coupled to the power grid’ with input current > 16 A and ≤ 75 A per phase are given in paragraph 7.3.2.2, Table 5.

4.5.   For three-phase ‘RESS charging mode coupled to the power grid’ with input current > 16 A and ≤ 75 A per phase, when at least one of the three conditions (a), (b) or (c) described in IEC 61000-3-12 (edition 1.0 - 2004) clause 5.2, is fulfilled then the limits given in paragraph 7.3.2.2, Table 6 can be applied.

ANNEX 12

Method(s) of testing for emission of voltage changes, voltage fluctuations and flicker on AC power lines from vehicle

1.   General

1.1.   The test method described in this annex shall be applied to vehicles in configuration ‘RESS charging mode coupled to the power grid’

1.2.   Test method

This test is intended to measure the level of voltage changes, voltage fluctuations and flicker generated by vehicle in configuration ‘RESS charging mode coupled to the power grid’ through its AC power lines in order to ensure it is compatible with residential, commercial and light industrial environments.

If not otherwise stated in this annex the test shall be performed according to:

2.   Vehicle State during Tests

2.1.   The vehicle shall be in configuration ‘RESS charging mode coupled to the power grid’ at rated power until the AC current reached at least 80 per cent of its initial value.

3.   Test Arrangements

3.1.   The tests for vehicle in configuration ‘RESS charging mode coupled to the power grid’ with rated current ≤ 16 A per phase and not subjected to conditional connection shall be performed according to IEC 61000-3-3 (edition 2.0 - 2008) paragraph 4.

3.2.   The tests for vehicle in configuration ‘RESS charging mode coupled to the power grid’ with rated current > 16 A and ≤ 75 A per phase and subjected to conditional connection shall be performed according to IEC 61000-3-11 (edition 1.0 - 2000) paragraph 6.

3.3.   The test set-up for vehicle in configuration ‘RESS charging mode coupled to the power grid’ is shown in the figure of the appendix to this annex.

4.   Test Requirements

4.1.   The parameters to be determined in the time-domain are ‘short duration flicker value’, ‘long duration flicker value’ and ‘voltage relative variation’.

4.2.   The limits for vehicle in configuration ‘RESS charging mode coupled to the power grid’ with input current ≤ 16 A per phase and not subjected to conditional connection are given in paragraph 7.4.2.1, Table 7.

4.3.   The limits for vehicle in configuration ‘RESS charging mode coupled to the power grid’ with input current > 16 A and ≤ 75 A per phase and subjected to conditional connection are given in paragraph 7.4.2.2, Table 8.

ANNEX 13

Method(s) of testing for emission of radiofrequency conducted disturbances on AC or DC power lines from vehicle

1.   GENERAL

1.1.   The test method described in this annex shall be applied to vehicles in configuration ‘RESS charging mode coupled to the power grid’.

1.2.   Test method

This test is intended to measure the level of radio frequency conducted disturbances generated by vehicle in configuration ‘RESS charging mode coupled to the power grid’ through its AC or DC power lines in order to ensure it is compatible with residential, commercial and light industrial environments.

If not otherwise stated in this annex the test shall be performed according to CISPR 16-2-1 (edition 2.0 - 2008).

2.   VEHICLE STATE DURING TESTS

2.1.   The vehicle shall be in configuration ‘RESS charging mode coupled to the power grid’ at rated power until the AC or DC current reached at least 80 per cent of its initial value.

3.   TEST ARRANGEMENTS

3.1.   The test shall be performed according to CISPR 16-2-1 (edition 2.0 - 2008) clause 7.4.1 as floor-standing equipments.

3.2.   The artificial mains network to be used for the measurement on vehicle is defined in CISPR 16-1-2 (edition 1.2: 2006), clause 4.3.

3.3.   The test set-up for the connection of the vehicle in configuration ‘RESS charging mode coupled to the power grid’ is shown in the figure of the appendix to this annex.

3.4.   The measurements shall be performed with a spectrum analyser or a scanning receiver. The parameters to be used are respectively defined in CISPR 25 (second edition 2002 and Corrigendum 2004) clause 4.5.1 (Table 1) and 4.5.2 (Table 2).

4.   TEST REQUIREMENTS

4.1.   The limits apply throughout the frequency range 0,15 to 30 MHz for measurements performed in a semi anechoic chamber or an outdoor test site.

4.2.   Measurements shall be performed with average and either quasi-peak or peak detectors. The limits are given in paragraph 7.5, Table 9 for AC lines and Table 10 for DC lines. If peak detectors are used a correction factor of 20 dB as defined in CISPR 12 (fifth edition, 2001 and Amd1: 2005) shall be applied.

ANNEX 14

Method(s) of testing for emission of radiofrequency conducted disturbances on network and telecommunication access from vehicle

1.   GENERAL

1.1.   The test method described in this annex shall be applied to vehicles in configuration ‘RESS charging mode coupled to the power grid’.

1.2.   Test method

This test is intended to measure the level of radio frequency conducted disturbances generated by vehicle in configuration ‘RESS charging mode coupled to the power grid’ through its network and telecommunication access in order to ensure it is compatible with residential, commercial and light industrial environments.

If not otherwise stated in this annex the test shall be performed according to CISPR 22 (edition 6.0 - 2008).

2.   VEHICLE/ ESA STATE DURING TESTS

2.1.   The vehicle shall be in configuration ‘RESS charging mode coupled to the power grid’ at rated power until the AC or DC current reached at least 80 per cent of its initial value.

3.   TEST ARRANGEMENTS

3.1.   The test set-up shall be performed according to CISPR 22 (edition 6.0 - 2008) paragraph 5 for conducted emissions.

3.2.   The impedance stabilisation to be used for the measurement on vehicle is defined in CISPR 22 (edition 6.0 - 2008) paragraph 9.6.2.

3.3.   The test set-up for the connection of the vehicle in configuration ‘RESS charging mode coupled to the power grid’ is shown in the figure of the appendix to this annex.

3.4.   The measurements shall be performed with a spectrum analyser or a scanning receiver. The parameters to be used are respectively defined in CISPR 25 (second edition 2002 and Corrigendum 2004) clause 4.5.1 (Table 1) and 4.5.2 (Table 2).

4.   TEST REQUIREMENTS

4.1.   The limits apply throughout the frequency range 0,15 to 30 MHz for measurements performed in a semi anechoic chamber or an outdoor test site.

4.2.   Measurements shall be performed with average and either quasi-peak or peak detectors. The limits are given in paragraph 7.6, Table 11. If peak detectors are used a correction factor of 20 dB as defined in CISPR 12 (fifth edition 2001 and Amd1: 2005) shall be applied.

ANNEX 15

Method(s) of testing for immunity of vehicles to electrical fast transient/burst disturbances conducted along AC and DC power lines

1.   GENERAL

1.1.   The test method described in this annex shall only be applied to vehicles. This method concerns only the configuration of the vehicle with ‘RESS in charging mode coupled to the power grid’.

1.2.   Test method

This test is intended to demonstrate the immunity of the vehicle electronic systems. The vehicle shall be subject to electrical fast transient/burst disturbances conducted along AC and DC power lines of the vehicle as described in this annex. The vehicle shall be monitored during the tests.

If not otherwise stated in this annex the test shall be performed according to IEC 61000-4-4: 2nd edition 2004.

2.   VEHICLE STATE DURING TESTS IN CONFIGURATION ‘RESS IN CHARGING MODE COUPLED TO THE POWER GRID’

2.1.   The vehicle shall be in an unladen condition except for necessary test equipment.

2.1.1.   The vehicle shall be immobilised, engine OFF and in charging mode.

2.1.2.   Basic vehicle conditions

It defines minimum test conditions (as far as applicable) and failures criteria for vehicle immunity tests. Other vehicle systems, which can affect immunity related functions, must be tested in a way to be agreed between manufacturer and Technical Service.

2.1.3.   All other equipment which can be switched on permanently by the driver or passenger should be OFF.

2.2.   Only non-perturbing equipment shall be used while monitoring the vehicle. The vehicle exterior and the passenger compartment shall be monitored to determine whether the requirements of this annex are met (e.g. by using (a) video camera(s), a microphone, etc.).

3.   TEST EQUIPMENTS

3.1.   The test equipments is composed of a reference ground plane (a shielded room is not required), a transient/burst generator, coupling/decoupling network (CDN) and capacitive coupling clamp.

3.2.   The transient/burst generator shall meet the condition defined in paragraph 6.1 of IEC 61000-4-4: 2nd edition, 2004.

3.3.   The coupling/decoupling network shall meet the condition defined in paragraph 6.2 of IEC 61000-4-4: 2nd edition, 2004. When the coupling/decoupling network cannot be used on AC or DC power lines, the capacitive coupling clamp defined in paragraph 6.3 of IEC 61000-4-4: 2nd edition, 2004, can be used.

4.   TEST SETUP

4.1.   The vehicle test setup is based on the laboratory type setup as described in paragraph 7.2 of IEC 61000-4-4: 2nd edition, 2004.

4.2.   The vehicle shall be placed directly on the ground plane.

4.3.   The Technical Service shall perform the test as specified in paragraph 7.7.2.1.

Alternatively, if the manufacturer provides measurement from a test laboratory accredited to the applicable parts of ISO 17025 (second edition 2005 and Corrigendum: 2006) and recognised by the Approval Authority, the Technical Service may choose not to perform the test to confirm that the vehicle meets the requirements of this annex.

ANNEX 16

Method(s) of testing for immunity of vehicles to surges conducted along AC and DC power lines

1.   GENERAL

1.1.   The test method described in this annex shall only be applied to vehicles. This method concerns only the configuration of the vehicle with ‘RESS in charging mode coupled to the power grid’.

1.2.   Test method

This test is intended to demonstrate the immunity of the vehicle electronic systems. The vehicle shall be subject to surges conducted along AC and DC power lines of the vehicle as described in this annex. The vehicle shall be monitored during the tests.

If not otherwise stated in this annex the test shall be performed according to IEC 61000-4-5: 2nd edition 2005.

2.   VEHICLE STATE DURING TESTS IN CONFIGURATION ‘RESS IN CHARGING MODE COUPLED TO THE POWER GRID’

2.1.   The vehicle shall be in an unladen condition except for necessary test equipment.

2.1.1.   The vehicle shall be immobilised, engine OFF and in charging mode.

2.1.2.   Basic vehicle conditions

It defines minimum test conditions (as far as applicable) and failures criteria for vehicle immunity tests. Other vehicle systems, which can affect immunity related functions, must be tested in a way to be agreed between manufacturer and Technical Service.

2.1.3.   All other equipment which can be switched on permanently by the driver or passenger should be OFF.

2.2.   Only non-perturbing equipment shall be used while monitoring the vehicle. The vehicle exterior and the passenger compartment shall be monitored to determine whether the requirements of this annex are met (e.g. by using (a) video camera(s), a microphone, etc.).

3.   TEST EQUIPMENTS

3.1.   The test equipments is composed of a reference ground plane (a shielded room is not required), a surge generator and a coupling/decoupling network (CDN).

3.2.   The surge generator shall meet the condition defined in paragraph 6.1 of IEC 61000-4-5: 2nd edition, 2005.

3.3.   The coupling/decoupling network shall meet the condition defined in paragraph 6.3 of IEC 61000-4-5: 2nd edition, 2005.

4.   TEST SETUP

4.1.   The vehicle test setup is based on the setup described in paragraph 7.2 of IEC 61000-4-5: 2nd edition, 2005.

4.2.   The vehicle shall be placed directly on the ground plane.

4.3.   The Technical Service shall perform the test as specified in paragraph 7.8.2.1.

Alternatively, if the manufacturer provides measurement from a test laboratory accredited to the applicable parts of ISO 17025 (second edition 2005 and Corrigendum: 2006) and recognised by the Approval Authority, the Technical Service may choose not to perform the test to confirm that the vehicle meets the requirements of this annex.

5.   GENERATION OF REQUIRED TEST LEVEL

5.1.   Test methodology

5.1.1.   The test method according to IEC 61000-4-5: 2nd edition 2005 shall be used to establish the test level requirements.

5.1.2.   Test phase

The vehicle shall be positioned on the ground plane. The electrical surge shall be applied on the vehicle on the AC/DC power lines between each line and earth and between lines by using CDN as described in the appendix to this annex.

‘NEVER use a rearward facing child restraint on a seat protected by an ACTIVE AIRBAG in front of it, DEATH or SERIOUS INJURY to the CHILD can occur’

ANNEX 1

(maximum format: A4 (210 × 297 mm))

COMMUNICATION

ANNEX 2

ARRANGEMENTS OF THE APPROVAL MARK

Model A

(See paragraph 4.4 of this Regulation)

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 frontal collision, been approved in the Netherlands (E4) pursuant to Regulation No 94 under approval number 021424. The approval number indicates that the approval was granted in accordance with the requirements of Regulation No 94 as amended by the 02 series of amendments.

Model B

(See paragraph 4.5 of this Regulation)

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 94 and 11 (1). The first two digits of the approval numbers indicate that, at the dates when the respective approvals were granted, Regulation No 94 incorporated the 02 series of amendments and Regulation No 11 incorporated the 02 series of amendments.

(1)  The latter number is given only as an example.

ANNEX 3

TEST PROCEDURE

1.   INSTALLATION AND PREPARATION OF THE VEHICLE

1.1.   Testing ground

The test area shall be large enough to accommodate the run-up track, barrier and technical installations necessary for the test. The last part of the track, for at least 5 m before the barrier, shall be horizontal, flat and smooth.

1.2.   Barrier

The front face of the barrier consists of a deformable structure as defined in Annex 9 of this Regulation. The front face of the deformable structure is perpendicular within ± 1° to the direction of travel of the test vehicle. The barrier is secured to a mass of not less than 7 x 104 kg, the front face of which is vertical within ± 1°. The mass is anchored in the ground or placed on the ground with, if necessary, additional arresting devices to restrict its movement.

1.3.   Orientation of the barrier

The orientation of the barrier is such that the first contact of the vehicle with the barrier is on the steering-column side. Where there is a choice between carrying out the test with a right-hand or left-hand drive vehicle, the test shall be carried out with the less favourable hand of drive as determined by the technical service responsible for the tests.

1.3.1.   Alignment of the vehicle to the barrier

The vehicle shall overlap the barrier face by 40 per cent ± 20 mm.

1.4.   State of vehicle

1.4.1.   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 replaced by equivalent masses where this substitution clearly has no noticeable effect on the results measured under paragraph 6.

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.

1.4.2.   Mass of vehicle

1.4.2.1.   For the test, the mass of the vehicle submitted shall be the unladen kerb mass;

1.4.2.2.   The fuel tank shall be filled with water to 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.

1.4.2.3.   All the other systems (brake, cooling, etc.) may be empty in this case, the mass of the liquids shall be carefully compensated;

1.4.2.4.   If the mass of the measuring apparatus on board the vehicle exceeds the 25 kg allowed, it may be compensated by reductions which have no noticeable effect on the results measured under paragraph 6 below;

1.4.2.5.   The mass of the measuring apparatus shall not change each axle reference load by more than 5 %, each variation not exceeding 20 kg.

1.4.2.6.   The mass of the vehicle resulting from the provisions of paragraph 1.4.2.1 above shall be indicated in the report.

1.4.3.   Passenger compartment adjustments

1.4.3.1.   Position of steering wheel

The steering wheel, if adjustable, shall be placed in the normal position indicated by the manufacturer or, failing that, midway between the limits of its range(s) of adjustment. At the end of propelled travel, the steering wheel shall be left free, with its spokes in the position which according to the manufacturer corresponds to straight-ahead travel of the vehicle.

1.4.3.2.   Glazing

The movable glazing of the vehicle shall be in the closed position. For test measurement purposes and in agreement with the manufacturer, it may be lowered, provided that the position of the operating handle corresponds to the closed position.

1.4.3.3.   Gear-change lever

The gear-change lever shall be in the neutral position.

1.4.3.4.   Pedals

The pedals shall be in their normal position of rest. If adjustable, they shall be set in their mid position unless another position is specified by the manufacturer.

1.4.3.5.   Doors

The doors shall be closed but not locked.

1.4.3.6.   Opening roof

If an opening or removable roof is fitted, it shall be in place and in the closed position. For test measurement purposes and in agreement with the manufacturer, it may be open.

1.4.3.7.   Sun-visor

The sun-visors shall be in the stowed position.

1.4.3.8.   Rear-view mirror

The interior rear-view mirror shall be in the normal position of use.

1.4.3.9.   Arm-rests

Arm-rests at the front and rear, if movable, shall be in the lowered position, unless this is prevented by the position of the dummies in the vehicles.

1.4.3.10.   Head restraints

Head restraints adjustable for height shall be in their uppermost position.

1.4.3.11.   Seats

1.4.3.11.1.   Position of front seats

Seats adjustable longitudinally shall be placed so that their ‘H’ point, determined in accordance with the procedure set out in Annex 6 is in the middle position of travel or in the nearest locking position thereto, and at the height position defined by the manufacturer (if independently adjustable for height). In the case of a bench seat, the reference shall be to the ‘H’ point of the driver’s place.

1.4.3.11.2.   Position of the front seat-backs

If adjustable, the seat-backs shall be adjusted so that the resulting inclination of the torso of the dummy is as close as possible to that recommended by the manufacturer for normal use or, in the absence of any particular recommendation by the manufacturer, to 25° towards the rear from the vertical.

1.4.3.11.3.   Rear seats

If adjustable, the rear seats or rear bench seats shall be placed in the rearmost position.

1.4.4.   Electrical power train adjustment

1.4.4.1.   The RESS shall be at any state of charge, which allows the normal operation of the power train as recommended by the manufacturer.

1.4.4.2.   The electrical power train shall be energised with or without the operation of the original electrical energy sources (e.g. engine-generator, RESS or electric energy conversion system), however:

1.4.4.2.1.   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 energised in so far as there is no negative influence on the test result. For parts of the electrical power train not energised, the protection against electrical shock shall be proved by either physical protection or isolation resistance and appropriate additional evidence.

1.4.4.2.2.   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.

2.   DUMMIES

2.1.   Front seats

2.1.1.   A dummy corresponding to the specifications for HYBRID III (1) fitted with a 45° ankle and meeting the specifications for its adjustment shall be installed in each of the front outboard seats in accordance with the conditions set out in Annex 5. The ankle of the dummy shall be certified in accordance with the procedures in Annex 10.

2.1.2.   The car will be tested with restraint systems, as provided by the manufacturer.

3.   PROPULSION AND COURSE OF VEHICLE

3.1.   The vehicle shall be propelled either by its own engine or by any other propelling device.

3.2.   At the moment of impact the vehicle shall no longer be subject to the action of any additional steering or propelling device.

3.3.   The course of the vehicle shall be such that it satisfies the requirements of paragraphs 1.2 and 1.3.1.

4.   TEST SPEED

Vehicle speed at the moment of impact shall be 56 – 0, +1 km/h. However, if the test was performed at a higher impact speed and the vehicle met the requirements, the test shall be considered satisfactory.

5.   MEASUREMENTS TO BE MADE ON DUMMY IN FRONT SEATS

5.1.   All the measurements necessary for the verification of the performance criteria shall be made with measurement systems corresponding to the specifications of Annex 8.

5.2.   The different parameters shall be recorded through independent data channels of the following CFC (Channel Frequency Class):

5.2.1.   Measurements in the head of the dummy

The acceleration (a) referring to the centre of gravity is calculated from the triaxial components of the acceleration measured with a CFC of 1 000.

5.2.2.   Measurements in the neck of the dummy

5.2.2.1.   The axial tensile force and the fore/aft shear force at the neck/head interface are measured with a CFC of 1 000.

5.2.2.2.   The bending moment about a lateral axis at the neck/head interface are measured with a CFC of 600.

5.2.3.   Measurements in the thorax of the dummy

The chest deflection between the sternum and the spine is measured with a CFC of 180.

5.2.4.   Measurements in the femur and tibia of the dummy

5.2.4.1.   The axial compressive force and the bending moments are measured with a CFC of 600.

5.2.4.2.   The displacement of the tibia with respect to the femur is measured at the knee sliding joint with a CFC of 180.

6.   MEASUREMENTS TO BE MADE ON THE VEHICLE

6.1.   To enable the simplified test described in Annex 7 to be carried out, the deceleration time history of the structure shall be determined on the basis of the value of the longitudinal accelerometers at the base of the ‘B’ pillar on the struck side of the vehicle with a CFC of 180 by means of data channels corresponding to the requirements set out in Annex 8;

6.2.   The speed time history which will be used in the test procedure described in Annex 7 shall be obtained from the longitudinal accelerometer at the ‘B’ pillar on the struck side.

(1)  The technical specifications and detailed drawings of Hybrid III, corresponding to the principal dimensions of a fiftieth percentile male of the United States of America, and the specifications for its adjustment for this test are deposited with the Secretary-General of the United Nations and may be consulted on request at the secretariat of the Economic Commission for Europe, Palais des Nations, Geneva, Switzerland.

ANNEX 4

DETERMINATION OF PERFORMANCE CRITERIA

1.   HEAD PERFORMANCE CRITERION (HPC) AND 3 ms HEAD ACCELERATION

2.   NECK INJURY CRITERIA (NIC)

3.   THORAX COMPRESSION CRITERION (ThCC) AND VISCOUS CRITERION (V * C)

4.   FEMUR FORCE CRITERION (FFC)

5.   TIBIA COMPRESSIVE FORCE CRITERION (TCFC) AND TIBIA INDEX (TI)

6.   PROCEDURE FOR CALCULATING THE VISCOUS CRITERIA (V * C) FOR HYBRID III DUMMY

ANNEX 5

ARRANGEMENT AND INSTALLATION OF DUMMIES AND ADJUSTMENT OF RESTRAINT SYSTEMS

1.   ARRANGEMENT OF DUMMIES

1.1.   Separate seats

The plane of symmetry of the dummy shall coincide with the vertical median plane of the seat.

1.2.   Front bench seat

1.2.1.   Driver

The plane of symmetry of the dummy shall lie in the vertical plane passing through the steering wheel centre and parallel to the longitudinal median plane of the vehicle. If the seating position is determined by the shape of the bench, such seat shall be regarded as a separate seat.

1.2.2.   Outer passenger

The plane of symmetry of the dummy shall be symmetrical with that of the driver dummy relative to the longitudinal median plane of the vehicle. If the seating position is determined by the shape of the bench, such seat shall be regarded as a separate seat.

1.3.   Bench seat for front passengers (not including driver)

The planes of symmetry of the dummy shall coincide with the median planes of the seating positions defined by the manufacturer.

2.   INSTALLATION OF DUMMIES

2.1.   Head

The transverse instrumentation platform of the head shall be horizontal within 2,5° degree. To level the head of the test dummy in vehicles with upright seats with non-adjustable backs, the following sequences must be followed. First adjust the position of the ‘H’ point within the limits set forth in paragraph 2.4.3.1 below to level the transverse instrumentation platform of the head of the test dummy. If the transverse instrumentation platform of the head is still not level, then adjust the pelvic angle of the test dummy within the limits provided in paragraph 2.4.3.2 below. If the transverse instrumentation platform of the head is still not level, then adjust the neck bracket of the test dummy the minimum amount necessary to ensure that the transverse instrumentation platform of the head is horizontal within 2,5°.

2.2.   Arms

2.2.1.   The driver’s upper arms shall be adjacent to the torso with the centrelines as close to a vertical plane as possible.

2.2.2.   The passenger’s upper arms shall be in contact with the seat back and the sides of the torso.

2.3.   Hands

2.3.1.   The palms of the driver test dummy shall be in contact with the outer part of the steering wheel rim at the rim’s horizontal centreline. The thumbs shall be over the steering wheel rim and shall be lightly taped to the steering wheel rim so that if the hand of the test dummy is pushed upward by a force of not less than 9 N and not more than 22N, the tape shall release the hand from the steering wheel rim.

2.3.2.   The palms of the passenger test dummy shall be in contact with outside of thigh. The little finger shall be in contact with the seat cushion.

2.4.   Torso

2.4.1.   In vehicles equipped with bench seats, the upper torso of the driver and passenger test dummies shall rest against the seat back. The mid-sagittal plane of the driver dummy shall be vertical and parallel to the vehicle’s longitudinal centreline, and pass through the centre of the steering wheel rim. The mid-sagittal plane of the passenger dummy shall be vertical and parallel to the vehicle’s longitudinal centreline and the same distance from the vehicle’s longitudinal centreline as the mid-sagittal plane of the driver dummy.

2.4.2.   In vehicles equipped with individual seat(s), the upper torso of the driver and passenger test dummies shall rest against the seat back. The mid-sagittal plane of the driver and the passenger dummy shall be vertical and shall coincide with the longitudinal centreline of the individual seat(s).

2.4.3.   Lower torso

2.4.3.1.   ‘H’ point

The ‘H’ point of the driver and passenger test dummies shall coincide within 13 mm in the vertical dimension and 13 mm in the horizontal dimension, with a point 6 mm below the position of the ‘H’ point determined using the procedure described in Annex 6 except that the length of the lower leg and thigh segments of the ‘H’ point machine shall be adjusted to 414 and 401 mm, instead of 417 and 432 mm respectively.

2.4.3.2.   Pelvic angle

As determined using the pelvic angle gauge (GM) drawing 78051-532 incorporated by reference in Part 572 which is inserted into the ‘H’ point gauging hole of the dummy, the angle measured from the horizontal on the 76,2 mm flat surface of the gauge shall be 22 1/2 degrees plus or minus 2 1/2 degrees.

2.5.   Legs

The upper legs of the driver and passenger test dummies shall rest against the seat cushion to the extent permitted by placement of the feet. The initial distance between the outboard knee clevis flange surface shall be 270 mm ± 10 mm. To the extent practicable, the left leg of the driver dummy and both legs of the passenger dummy shall be in vertical longitudinal planes. To the extent practicable, the right leg of the driver dummy shall be in a vertical plane. Final adjustment to accommodate placement of feet in accordance with paragraph 2.6 for various passenger compartment configurations is permitted.

2.6.   Feet

2.6.1.   The right foot of the driver test dummy shall rest on the undepressed accelerator with the rearmost point of the heel on the floor surface in the plane of the pedal. If the foot cannot be placed on the accelerator pedal, it shall be positioned perpendicular to the tibia and placed as far forward as possible in the direction of the centreline of the pedal with the rearmost point of the heel resting on the floor surface. The heel of the left foot shall be placed as far forward as possible and shall rest on the floor pan. The left foot shall be positioned as flat as possible on the toeboard. The longitudinal centreline of the left foot shall be placed as parallel as possible to the longitudinal centreline of the vehicle.

2.6.2.   The heels of both feet of the passenger test dummy shall be placed as far forward as possible and shall rest on the floor pan. Both feet shall be positioned as flat as possible on the toeboard. The longitudinal centreline of the feet shall be placed as parallel as possible to the longitudinal centreline of the vehicle.

2.7.   The measuring instruments installed shall not in any way affect the movement of the dummy during impact.

2.8.   The temperature of the dummies and the system of measuring instruments shall be stabilised before the test and maintained so far as possible within a range between 19 °C and 22 °C.

2.9.   Dummy clothing

2.9.1.   The instrumented dummies will be clothed in formfitting cotton stretch garments with short sleeves and mid-calf length trousers specified in FMVSS 208, drawings 78051-292 and 293 or their equivalent.

2.9.2.   A size 11XW shoe, which meets the configuration size, sole and heel thickness specifications of the US military standard MIL S 13192, revision P and whose weight is 0,57 ± 0,1 kg, shall be placed and fastened on each foot of the test dummies.

3.   ADJUSTMENT OF RESTRAINT SYSTEM

With the test dummy at its designated seating position as specified by the appropriate requirements of paragraphs 2.1 through 2.6, place the belt around the test dummy and fasten the latch. Remove all slack from the lap belt. Pull the upper torso webbing out of the retractor and allow it to retract. Repeat this operation four times. Apply a 9 to 18 N tension load to the lap belt. If the belt system is equipped with a tension-relieving device, introduce the maximum amount of slack into the upper torso belt that is recommended by the manufacturer for normal use in the owner’s manual for the vehicle. If the belt system is not equipped with a tension-relieving device, allow the excess webbing in the shoulder belt to be retracted by the retractive force of the retractor.

ANNEX 6

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 manufacturer (1).

2.   DEFINITIONS

For the purposes of this Annex:

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:

3.2.   Relationship between measured data and design specifications

3.2.1.   The coordinates 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 coordinates 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 coordinates, 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 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 non-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 characteristics (2) 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 levelling 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

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:

4.10.   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 seat-back. 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 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:

4.14.   Take all measurements:

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:

(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.

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

ANNEX 7

TEST PROCEDURE WITH TROLLEY

1.   TEST INSTALLATION AND PROCEDURE

1.1.   Trolley

The trolley shall be so constructed that no permanent deformation appears after the test. It shall be so guided that, during the impact phase, the deviation in the vertical plane does not exceed 5° and 2° in the horizontal plane.

1.2.   State of the structure

1.2.1.   General

The structure tested shall be representative of the series production of the vehicles concerned. Some components may be replaced or removed where such replacement or removal clearly has no effect on the test results.

1.2.2.   Adjustments

Adjustments shall conform to those set out in paragraph 1.4.3 of Annex 3 to this Regulation, taking into account what is stated in paragraph 1.2.1.

1.3.   Attachment of the structure

1.3.1.   The structure shall be firmly attached to the trolley in such a way that no relative displacement occurs during the test.

1.3.2.   The method used to fasten the structure to the trolley shall not have the effect of strengthening the seat anchorages or restraint devices, or of producing any abnormal deformation of the structure.

1.3.3.   The attachment device recommended is that whereby the structure rests on supports placed approximately in the axis of the wheels or, if possible, whereby the structure is secured to the trolley by the fastenings of the suspension system.

1.3.4.   The angle between the longitudinal axis of the vehicle and the direction of motion of the trolley shall be 0° ± 2°.

1.4.   Dummies

The dummies and their positioning shall conform to the specifications in Annex 3, paragraph 2.

1.5.   Measuring apparatus

1.5.1.   Deceleration of the structure

The position of the transducers measuring the deceleration of the structure during the impact shall be parallel to the longitudinal axis of the trolley according to the specifications of Annex 8 (CFC 180).

1.5.2.   Measurements to be made on the dummies

All the measurements necessary for checking the listed criteria are set out in Annex 3, paragraph 5.

1.6.   Deceleration curve of the structure

The deceleration curve of the structure during the impact phase shall be such that the ‘variation of speed in relation to time’ curve obtained by integration at no point differs by more than ± 1 m/s from the ‘variation of speed in relation to time’ reference curve of the vehicle concerned as defined in appendix to this Annex. A displacement with regard to the time axis of the reference curve may be used to obtain the structure velocity inside the corridor.

1.7.   Reference curve ΔV = f(t) of the vehicle concerned

This reference curve is obtained by integration of the deceleration curve of the vehicle concerned measured in the frontal collision test against a barrier as provided for in paragraph 6 of Annex 3 to this Regulation.

1.8.   Equivalent method

The test may be performed by some other method than that of deceleration of a trolley, provided that such method complies with the requirement concerning the range of variation of speed described in paragraph 1.6.

ANNEX 8

TECHNIQUE OF MEASUREMENT IN MEASUREMENT TESTS: INSTRUMENTATION

1.   DEFINITIONS

1.1.   Data channel

A data channel comprises all the instrumentation from a transducer (or multiple transducers whose outputs are combined in some specified way) up to and including any analysis procedures that may alter the frequency content or the amplitude content of data.

1.2.   Transducer

The first device in a data channel used to convert a physical quantity to be measured into a second quantity (such as an electrical voltage) which can be processed by the remainder of the channel.

1.3.   Channel amplitude class: CAC

The designation for a data channel that meets certain amplitude characteristics as specified in this Annex. The CAC number is numerically equal to the upper limit of the measurement range.

1.4.   Characteristic frequencies FH, FL, FN

These frequencies are defined in the figure.

1.5.   Channels frequency class: CFC

The channel frequency class is designated by a number indicating that the channel frequency response lies within the limits specified in the figure. This number and the value of the frequency FH in Hz are numerically equal.

1.6.   Sensitivity coefficient

The slope of the straight line representing the best fit to the calibration values determined by the method of least square within the channel amplitude class.

1.7.   Calibration factor of a data channel

The mean value of the sensitivity coefficients evaluated over frequencies which are evenly spaced on a logarithmic scale between FL and FH/2,5

1.8.   Linearity error

The ratio, in per cent, of the maximum difference between the calibration value and the corresponding value read on the straight line defined in paragraph 1.6 at the upper limit of the channel amplitude class.

1.9.   Cross sensitivity

The ratio of the output signal to the input signal, when an excitation is applied to the transducer perpendicular to the measurement axis. It is expressed as a percentage of the sensitivity along the measurement axis.

1.10.   Phase delay time

The phase delay time of a data channel is equal to the phase delay (in radians) of a sinusoidal signal, divided by the angular frequency of that signal (in radians/second).

1.11.   Environment

The aggregate, at a given moment, of all external conditions and influences to which the data channel is subjected.

2.   PERFORMANCE REQUIREMENTS

2.1.   Linearity error

The absolute value of the linearity error of a data channel at any frequency in the CFC, shall be equal to or less than 2,5 per cent of the value of the CAC, over the whole measurement range.

2.2.   Amplitude against frequency

The frequency response of a data channel shall lie within the limiting curves given in the figure. The zero dB line is determined by the calibration factor.

2.3.   Phase delay time

The phase delay time between the input and the output signals of a data channel shall be determined and shall not vary by more than 1/10 FH seconds between 0,03 FH and FH.

2.4.   Time

2.4.1.   Time base

A time base shall be recorded and shall at least give 1/100 s with an accuracy of 1 per cent.

2.4.2.   Relative time delay

The relative time delay between the signal of two or more data channels, regardless of their frequency class, must not exceed 1 ms excluding delay caused by phase shift.

Two or more data channels of which the signals are combined shall have the same frequency class and shall not have relative time delay greater than 1/10 FH seconds.

This requirement applies to analogue signals as well as to synchronisation pulses and digital signals.

2.5.   Transducer cross sensitivity

The transducer cross sensitivity shall be less than 5 per cent in any direction.

2.6.   Calibration

2.6.1.   General

A data channel shall be calibrated at least once a year against reference equipment traceable to known standards. The methods used to carry out a comparison with reference equipment shall not introduce an error greater than 1 per cent of the CAC. The use of the reference equipment is limited to the frequency range for which they have been calibrated. Subsystems of a data channel may be evaluated individually and the results factored into the accuracy of the total data channel. This can be done for example by an electrical signal of known amplitude simulating the output signal of the transducer which allows a check to be made on the gain factor of the data channel, excluding the transducer.

2.6.2.   Accuracy of reference equipment for calibration

The accuracy of the reference equipment shall be certified or endorsed by an official metrology service.

2.6.2.1.   Static calibration

2.6.2.1.1.   Accelerations

The errors shall be less than ± 1,5 per cent of the channel amplitude class.

2.6.2.1.2.   Forces

The error shall be less than ± 1 per cent of the channel amplitude class.

2.6.2.1.3.   Displacements

The error shall be less than ± 1 per cent of the channel amplitude class.

2.6.2.2.   Dynamic calibration

2.6.2.2.1.   Accelerations

The error in the reference accelerations expressed as a percentage of the channel amplitude class shall be less than ± 1,5 per cent below 400 Hz, less than ± 2 per cent between 400 Hz and 900 Hz, and less than ± 2,5 per cent above 900 Hz.

2.6.2.3.   Time

The relative error in the reference time shall be less than 10–5.

2.6.3.   Sensitivity coefficient and linearity error

The sensitivity coefficient and the linearity error shall be determined by measuring the output signal of the data channel against a known input signal for various values of this signal. The calibration of the data channel shall cover the whole range of the amplitude class.

For bi-directional channels, both the positive and negative values shall be used.

If the calibration equipment cannot produce the required input owing to the excessively high values of the quantity to be measured, calibrations shall be carried out within the limits of the calibration standards and these limits shall be recorded in the test report.

A total data channel shall be calibrated at a frequency or at a spectrum of frequencies having a significant value between FL and (FH/2,5)

2.6.4.   Calibration of the frequency response

The response curves of phase and amplitude against frequency shall be determined by measuring the output signals of the data channel in terms of phase and amplitude against a known input signal, for various values of this signal varying between FL and 10 times the CFC or 3 000 Hz, whichever is lower.

2.7.   Environmental effects

A regular check shall be made to identify any environmental influence (such as electric or magnetic flux, cable velocity, etc.). This can be done for instance by recording the output of spare channels equipped with dummy transducers. If significant output signals are obtained corrective action shall be taken, for instance by replacement of cables.

2.8.   Choice and designation of the data channel

The CAC and CFC define a data channel.

The CAC shall be 1, 2 or 5 to a power of ten.

3.   MOUNTING OF TRANSDUCERS

Transducers should be rigidly secured so that their recordings are affected by vibration as little as possible. Any mounting having a lowest resonance frequency equal to at least 5 times the frequency FH of the data channel considered shall be considered valid. Acceleration transducers in particular should be mounted in such a way that the initial angle of the real measurement axis to the corresponding axis of the reference axis system is not greater than 5° unless an analytical or experimental assessment of the effect of the mounting on the collected data is made. When multi-axial accelerations at a point are to be measured, each acceleration transducer axis should pass within 10 mm of that point, and the centre of seismic mass of each accelerometer should be within 30 mm of that point.

4.   RECORDING

4.1.   Analogue magnetic recorder

Tape speed should be stable to within not more than 0,5 per cent of the tape speed used. The signal-to-noise ratio of the recorder should not be less than 42 dB at the maximum tape speed. The total harmonic distortion should be less than 3 per cent and the linearity error should be less than 1 per cent of the measurement range.

4.2.   Digital magnetic recorder

Tape speed should be stable to within not more than 10 per cent of the tape speed used.

4.3.   Paper tape recorder

In case of direct data recording the paper speed in mm/s should be at least 1,5 times the number expressing FH in Hz. In other cases the paper speed should be such that equivalent resolution is obtained.

5.   DATA PROCESSING

5.1.   Filtering

Filtering corresponding to the frequencies of the data channel class may be carried out during either recording or processing of data. However, before recording, analogical filtering at a higher level than CFC should be effected in order to use at least 50 per cent of the dynamic range of the recorder and to reduce the risk of high frequencies saturating the recorder or causing aliasing errors in the digitalising process.

5.2.   Digitalising

5.2.1.   Sampling frequency

The sampling frequency should be equal to at least 8 FH. In the case of analogical recording, when the recording and reading speeds are different, the sampling frequency can be divided by the speed ratio.

5.2.2.   Amplitude resolution

The size of digital words should be at least 7 bits and a parity bit.

6.   PRESENTATION OF RESULTS

The results should be presented on A4 size paper (ISO/R 216). Results presented as diagrams should have axes scaled with a measurement unit corresponding to a suitable multiple of the chosen unit (for example, 1, 2, 5, 10, 20 millimetres). SI units shall be used, except for vehicle velocity, where km/h may be used, and for accelerations due to impact where g, with g = 9,81 m/s2, may be used.

Frequency response curve

ANNEX 9

DEFINITION OF DEFORMABLE BARRIER

1.   COMPONENT AND MATERIAL SPECIFICATIONS

The dimensions of the barrier are illustrated in Figure 1 of this Annex. The dimensions of the individual components of the barrier are listed separately below.

1.1.   Main honeycomb block

Dimensions:

All above dimensions should allow a tolerance of ± 2,5 mm

1.2.   Bumper element

Dimensions:

All above dimensions should allow a tolerance of ± 2,5 mm

1.3.   Backing sheet

Dimensions

1.4.   Cladding sheet

Dimensions

1.5.   Bumper facing sheet

2.   ALUMINIUM HONEYCOMB CERTIFICATION

A complete testing procedure for certification of aluminium honeycomb is given in NHTSA TP-214D. The following is a summary of the procedure that should be applied to materials for the frontal impact barrier, these materials having a crush strength of 0,342 MPa and 1,711 MPa respectively.

2.1.   Sample locations

To ensure uniformity of crush strength across the whole of the barrier face, eight samples shall be taken from four locations evenly spaced across the honeycomb block. For a block to pass certification, seven of these eight samples shall meet the crush strength requirements of the following sections.

The location of the samples depends on the size of the honeycomb block. First, four samples, each measuring 300 mm × 300 mm × 50 mm thick shall be cut from the block of barrier face material. Please refer to Figure 2 for an illustration of how to locate these sections within the honeycomb block. Each of these larger samples shall be cut into samples for certification testing (150 mm × 150 mm × 50 mm). Certification shall be based on the testing of two samples from each of these four locations. The other two should be made available to the applicant, upon request.

2.2.   Sample size

Samples of the following size shall be used for testing:

The walls of incomplete cells around the edge of the sample shall be trimmed as follows:

2.3.   Area measurement

The length of the sample shall be measured in three locations, 12,7 mm from each end and in the middle, and recorded as L1, L2 and L3 (Figure 3). In the same manner, the width shall be measured and recorded as W1, W2 and W3 (Figure 3). These measurements shall be taken on the centreline of the thickness. The crush area shall then be calculated as:

2.4.   Crush rate and distance

The sample shall be crushed at a rate of not less than 5,1 mm/min and not more than 7,6 mm/min. The minimum crush distance shall be 16,5 mm.

2.5.   Data collection

Force versus deflection data are to be collected in either analog or digital form for each sample tested. If analog data are collected then a means of converting this to digital shall be available. All digital data shall be collected at a rate of not less than 5 Hz (5 points per second).

2.6.   Crush strength determination

Ignore all data prior to 6,4 mm of crush and after 16,5 mm of crush. Divide the remaining data into three sections or displacement intervals (n = 1, 2, 3) (see Figure 4) as follows:

Find the average for each section as follows:

; m = 1,2,3

where m represents the number of data points measured in each of the three intervals. Calculate the crush strength of each section as follows:

; n = 1,2,3

2.7.   Sample crush strength specification

For a honeycomb sample to pass this certification, the following conditions shall be met:

2.8.   Block crush strength specification

Eight samples are to be tested from four locations, evenly spaced across the block. For a block to pass certification, seven of the eight samples shall meet the crush strength specification of the previous section.

3.   ADHESIVE BONDING PROCEDURE

3.1.   Immediately before bonding, aluminium sheet surfaces to be bonded shall be thoroughly cleaned using a suitable solvent, such as 1-1-1 Trichloroethane. This is to be carried out at least twice or as required to eliminate grease or dirt deposits. The cleaned surfaces shall then be abraded using 120 grit abrasive paper. Metallic/Silicon Carbide abrasive paper is not to be used. The surfaces shall be thoroughly abraded and the abrasive paper changed regularly during the process to avoid clogging, which may lead to a polishing effect. Following abrading, the surfaces shall be thoroughly cleaned again, as above. In total, the surfaces shall be solvent cleaned at least four times. All dust and deposits left as a result of the abrading process shall be removed, as these will adversely affect bonding.

3.2.   The adhesive should be applied to one surface only, using a ribbed rubber roller. In cases where honeycomb is to be bonded to aluminium sheet, the adhesive should be applied to the aluminium sheet only.

A maximum of 0,5 kg/m2 shall be applied evenly over the surface, giving a maximum film thickness of 0,5 mm.

4.   CONSTRUCTION

4.1.   The main honeycomb block shall be bonded to the backing sheet with adhesive such that the cell axes are perpendicular to the sheet. The cladding shall be bonded to the front surface of the honeycomb block. The top and bottom surfaces of the cladding sheet shall not be bonded to the main honeycomb block but should be positioned closely to it. The cladding sheet shall be adhesively bonded to the backing sheet at the mounting flanges.

4.2.   The bumper element shall be adhesively bonded to the front of the cladding sheet such that the cell axes are perpendicular to the sheet. The bottom of the bumper element shall be flush with the bottom surface of the cladding sheet. The bumper facing sheet shall be adhesively bonded to the front of the bumper element.

4.3.   The bumper element shall then be divided into three equal sections by means of two horizontal slots. These slots shall be cut through the entire depth of the bumper section and extend the whole width of the bumper. The slots shall be cut using a saw; their width shall be the width of the blade used and shall not exceed 4,0 mm.

4.4.   Clearance holes for mounting the barrier are to be drilled in the mounting flanges (shown in Figure 5). The holes shall be of 9,5 mm diameter. Five holes shall be drilled in the top flange at a distance of 40 mm from the top edge of the flange and five in the bottom flange, 40 mm from the bottom edge of that flange. The holes shall be at 100 mm, 300 mm, 500 mm, 700 mm, 900 mm from either edge of the barrier. All holes shall be drilled to ± 1 mm of the nominal distances. These hole locations are a recommendation only. Alternative positions may be used which offer at least the mounting strength and security provided by the above mounting specifications

5.   MOUNTING

5.1.   The deformable barrier shall be rigidly fixed to the edge of a mass of not less than 7 × 104 kg or to some structure attached thereto. The attachment of the barrier face shall be such that the vehicle shall not contact any part of the structure more than 75 mm from the top surface of the barrier (excluding the upper flange) during any stage of the impact (2). The front face of the surface to which the deformable barrier is attached shall be flat and continuous over the height and width of the face and shall be vertical ± 1° and perpendicular ± 1° to the axis of the run-up track. The attachment surface shall not be displaced by more than 10 mm during the test. If necessary, additional anchorage or arresting devices shall be used to prevent displacement of the concrete block. The edge of the deformable barrier shall be aligned with the edge of the concrete block appropriate for the side of the vehicle to be tested.

5.2.   The deformable barrier shall be fixed to the concrete block by means of ten bolts, five in the top mounting flange and five in the bottom. These bolts shall be of at least 8 mm diameter. Steel clamping strips shall be used for both the top and bottom mounting flanges (see Figures 1 and 5). These strips shall be 60 mm high and 1 000 mm wide and have a thickness of at least 3 mm. The edges of the clamping strips should be rounded-off to prevent tearing of the barrier against the strip during impact. The edge of the strip should be located no more than 5 mm above the base of the upper barrier-mounting flange, or 5 mm below the top of the lower barrier-mounting flange. Five clearance holes of 9,5 mm diameter must be drilled in both strips to correspond with those in the mounting flange on the barrier (see paragraph 4). The mounting strip and barrier flange holes may be widened from 9,5 mm up to a maximum of 25 mm in order to accommodate differences in back-plate arrangements and/or load cell wall hole configurations. None of the fixtures shall fail in the impact test. In the case where the deformable barrier is mounted on a load cell wall (LCW) it should be noted that the above dimensional requirements for mountings are intended as a minimum. Where a LCW is present, the mounting strips may be extended to accommodate higher mounting holes for the bolts. If the strips are required to be extended, then thicker gauge steel should be used accordingly, such that the barrier does not pull away from the wall, bend or tear during the impact. If an alternative method of mounting the barrier is used, it should be at least as secure as that specified in the above paragraphs.

Figure 1

Deformable barrier for frontal impact testing

Figure 2

Locations of samples for certification

Figure 3

Honeycomb axes and measured dimensions

Figure 4

Crush force and displacement

Figure 5

Positions of holes for barrier mounting

(1)  In accordance with the certification procedure described in paragraph 2 of this Annex.

(2)  A mass, the end of which is between 125 mm and 925 mm high and at least 1 000 mm deep, is considered to satisfy this requirement.

ANNEX 10

CERTIFICATION PROCEDURE FOR THE DUMMY LOWER LEG AND FOOT

1.   UPPER FOOT IMPACT TEST

1.1.   The objective of this test is to measure the response of the Hybrid III foot and ankle to well-defined, hard faced pendulum impacts.

1.2.   The complete Hybrid III lower leg assembly, left (86-5001-001 ) and right (86-5001-002), equipped with the foot and ankle assembly, left (78051-614) and right (78051-615), shall be used, including the knee assembly.

The load cell simulator (78051-319 Rev A) shall be used to secure the knee assembly (79051-16 Rev B) to the test fixture.

1.3.   Test procedure

1.4.   Performance specification

2.   LOWER FOOT IMPACT TEST WITHOUT SHOE

2.1.   The objective of this test is to measure the response of the Hybrid III foot skin and insert to well-defined, hard faced pendulum impacts.

2.2.   The complete Hybrid III lower leg assembly, left (86-5001-001) and right (86-5001-002), equipped with the foot and ankle assembly, left (78051-614) and right (78051-615), shall be used, including the knee assembly.

The load cell simulator (78051-319 Rev A) shall be used to secure the knee assembly (79051-16 Rev B) to the test fixture.

2.3.   Test procedure

2.4.   Performance specification

3.   LOWER FOOT IMPACT TEST (WITH SHOE)

3.1.   The objective of this test is to control the response of the Shoe and Hybrid III heel flesh and ankle joint to well-defined hard faced pendulum impacts.

3.2.   The complete Hybrid III lower leg assembly, left (86-5001-001) and right (86-5001-002), equipped with the foot and ankle assembly, left (78051-614) and right (78051-615), shall be used, including the knee assembly. The load cell simulator (78051-319 Rev A) shall be used to secure the knee assembly (79051-16 Rev B) to the test fixture. The foot shall be fitted with the shoe specified in Annex 5, paragraph 2.9.2.

3.3.   Test procedure

3.4.   Performance specification

Figure 1

Upper foot impact test

Test set-up specifications

Figure 2

Lower foot impact test (without shoe)

Test set-up specifications

Figure 3

Lower foot impact test (with shoe)

Test set-up specifications

Figure 4

Pendulum impactor

ANNEX 11

TEST PROCEDURES FOR THE PROTECTION OF THE OCCUPANTS OF VEHICLES OPERATING ON ELECTRICAL POWER FROM HIGH VOLTAGE AND ELECTROLYTE SPILLAGE

This Annex describes test procedures to demonstrate compliance to the electrical safety requirements of paragraph 5.2.8. 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 energised.

Figure 1

Measurement of Vb, V1, V2

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 capacitor (ref. 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.

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:

When V1 and 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:

This procedure is not applicable if the test is performed under the condition where the electric power train is not energised.

Figure 2

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

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 the figure of the Appendix 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 degrees 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 5.2.8.1.3 shall be considered to be met if the jointed test finger described in the figure of the Appendix 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.

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’

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)

Figure 4

Measurement of V2’

Note: The standard known resistance Ro (in Ω) should be the value of the minimum required isolation resistance (Ω/V) multiplied by the working voltage (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.