ﺍﻟﻌﺭﺒﻴﺔ ﺍﻟﺨﻠﻴﺞ ﻟﺩﻭل ﺍﻟﺘﻌﺎﻭﻥ  ﻤﺠﻠﺱ  ﻟﺩﻭل ﺍﻟﺘﻘﻴﻴﺱ  ﻫﻴﺌﺔ 
GCC STANDARDIZATION ORGANIZATION (GSO) 
 
 
 
 
 
  ﻨﻬﺎﺌﻲ:  ﻤﺸﺭﻭﻉ
 
 
 
 
GSO2/1/FDS/ECE 66: 2009 
 
 
 
 
 
 
 
 
 
 
 
 
ﺇﻋﺩﺍﺩ
 ﻟﻘﻁﺎﻉ ﺍﻟﺨﻠﻴﺠﻴﺔ  ﺍﻟﻔﺭﻋﻴﺔ ﺍﻟﻔﻨﻴﺔ ﺍﻟﻠﺠﻨﺔ  ﻭﺍﻹﻁﺎﺭﺍﺕ  ﺍﻟﻤﺭﻜﺒﺎﺕ  ﻤﻭﺍﺼﻔﺎﺕ  
 
 
 
 
 ﻓﺈﻨﻬﺎ ﻟﺫﻟﻙ ﺒﺸﺄﻨﻬﺎ، ﻭﺍﻟﻤﻠﺤﻭﻅﺎﺕ  ﺍﻟﺭﺃﻱ ﻹﺒﺩﺍﺀ ﺘﻭﺯﻴﻌﻬﺎ  ﺘﻡ ﺨﻠﻴﺠﻴﺔ ﻗﻴﺎﺴﻴﺔ ﻟﻤﻭﺍﺼﻔﺔ  ﻤﺸﺭﻭﻉ  ﺍﻟﻭﺜﻴﻘﺔ ﻫﺫﻩ
 ﻤﺠﻠﺱ ﻤﻥ ﺍﻋﺘﻤﺎﺩﻫﺎ ﺒﻌﺩ ﺇﻻ ﺨﻠﻴﺠﻴﺔ ﻗﻴﺎﺴﻴﺔ ﻜﻤﻭﺍﺼﻔﺔ  ﺇﻟﻴﻬﺎ ﺍﻟﺭﺠﻭﻉ  ﻴﺠﻭﺯ ﻭﻻ ﻭﺍﻟﺘﺒﺩﻴل،  ﻟﻠﺘﻐﻴﻴﺭ ﻋﺭﻀﺔ
.ﺍﻟﻬﻴﺌﺔ ﺇﺩﺍﺭﺓﺍﻟﻬﻴﻜﻠﻴﺔ  ﺍﻟﺒﻨﻴﺔ ﺒﻘﻭﺓ ﻴﺘﻌﻠﻕ ﻟﻤﺎ ﺍﻟﻜﺒﻴﺭﺓ  ﺍﻟﺭﻜﺎﺏ  ﻟﺤﺎﻓﻼﺕ  ﺍﻟﻘﺒﻭل ﻤﺘﻁﻠﺒﺎﺕ  
(ﺍﻟﺩﺤﺭﺠﺔ  ﺍﺨﺘﺒﺎﺭ )
 
APPROVAL REQUIRMENTS OF LARGE PASSENGER VEHICLES 
WITH REGARD TO THE STRENGTH OF THEIR 
SUPERSTRUCTURE 
(ROLLOVER TEST) 
 GSO STANDARD                                                                     GSO  /     
 
 
ﺘﻘﺩﻴﻡ
ﻋﻀﻭﻴ ﻓﻲ ﺘﻀﻡ ﺇﻗﻠﻴﻤﻴﺔ ﻫﻴﺌﺔ ﺍﻟﻌﺭﺒﻴﺔ ﺍﻟﺨﻠﻴﺞ ﻟﺩﻭل ﺍﻟﺘﻌﺎﻭﻥ ﻤﺠﻠﺱ ﻟﺩﻭل ﺍﻟﺘﻘﻴﻴﺱ ﻫﻴﺌﺔ  ﺍﻟﻭﻁﻨﻴﺔ ﺍﻷﺠﻬﺯﺓ  ﺘﻬﺎ
 ﺍﻟﺨﻠﻴﺠﻴﺔ  ﺍﻟﻘﻴﺎﺴﻴﺔ ﺍﻟﻤﻭﺍﺼﻔﺎﺕ  ﺇﻋﺩﺍﺩ ﺍﻟﻬﻴﺌﺔ ﻤﻬﺎﻡ ﻭﻤﻥ ، ﺍﻟﻌﺭﺒﻴﺔ ﺍﻟﺨﻠﻴﺞ ﺩﻭل ﻓﻲ ﻭﺍﻟﻤﻘﺎﻴﻴﺱ  ﻟﻠﻤﻭﺍﺼﻔﺎﺕ
 ﻤﺘﺨﺼﺼﺔ  ﻓﻨﻴﺔ ﻟﺠﺎﻥ ﺒﻭﺍﺴﻁﺔ  . 
 
ﺭﻗﻡ ﺍﻟﻔﻨﻴﺔ ﺍﻟﻠﺠﻨﺔ ﻋﻤل ﺒﺭﻨﺎﻤﺞ ﻀﻤﻥ ﺍﻟﻌﺭﺒﻴﺔ ﺍﻟﺨﻠﻴﺞ ﻟﺩﻭل ﺍﻟﺘﻌﺎﻭﻥ ﻤﺠﻠﺱ ﻟﺩﻭل ﺍﻟﺘﻘﻴﻴﺱ ﻫﻴﺌﺔ ﻗﺎﻤﺕ ﻭﻗﺩ2-1 
 "ﺍﻟﺨ ﺍﻟﻔﻨﻴﺔ ﻭﺍﻹﻁﺎﺭﺍﺕﺍﻟﻠﺠﻨﺔ  ﺍﻟﻤﺭﻜﺒﺎﺕ  ﻤﻭﺍﺼﻔﺎﺕ  ﻟﻘﻁﺎﻉ ﺍﻟﻔﺭﻋﻴﺔ ﻠﻴﺠﻴﺔ "   ﺒﺈﻋﺩﺍﺩ  ﺍﻟﻤﻭﺍﺼﻔﺔ  ﺭﻗﻡ 
"2009: 66 ECE /FDS/ 1 / 2 GSO "  ﺍﻟﺒﻨﻴﺔ ﺒﻘﻭﺓ ﻴﺘﻌﻠﻕ ﻟﻤﺎ ﺍﻟﻜﺒﻴﺭﺓ ﺍﻟﺭﻜﺎﺏ ﻟﺤﺎﻓﻼﺕ  ﺍﻟﻘﺒﻭل ﻤﺘﻁﻠﺒﺎﺕ
ﺍﻟﻬﻴﻜﻠﻴﺔ )ﺍﻟﺩﺤﺭﺠﺔ  ﺍﺨﺘﺒﺎﺭ ( "  ﺇﻋﺩﺍ ﺘﻡ ﻭﻗﺩ ﺍﻟﺒﺤﺭﻴﻥ  ﻤﻤﻠﻜﺔ ﻗﺒل ﻤﻥ ﺍﻟﺨﻠﻴﺠﻴﺔ  ﺍﻟﻘﻴﺎﺴﻴﺔ ﺍﻟﻤﻭﺍﺼﻔﺔ  ﻫﺫﻩ ﺒﺈﻋﺩﺍﺩ  ﺩ
ﺍﻟﺼﻠﺔ ﺫﺍﺕ ﺍﻟﻤﺭﺠﻌﻴﺔ  ﻭﺍﻟﻤﺅﻟﻔﺎﺕ  ﻭﺍﻟﺩﻭﻟﻴﺔ  ﻭﺍﻷﺠﻨﺒﻴﺔ  ﺍﻟﻌﺭﺒﻴﺔ ﺍﻟﻘﻴﺎﺴﻴﺔ ﺍﻟﻤﻭﺍﺼﻔﺎﺕ  ﺍﺴﺘﻌﺭﺍﺽ ﺒﻌﺩ ﺍﻟﻤﺸﺭﻭﻉ  . 
   
 ﺍﻟﻤﻭﺍﺼﻔﺔ  ﻫﺫﻩ ﺍﻋﺘﻤﺩﺕ  ﻭﻗﺩ  ﺨﻠﻴﺠﻴﺔ ﻓﻨﻴﺔ ﻜﻼﺌﺤﺔ         ﺭﻗﻡ ﺍﻟﻬﻴﺌﺔ ﺇﺩﺍﺭﺓ ﻤﺠﻠﺱ ﺍﺠﺘﻤﺎﻉ ﻓﻲ )          ( ،
      ﺒﺘﺎﺭﻴﺦ ﻋﻘﺩ ﺍﻟﺫﻱ         /      /       ﺍﻟﻤﻭﺍﻓﻕ  ، ﻫـ     /      /  ﻡ  . 
 
Foreword 
 
 
 
Standardization Organization for GCC (G SO) is a regional Organization which 
consists of the National Standards Bodi es of GCC member States. One of GSO 
main functions is to issue Gulf Standards /Technical regulation through specialized 
technical committees (TCs). 
 
GSO through the technical pr ogram of committee TC No . 2-1 "  The Gulf technical 
Subcommittee for vehicles and tyres standard s " has prepared this Standard .  The 
Draft Standard has been prepared by Kingdom Of Bahrain .  
 
 The draft Standard has been prepared based on relevant ADM O, International and 
National foreign Standa rds and references. 
 
This standard has been approved as Gulf  Standard by GSO Board of Directors in its 
meeting No..../....  …….held on    /    /   /  H ,  /    /   G 
 
 
 
 GSO STANDARD                                                                     GSO  /     
 
 3                    
UNIFORM TECHNICAL PRESCRIPTIONS CONCERNING THE 
APPROVAL OF LARGE PASSENGER VEHICLES WITH REGARD TO 
THE STRENGTH OF THEIR SUPERSTRUCTURE 
 
 
 
 
 CONTENTS 
                                                                                                                                              Page 
 
1. Scope ………………………………………………………………………………. 5  
 
2.         Normative References ……………………………………………………………… 5 
 
3. Terms and Definitions ……………………………………………………………… 5 
 
4.         Application for Approval …………………………………………………………… 8 
 
5. General specifications and requirements …………………………………………… 10 
 
 
ANNEXES 
 
Annex 1  - Determination of the centre of gravity of the vehicle  
 
Annex 2  - Viewpoints on the structural description of the superstructure 
 
Annex 3  - Rollover test as the basic approval method 
 
Annex 4  - Rollover test using body sections as an equivalent approval method 
 
Annex 5  - Quais-static loading test of body sections as an equivalent approval method 
    
   Appendix 1 – Determination of the ver tical movement of the centre of gravity 
during rollover 
 
Annex 6  - Quasi-static calculation based on testing of components as an equivalent approval 
  method 
  
 Appendix 1 – Characteristics of plastic hinges 
 GSO STANDARD                                                                     GSO  /     
 4Annex 7 - Computer simulation of rollover test on complete vehicle as an equivalent 
approval       method GSO STANDARD                                                                     GSO  /     
 
 5 
1.  SCOPE 
 
This Regulation applies to single-deck ri gid or articulated vehicles designed and 
constructed for the carriage of more than  22 passengers, whether seated or standing, 
in addition to the driver and crew. 
 
2.               COMPLEMENTARY REFERENCES 
 
       GS0 48 / 1984 “ Motor Vehicles Conformity Certificate”  
 
 
3.                TERMS AND DEFINITIONS 
 
For the purposes of this Regulation, the following terms and definitions are used: 
 
3.1. Units of measurement  
 
The units of measurement shall be: 
 
Dimensions and linear distances metres (m) or millimetres (mm) 
Mass or load  kilograms (kg) 
Force (and weight) Newtons (N) 
Moment Newton-metres (Nm) 
Energy  Joules (J) 
Gravitational constant 9.81 ( m/s2) 
 
3.2.  "Vehicle " means a bus or coach designed a nd equipped for transportation of 
passengers.  The vehicle is an individual representative of a vehicle type. 
 
3.3.  "Vehicle type " means a category of vehicles produc ed with the same design technical 
specification, main dimensions and constr uctional arrangement.  The vehicle type 
shall be defined by the vehicle manufacturer. 
 
3.4. " Family of vehicle types " means those vehicle types, proposed in future as well as 
existing now, which are covered by the approval of the worst case, in respect of this 
Regulation. 
 
3.5.  "Worst case " means the vehicle type, among a group of vehicle types, least likely to 
withstand the requirements of this Regul ation in respect of the strength of 
superstructure.  The three parameters whic h define the worst case are: structural 
strength, reference energy and the residual space. 
 
 
3.6.  "Articulated vehicle " means a vehicle which consists of two or more rigid sections 
which articulate to one another, the passenger compartments of each section GSO STANDARD                                                                     GSO  /     
 6intercommunicate so that passengers can move freely between them; the rigid 
sections are permanently connected so that they can only be separated by an operation involving facilities which are normally only found in a workshop. 
 
3.7.  "Passenger compartment " means the space intended for passengers' use excluding 
any space occupied by fixed appliances such as bars, kitchenettes or toilets. 
 
3.8.  "Driver's compartment " means the space intended for the driver's exclusive use and 
containing the driver's seat, the steeri ng wheel, controls, instruments and other 
devices necessary for driving the vehicle. 
 
3.11.  "Occupant restraint " means any device which connects a passenger, driver or crew 
member to his seat, during a rollover. 
 
3.12.  "Vertical longitudinal central plane " (VLCP) means the vertical plane which passes 
through the mid-points of the front axle track and the rear axle track. 
 
3.13.  "Residual space " means a space to be preserved in the passengers', crew and driver's 
compartment(s) to provide better survival possibility for passengers, driver and crew 
in case of a rollover accident. 
 
3.14.  "Unladen kerb mass " (M k) means the mass of the vehicle in running order, 
unoccupied and unladen but with the additi on of 75 kg for the mass of the driver, the 
mass of fuel corresponding to 90 per cent of the capacity of the fuel tank specified by 
the manufacturer, and the masses of coolant, lubricant, tools and spare wheel, if any. 
 
3.15.  "Total occupant mass " (M m) means the combined mass of  any passengers, crew who 
occupy seats fitted with occupant restraints. 
 
3.16.  "Total effective vehicle mass" (M t) means the unladen kerb mass of the vehicle (M k) 
combined with the portion (k = 0.5) , of the total occupant mass (M m), considered to 
be rigidly attached to the vehicle. 
 
3.17.  "Individual occupant mass " (M mi) means the mass of an individual occupant.  The 
value of this mass is 68 kg . 
 
3.18.  "Reference energy " (E R) means the potential energy of  the vehicle type to be 
approved,  measured in relation to the hor izontal lower level of the ditch, at the 
starting, unstable position of the rollover process. 
 
3.19. "Rollover test on a complete vehicle " means a test on a complete, full-scale vehicle 
to prove the required strength of the superstructure. 
 
3.20. "Tilting bench " means a technical device, an a rrangement of tilting platform, ditch 
and concrete ground surface, used in the ro llover testing of a complete vehicle or 
body sections. GSO STANDARD                                                                     GSO  /     
 
 73.21. "Tilting platform " means a rigid plane which can be rotated around a horizontal axis 
in order to tilt a complete vehicle or body section. 
 
3.22. "Body work " means the complete structure of th e vehicle in running order, including 
all the structural elements which form the passenger compartment, driver's 
compartment, baggage compartment and spaces for the mechanical units and components. 
 
3.23. "Superstructure " means the load-bearing components of the bodywork as defined by 
the manufacturer, containing those coherent parts and elements which contribute to 
the strength and energy absorbing capab ility of the bodywork, and preserve the 
residual space in the rollover test. 
 
3.24. "Bay " means a structural section of the supe rstructure forming a closed loop between 
two planes which are  perpendicular to the vertical longitudinal central plane of the 
vehicle. A bay contains one window (or door) pillar on each  side of the vehicle as well as side 
wall elements, a section of the roof structur e and a section of the floor and underfloor 
structure. 
 
3.25. "Body section " means a structural unit, whic h represents one part of the 
superstructure for the purposes of an appr oval test.  A body section contains at least 
two bays connected by representative connecting elements (side, roof, and underfloor, structures). 
 
3.26. "Original body section " means a body section composed of two or more bays of 
exactly the same form and relative position,  as they appear in the ac tual vehicle.  All 
connecting elements between the bays are also  arranged exactly as they appear in the 
actual vehicle. 
 
3.27. "Artificial body section " means a body section built up from two or more bays but 
not in the same position, nor at the same distance from each other as in the actual vehicle.  The connecting elements between th ese bays need not be identical with the 
real body work structure but shall be structurally equivalent.  
 
3.28. "Rigid part " means a structural part or element which does not have significant 
deformation and energy absorption during the rollover test. 
 
3.29. "Plastic zone " (PZ) means a special geometrically limited part of the superstructure 
in which, as the result of dynamic, impact forces: 
- large scale plastic deformations are concentrated  
- essential distortion of the original  shape (cross section, length, or other 
geometry) occurs 
- loss of stability occurs, as a result of local buckling,  
- kinetic energy is absorbed due to deformation. GSO STANDARD                                                                     GSO  /     
 8 
3.30. "Plastic hinge " (PH) means a simple plastic zone formed on a rod-like element 
(single tube, window column, etc). 
 
3.31. "Cantrail " means the longitudinal structural part of the bodywork above the side 
windows including the curved transition to the r oof structures.  In the rollover test the 
cantrail hits the ground first. 
 
3.32. "Waistrail " means the longitudinal structural part of the bodywork below the side 
windows. In the rollover test the waistra il may be the second area to contact the 
ground after initial deformation of the vehicle cross-section. 
 
4.  APPLICATION FOR APPROVAL 
 
4.1.  The application for approval of a vehicle type with regard to the strength of its 
superstructure shall be submitted  by the vehicle manufacturer & comply with 
requirements specified in GSO 48 / 1984.  
 
4.2. It shall be clarify following particulars: 
 
4.2.1. The main identifying data and parameters of the vehicle type, or group of vehicle 
types; 
 
4.2.1.1. General layout drawings of the vehi cle type, its bodywork and its interior 
arrangement with the main dimensions.  S eats which have passenger restraints shall 
be clearly marked and their positions in the vehicle shall be accurately dimensioned; 
 
4.2.1.2. The unladen kerb mass of the vehicle, and the associated axle loads;  
 
4.2.1.3. The exact position of the unladen vehicle' s centre of gravity together with the 
measuring report.  To determine the cen tre of gravity position the measuring and 
calculation methods described in Annex 1 shall be used; 
 
4.2.1.4        The total effective vehicle mass, and the associated axle loads.   
 
4.2.1.5. The exact position of the centre of gravity of  the total effective mass of the vehicle, 
together with the measuring report.  To determine the centre of gravity position, the 
measuring and calculation methods described in Annex 1 shall be used. 
 
4.2.2. All the data and information which are needed  to evaluate the worst case criteria in a 
group of vehicle types: 
 
4.2.2.1. The value of reference energy (E R) which is the product of the vehicle mass (M), the 
gravity constant (g) and the height (h 1) of centre of gravity with the vehicle in its 
unstable equilibrium position when starting the rollover test (see figure 3)  
 GSO STANDARD                                                                     GSO  /     
 
()⎥⎦⎤
⎢⎣⎡± + + = =2 2
0 1 R t B h 0.8  M.g   M.g.h E 
 where: 
 
M = M k,  the unladen kerb mass of the vehicle type if there are no occupant 
restraints, or, 
  M t, total effective vehicle mass when occupant restraints are fitted, and  
Mt = M k + k.M m,  where k = 0.5 and M m is the total mass of the restrained 
occupants (see paragraph 3.15.). 
h0 = the height (in metres) of the vehi cle centre of gravity for the value of 
mass (M) chosen  
t  = perpendicular distance (in metres) of  the vehicle centre of gravity from 
its longitudinal vertical central plane. 
B = perpendicular distance (in metres) of  the vehicle's longitudinal vertical 
central plane to the axis of rotation in the rollover test 
g = gravitational constant 
h1 = the height (in metres) of the vehicle centre of gravity in its starting, 
unstable position related to the horizontal lower plane of the ditch  
 
4.2.2.2. Drawings and detailed description of the superstructure of the vehicle type or group 
of vehicle types according to Annex 2. 
 
4.2.2.3. Detailed drawings of the residual space according to para graph 5.2. for every vehicle 
type to be approved. 
 
4.2.3. Further detailed documentation, paramete rs, data depending on the approval test 
method chosen by the manufacturer, as detailed in Annex 3, Annex 4, Annex 5, 
Annex 6 and Annex 7. 
 
4.2.4. In case of an articulated vehicle, all of th is information shall be given separately for 
each section of the vehicle type, except fo r paragraph 4.2.1.1. which is related to the 
complete vehicle. 
 
4.3. On request of the technical service a co mplete vehicle (or one vehicle from each 
vehicle type, if approval is requested for a group of vehicle types) shall be presented 
to check its unladen kerb mass, axle load s, position of the centre of gravity and all 
other data and information which are relevant to the strength of superstructure. 
 
4.4. According to the approval test method c hosen by the manufacturer, appropriate test 
pieces shall be submitted to the technical service upon its request.   The arrangement 
and number of these test pieces shall be agreed  with the technical service.  In case of 
test pieces which have been tested earlier, the test reports shall be submitted. 
 
 
5. GENERAL SPECIFICATIONS AND REQUIREMENTS  
 9 GSO STANDARD                                                                     GSO  /     
5.1. Requirements   
 
 The superstructure of the vehicle shall have the sufficient strength to ensure that the 
residual space during and after the rollover test on complete vehicle is unharmed.  
That means: 
 
5.1.1. No part of the vehicle which is outside th e residual space at the start of the test (e.g. 
pillars, safety rings, luggage racks) sha ll intrude into the residual space during the 
test.  Any structural parts, which are or iginally in the residual space (e.g. vertical 
handholds, partitions, kitchenettes, toilets) shall be ignored when evaluating the 
intrusion into the residual space. 
 
5.1.2. No part of the residual space shall proj ect outside the contour of the deformed 
structure. The contour of the deformed structure sh all be determined sequentially, between 
every adjacent window and/or door pillar.  Between two deformed pillars the contour 
shall be a theoretical surface, determined by straight lines, connecting the inside contour points of the pillars which were the same height above the floor level before 
the rollover test (see Figure 1). 
 
 
Figure 1  - Specification of the contour of the deformed structure 
 
5.2. Residual space  
 
 The envelope of the vehicle's residual space is defined by creating a  vertical 
transverse plane within the vehicle which ha s the periphery described in Figures 2(a) 
 10GSO STANDARD                                                                     GSO  /     
 
 11and 2(c), and moving this plane through the length of the vehicle (see Figure 2(b)) in 
the following manner: 
 
5.2.1. The S R point is located on the seat-back of each outer forward or rearward facing seat 
(or assumed seat position), 500 mm above th e floor under the seat, 150 mm from the 
inside surface of the side wall.  No account shall be taken of wheel arches and other 
variations of the floor height.  These dimensions shall also be applied in the case of inward facing seats in their centre planes. 
 
5.2.2. If the two sides of the ve hicle are not symmetrical in respect of floor arrangement 
and, therefore, the height of the S R points are different, the step between the two floor 
lines of the residual space shall be taken as  the longitudinal vertical centre plane of 
the vehicle (see Figure 2(c)); 
 
5.2.3. The rearmost position of the residual sp ace is a vertical plane 200 mm behind the S R 
point of the rearmost outer seat , or the inner face of the rear wall of the vehicle if this 
is less than 200 mm behind that S R point. 
 
 The foremost position of the residual space is  a vertical plane 600 mm in front of the 
SR point of the foremost seat (whether passenger, crew, or driver) in the vehicle set at 
its fully forward adjustment. 
 
 If the rearmost and foremost seats on the tw o sides of the vehicle are not in the same 
transverse planes, the length of the residual space on each side will be different; 
5.2.4. The residual space is continuous in the pa ssenger, crew and driver compartment(s) 
between its rearmost and foremost plan e and is defined by moving the defined 
vertical transverse plane through the length of the vehicle along straight lines through 
the S R points on both sides of the vehicle.  Be hind the rearmost and in front of the 
foremost seat's S R point the straight lines are horizontal. 
 
5.2.5. The manufacturer may define a bigger residua l space than is required for a given seat 
arrangement, to simulate a worst case in a group of vehicle types to allow for future design development. 
 GSO STANDARD                                                                     GSO  /     
 
Figure 2  - Specification of residual space 
 12GSO STANDARD                                                                     GSO  /     
 
 
 
 
5.3. Specification of rollover test on a complete vehicle as the basic approval method  
 
 The rollover test is a lateral tilting test (see Figure 3), specified as follows:  
 
5.3.1. The complete vehicl e is standing on the tilting platform, with blocked suspension and 
is tilted slowly to its unstable equilibrium position.  If the vehicle type is not fitted 
with occupant restraints it will be tested at unladen kerb mass.  If the vehicle type is 
fitted with occupant restraints it will be tested at total effective vehicle mass; 
 
5.3.2. The rollover test starts in this unstabl e vehicle position with zero angular velocity 
and the axis of rotation runs through th e wheel-ground contact points.  At this 
moment the vehicle is character ized by the reference energy E R (see paragraph 
4.2.2.1. and Figure 3); 
 
5.3.3. The vehicle tips over into a ditch, havi ng a horizontal, dry and smooth concrete 
ground surface with a nominal depth of  800 mm; 
 
5.3.4. The detailed technical specification of the rollover test on a complete vehicle as the 
basic approval test is given in Annex 3. 
 
 
 
        Figure 3  - Specification of the rollover test on a complete vehicle showing the path 
of the centre of gravity through the starting, unstable equilibrium, position 
 13GSO STANDARD                                                                     GSO  /     
 14 
5.4. Specifications of equivalent approval tests  
 
 Instead of the rollover test on a comple te vehicle, at the discretion of the 
manufacturer, one of the following equivalent  approval test methods can be chosen: 
 
5.4.1. Rollover test on body sections which are representative of the complete vehicle, in 
accordance with the specifications of Annex 4. 
 
5.4.2. Quasi-static loading tests of body sections  in accordance with th e specifications of 
Annex 5. 
 
5.4.3. Quasi-static calculations  based on the re sults of component tests in accordance with 
the specifications of annex 6. 
 
5.4.4. Computer simulation - via dynamic calcula tions - of the basic rollover test on a 
complete vehicle in accordance with the specifications of Annex 7. 
5.4.5. The basic principle is that the equivalent approval test method must be carried out in 
such a way that it represents the basic ro llover test specified in Annex 3.  If the 
equivalent approval test method chosen by the manufacturer cannot take account of 
some special feature or construction of the vehicle (e.g. air-conditioning installation 
on the roof, changing height of the waist rail, changing roof height) the complete 
vehicle may be required by the technical service to undergo the rollover test specified 
in Annex 3. 
5.5. Testing of articulated buses  
 
 In the case of an articulated vehicle, each  rigid section of the vehicle shall comply 
with the general requirement specified in paragraph 5.1.  Each rigid section of an 
articulated vehicle may be tested separately  or in combination as described in Annex 
3, paragraph 3.3, or in Annex 1, paragraph 3.6.7." 
 
5.6. Direction of rollover test  
 
 The rollover test shall be carried out on that side of the vehicle which is more 
dangerous with respect to the residual space.   The decision is made by the technical 
service on the basis of the manufacturer's proposal, considering at least the following: 
 
5.6.1. the lateral eccentricity of the centre of gr avity and its effect on the reference energy 
in the unstable, starting position of the vehicle, see paragraph 4.2.2.1; 
 
5.6.2. the asymmetry of the residual space, see paragraph 5.2.2 
 GSO STANDARD                                                                     GSO  /     
 
 155.6.3. the different, asymmetr ical constructional features of the two sides of the vehicle, and 
the support given by partitions or inner boxe s (e.g. wardrobe, toilet, kitchenette).  
The side with the lesser support shall be chos en as the direction of the rollover test.  
 
 
 
 
 GSO STANDARD                                                                     GSO  /     
  
 
 
 GSO STANDARD                                                                     GSO  /     
  
 
 
Annex 1 
 
DETERMINATION OF THE CENTRE OF GRAVITY OF THE VEHICLE 
 
1. General principles  
1.1. The reference and the total energy to be absorbed in the rollover test depend directly 
on the position of the vehicle's centre of gravity position.  Therefore, its 
determination should be as accurate as practicable.  The method of measurement of dimensions, angles and load values, a nd the accuracy of measurement shall be 
recorded for assessment by the technical  service.  The following accuracy of 
measuring apparatus is required: 
 
-  for measurements less than 2000 mm, accuracy of ± 1 mm 
-  for measurements greater than 2000 mm, accuracy of ± 0.05 per cent 
-  for measured angles, accuracy of ± 1 per cent 
-  for measured load values accuracy of ± 0.2 per cent 
The wheel-base(s) and the distance between  the centres of the footprint of the 
wheel(s) at each axle (the track of each  axle) shall be determined from the 
manufacturer's drawings. 
 
1.2. Blocked suspension is specified as the condition for determining centre of gravity 
and for carrying out the actual rollover test.  The suspension shall be blocked in the 
normal operating position as defined by the manufacturer 
 
1.3. The position of the centre of gravity is defined by three parameters: 
 
1.3.1. longitudinal distance (l 1) from the centre line of front axle  
 
1.3.2. transverse distance (t) from the vertical longitudinal central plane of the vehicle. 
 
1.3.3. vertical height (h 0) above the flat horizontal ground le vel when the tyres are inflated 
as specified for the vehicle 
 
1.4. A method for determining l 1, t, h 0, using load cells is described here.  Alternative 
methods using lifting equipment and/or tilt tables for example may be proposed by the manufacturer to the technical servi ce who will decide whether the method is 
acceptable based on its degree of accuracy.  
 
1.5. The centre of gravity position of the unladen vehicle (unladen kerb mass M k) shall be 
determined by measurements. 
 
1.6. The centre of gravity position of the vehicle with total effective mass (M t) may be 
determined: 
 
1.6.1. by measuring the vehicle in total effective mass condition, or 
 GSO STANDARD                                                                     GSO  /     
 
1.6.2. by using the measured centre of gravity position in the unladen kerb mass condition 
and considering the effect of the total occupant mass. 
 
2. Measurements  
 
2.1. The position of the vehicle's centre of gravity  shall be determined in the unladen kerb 
mass condition or the total effective vehicle mass condition as defined in paragraphs 
1.5. and 1.6.  For the determination of the positi on of the centre of gravity in the total 
effective vehicle mass condition, the individual occupant mass (factored by the 
constant, k = 0.5) shall be positioned and rigidly held 100 mm above and 100 mm forward of the R point (which is defined in Regulation No. 21, annex 3) of the seat. 
 
2.2. The longitudinal (l 1) and transverse (t) coordinates of centre of gravity shall be 
determined on a common horizontal ground (see Figure A3.1) where each wheel or twinned wheel of the vehicle is standing on an individual load cell.  Each steered 
wheel shall be set to its straight-ahead position. 
 
2.3. The individual load-cell readings shall be noted simultaneously and shall be used to 
calculate the total vehicle mass and centre of gravity position. 
 
2.4. The longitudinal position of the centre of gr avity relative to the centre of the contact 
point of the front wheels (see Figure A3.1) is given by, 
 
) (P).L P (P ).L P (Pl
total2 6 5 1 4 3
1+++=  
where: 
 
P1  =  reaction load on the load cell under the left-hand wheel of the first axle  
P2  =  reaction load on the load cell under the right-hand wheel of the first axle  
P3  =  reaction load on the load cell under the left-hand wheel(s) of the second axle 
P4  =  reaction load on the load cell under the right-hand wheel(s) of the second axle  
P5   =  reaction load on the load cell under the left-hand wheel(s) of the third axle  
P6   =  reaction load on the load cell under the right-hand wheel(s) of the third axle  
Ptotal  =  (P 1+P2+P3+P4+P5+P6)  =  M k  unladen kerb mass; or,  
                                                 =  M t    total effective vehicle mass, as appropriate 
L1  =  the distance from  centre of wheel on 1st axle to centre of wheel on second axle 
L2  =  the distance from centre of wheel on 1st axle to centre of wheel on third 
axle, if 
          fitted 
 
 18GSO STANDARD                                                                     GSO  /     
 
 
 
Figure A3.1  - Longitudinal position of the centre of gravity 
 
2.5. The transverse position (t) of the vehicle's centre of gravity relative to its longitudinal 
vertical centre plane  (see figure A3.2) is given by,  
 
total3
6 52
4 31
2 1P1.2T) P (P2T) P (P2T) P (P t ⎟
⎠⎞⎜
⎝⎛− + − + − =  
where: 
 
T1  =   distance between the centres of th e footprint of the wheel(s) at each end 
of the first axle 
T2  =   distance between the centres of th e footprint of the wheel(s) at each end 
of the second axle  
T3  =   distance between the centres of the footprint of the wheel(s) at each end 
of the third axle  
 
This equation assumes that a straight line can be drawn through the centre points of  
T1, T2, T3.  If this is not the case then a specialised formula will be required.  
 
If the value of (t) is negative, then the centr e of gravity of the ve hicle is situated to 
the right of the centreline of the vehicle. 
 19GSO STANDARD                                                                     GSO  /     
 
 
 
 
Figure A3.2  - Transverse position of centre of gravity 
 
 
2.6. The height of the centre of gravity (h 0) shall be determined by tilting the vehicle 
longitudinally and using individual load-cells at the wheels of two axles. 
 
2.6.1. Two load-cells shall be pos itioned on a common horizontal plane, to receive the front 
wheels.  The horizontal plane shall be at sufficient height above the surrounding 
surfaces that the vehicle can be tilted forw ard to the required angle (see paragraph 
2.6.2. below) without its nose touching that surface. 
 
2.6.2. A second pair of load-cells shall be pl aced in a common horizontal plane on top of 
support structures, ready to receive the wheels of the second axle of the vehicle.  The 
support structures shall be sufficiently tall to generate a significant angle of 
inclination α (> 20°) for the vehicle.  The greater th e angle, the more accurate will be 
the calculation – see figure A3.3.  The vehicle is repositioned on the four load-cells, 
with the front wheels chocked to prevent the vehicle rolling forward.  Each steered 
wheel shall be set to its straight-ahead steer position. 
 
2.6.3. The individual load-cell readings shall be noted simultaneously and shall be used to 
check the total vehicle mass and centre of gravity position. 
 
2.6.4. The inclination of the tilting test shell be determined by the equation (see figure 
A3.3) 
⎟⎟
⎠⎞
⎜⎜
⎝⎛= α
1LHarcsin  
 
where: 
 
H  =   height difference between the footpr ints of the wheels of the first and second 
axles 
L1  =   the distance from centre of wheel's first and second axles 
 
2.6.5. The unladen kerb mass of the vehicle shall be checked as follows: 
 
Ftotal = F 1+F2+F3+F4 ≡ Ptotal ≡ Mk 
 
 20GSO STANDARD                                                                     GSO  /     
 
where: 
 
F1  =  reaction load on the load cell under the left hand wheel of the first axle 
F2  =  reaction load on the load cell under the right hand wheel of the first axle 
F3  =  reaction load on the load cell under the left hand wheel of the second axle 
F4  =  reaction load on the load cell under the right hand wheel of the second axle 
 
If this equation is not fulfilled the measurement shall be repeated and/or the 
manufacturer shall be asked to modify the value of the unladen kerb mass in the technical description of the vehicle. 
 
2.6.6. The height (h o) of the vehicle centre of gravity is given by: 
 
⎟⎟
⎠⎞
⎜⎜
⎝⎛ +−⎟⎟
⎠⎞
⎜⎜
⎝⎛
α+ =
total4 3
1 1 oPF FL ltg1r h  
where: 
r  =  height of wheel centre (on first axle) above the load cell top surface 
 
2.6.7. If the articulated vehicle is tested in separate sections, the centre of gravity position 
shall be established separately for each section. 
 
 
Figure A3.3  - Determination of height of centre of gravity 
 
 21GSO STANDARD                                                                     GSO  /     
 
Annex 2 
 
VIEWPOINTS ON THE STRUCTURAL DESCRIPTION OF THE 
SUPERSTRUCTURE 
 
1. General principles  
 
1.1. The manufacturer shall define unambiguously the superstructure of the bodywork 
(see figure A4.1, for example) and shall state: 
 
1.1.1. which bays contribute to the strength and energy absorption of the superstructure; 
 
1.1.2. which connecting elements between the bays contribute to the torsional stiffness of 
the superstructure; 
 
1.1.3. the mass distribution among the nominated bays; 
 
1.1.4. which elements of the superstructure are assumed as rigid parts. 
 
 
 
 
 
 
Figure A4. 1  - Derivation of the superstructure from the bodywork 
 
 
 
 
 22GSO STANDARD                                                                     GSO  /     
 
 
 
1.2. The manufacturer shall supply the following information about the elements of the 
superstructure: 
 
1.2.1. drawings, with all the significant geometrical m easurements necessary to produce the 
elements and to evaluate any change or alteration of the element; 
 
1.2.2. the material of the elements referred to national, or international standards; 
 
1.2.3. the joint technology between the structural  elements (riveted, bolted, glued, welded, 
type of welding, etc.). 
 
1.3. Every superstructure shall have at least two bays:  one in front  of the centre of 
gravity and one behind the centre of gravity. 
 
1.4. No information is required about any elements of the bodywork, which are not parts 
of the superstructure. 
 
2. Bays  
  
2.1. A bay is defined as a structural section of the superstructure forming a closed loop 
between two planes which are perpendicular to the vertical longitudinal centre plane 
(VLCP) of the vehicle.  A bay contains  one window (or door) p illar on each side of 
the vehicle as well as side wall elements, a section of the roof structure and a section 
of the floor and underfloor st ructure.  Every bay has a transverse centre plane (CP) 
perpendicular to the VLCP of the vehi cle and passing through the centre points (C p) 
of the window-pillars (see figure A4.2) 
 
2.2. The Cp is defined as a point at half window height and halfway across the pillar 
width.  If the C p of the left-side and right- side pillars of a bay are not in the same 
transverse plane, the CP of the bay is se t halfway between the tr ansverse planes of 
the two C p's. 
 
2.3. The length of a bay is measured in the direction of the longitudinal axis of the 
vehicle, and is determined by the distance between two planes perpendicular to the 
VLCP of the vehicle.  There are two limits  which define the length of a bay:  the 
window (door) arrangement, and the shape and construction of the window (door) 
pillars.) 
 
 23GSO STANDARD                                                                     GSO  /     
 
 
 
Figure A4. 2  - Definition of length of bays 
 
 
2.3.1. The maximum length of a bay is defi ned by the length of the two neighbouring 
window (door) frames  
 
()()b a21Wmaxj + = 
 
where: 
a = the length of the window (door) frame behind the jth pillar, and  
b = the length of the window (door) frame in front of the jth pillar 
 
If the pillars on opposite sides of the bay ar e not in one transverse plane, or the 
window frames on each side of the vehicle have different lengths (see figure A4.3), 
the overall length, W j of the bay is defined by: 
 
() () 2L b a21Wmin minmaxj − + =  
 
where: 
amin   =  the smaller value of a right side   or  a left side
 bmin  =  the smaller value of b right side   or  b left side     
 L      =  the longitudinal offset between the centrelines of the pillars 
on the left and right sides of the vehicle 
 
 24GSO STANDARD                                                                     GSO  /     
 
 
 
 
Figure A4. 3  - Definition of bay length when pillars on each side of the bay  
are not in one transverse plane 
 
 
2.3.2. The minimum length of a bay shall incl ude the whole window pillar (including its 
inclination, corner radii, etc.).  If the in clination and corner radii exceed half the 
length of the adjacent window then the next pillar shall be included in the bay. 
 
2.4. The distance between two bays shall be de fined as the distance between their CP's. 
 
2.5. The distance of a bay from the centre of grav ity of the vehicle shall be defined as the 
perpendicular distance from its CP to the vehicle centre of gravity. 
 
3. Connecting structures between the bays  
 
3.1. The connecting structures between bays sha ll be clearly defined in the superstructure. 
 These structural elements fall into two distinct categories: 
 
3.1.1. The connecting structures which form part  of the superstructure.  These elements 
shall be identified by the manufacturer, in this design submission: they include: 
 
3.1.1.1. side-wall structure, roof structure, fl oor structure, which connect several bays, 
 
3.1.1.2. structural elements which reinforce one or more bays; for example, boxes under 
seats, wheel arches, seat structures connecting side-wall to floor, kitchen, wardrobe 
and toilet structures. 
 
 25GSO STANDARD                                                                     GSO  /     
 
3.1.2. The additional elements which do not contribute to the structural strength of the 
vehicle but which may intrude  into the residual space, for example: ventilation ducts, 
hand luggage boxes, heating ducts. 
 
4. Mass distribution  
 
4.1. The manufacturer shall clearly define the portion of the mass of the vehicle attributed 
to each of the bays of the superstructure .  This mass distribution shall express the 
energy absorbing capability and load bearing capacity of each bay. The following 
requirements shall be met when defining the distribution of  mass: 
 
4.1.1. the sum of the masses attributed to each bay shall be related to the mass M of the 
complete vehicle: 
 
M ) (mn
1 jj≥∑
= 
  
where: 
 
mj  =  the mass attributed  to the jth bay 
n    =  the number of bays in the superstructure 
M  =  M k, unladen kerb mass; or, 
      =  M t, total effective vehicle mass, as appropriate   
 
4.1.2. the centre of gravity of the distributed masses shall be in the same position as the 
centre of gravity of the vehicle: 
 
0 ) l (mjn
1 jj=∑
= 
 
where: 
 
lj  =  the distance of the jth bay from the centre of gravity of the vehicle 
       (see paragraph 2.3.). 
lj  is positive, if the bay is in front of the centre of gravity and negative if it is 
behind it. 
 
4.2. The mass " m j" of each bay of the superstructure shall be defined by the 
manufacturer, as follows: 
 
 26GSO STANDARD                                                                     GSO  /     
 
4.2.1. the masses of the components of the "jth" bay shall be related to its  mass "m j" by: 
 
js
1 kjkm m≥∑
= 
where: 
mjk  =  the mass of each component of the bay 
s      =  the number of individual masses on the bay 
4.2.2. the centre of gravity of the component masses of a bay shall have the same transverse 
position inside the bay as the bay's centre of gravity (see figureA4.4): 
 
0 z m y mks
1 kjk ks
1 kjk ≡ ≡∑ ∑
= = 
where: 
yk  =  the distance of the kth mass component of the bay from the axis "Z" 
        (see figure A4.4). 
yk will have a positive value on one side of the axis and a negative value on the 
other side.  
zk  =  the distance of the kth mass component of the bay from the axis "Y", 
zk will have a positive value on one side of  the axis and a negative value on the 
other side. 
 
4.3. In the case where occupant restraints are part of the vehicle specification, the 
occupant mass attributed to a bay shall be a ttached to that part of the superstructure 
which is designed to absorb seat and occupant loadings.  
 
 
 27GSO STANDARD                                                                     GSO  /     
 
 
 
 
Figure A4.4  - Distribution of mass in the cross section of a bay 
 
 
 
 28GSO STANDARD                                                                     GSO  /     
  
 
Annex 3 
 
ROLLOVER TEST AS THE BASIC APPROVAL METHOD 
 
1. The tilting bench  
 
1.1. The tilting platform shall be sufficiently ri gid and the rotation sufficiently controlled 
to ensure simultaneous lifting of the axles of  the vehicle with a difference of less than 
1o in the platform's tilt angles measured below the axles. 
 
1.2. The height difference between the horiz ontal lower plane of the ditch (see 
figure.A5.1) and the plane of the tilting plat form on which the bus is standing, shall 
be 800 ±  20 mm. 
 
1.3. The tilting platform, related to the ditch, sh all be placed as follo ws (see figure A5.1): 
 
1.3.1. the axis of its rotation is max 100 mm from the vertical wall of the ditch; 
 
1.3.2. the axis of the rotation is max 100 mm below the plane of the horizontal tilting 
platform. 
 
 
 max max 
 max  
Figure A5.1  - Geometry of the tilting bench 
 
 
1.4. Wheel supports shall be applied at the wheels being close to the axis of rotation 
against sliding of the vehicle sideways when tilting it.  The main characteristics of the wheel supports (see figure A5.1) shall be: GSO STANDARD                                                                     GSO  /     
  
  
 
 
1.4.1. dimensions of the wheel support: 
 
Height shall not be greater than tw o-thirds of the distance between the 
surface on which the vehicle stands be fore it is tilted and part of the 
rim of the wheel which is nearest to the surface 
Width   20 mm 
Edge radius   10 mm 
Length   500 mm minimum; 
 
1.4.2. the wheel supports at the widest axle shall be placed on the tilting platform so that 
the side of the tyre is at maximum 100 mm from the axis of rotation; 
 
1.4.3. the wheel supports at the othe r axles shall be adjusted so that the vertical longitudinal 
centre plane (VLCP) of the vehicle shall be parallel to the axis of rotation. 
 
1.5. The tilting platform shall be constructed to prevent the vehicle moving along its 
longitudinal axis.  
 
1.6. The impact area of the ditch shall have a horizontal, uniform, dry and smooth 
concrete surface. 
 
2. Preparation of test vehicle  
 
2.1. The vehicle to be tested need not be in a fully finished, "ready for operation" 
condition. Generally, any alteration from the fully finished cond ition is acceptable if 
the basic features and behaviour of the supe rstructure are not influenced by it.  The 
test vehicle shall be the same as its fully finished version in respect of the following: 
 
2.1.1. the position of the centre of gravity, the to tal value of vehicle mass (unladen kerb 
mass, or total effective vehicle mass where restraints are fitted) and the distribution 
and location of masses, as declared by the manufacturer. 
 
2.1.2. all of those elements which – according to the manufacturer - contribute to the 
strength of the superstructure  shall be installed in their original position (see Annex 2 
to this Regulation). 
 
2.1.3. elements, which do not contribute to the strength of the superstructure and are too 
valuable to risk damage (e.g. drive chain, dashboard instrumentation, driver's seat, kitchen equipment, toilet equipment, etc.) can be replaced by additional elements equivalent in mass and method of installa tion.  These additional elements must not 
have a reinforcing effect on the strength of superstructure. 
 
2.1.4. fuel, battery acid and other combustible, explosive or corrosive materials may be 
substituted with other materials provided that the conditions of paragraph 2.1.1. are 
met. 
 
 30GSO STANDARD                                                                     GSO  /     
  
 
2.1.5. In the case where occupant restraint devices  are part of the vehicle type, a mass shall 
be attached to each seat fitted with an o ccupant restraint following one of these two 
methods, at the choice of the manufacturer: 
 
2.1.5.1.  First  method: That mass shall be: 
 
2.1.5.1.1  50 per cent of the individual occupant mass (M mi) of 68 kg, 
 
2.1.5.1.2.  placed to have its centre of gravity  100 mm above and 100 mm forward of the R 
point of the seat as defined in Regulation No. 21, Annex 3. 
 
2.1.5.1.3.  fixed rigidly and securely so that it does not break away during the test. 
 
2.1.5.2 Second method:  That mass shall be  
 
2.1.5.2.1 an anthropomorphic ballast with a mass of 68 kg and shall be restrained with a 2 
point safety-belt.  The ballast must allow guiding and positioning for safety-belts. 
 
2.1.5.2.2. placed to have its centre of gravity and dimensioning according to figure A5.2. 
 
2.1.5.2.3. fixed rigidly and securely so that it does not break away during the test. 
 
 
chest breadth ≈ 315-322 mm 
waist breadth ≈ 290-310 mm 
hip breadth ≈  325-342 mm TOTAL MASS: 68 kg
(100)
(100)200630620
230220-24015°
C.G.
R
25090°
 
 
Figure A5.2 .-Dimensions for the anthropomorphic ballast 
 
2.2. The test vehicle shall be prepared as follows: 
 
2.2.1. tyres shall be inflated to the pressure prescribed by the manufacturer. 
 
2.2.2. the suspension system of the vehicle shall be blocked, i.e. the axles, the springs 
and the suspension elements of the vehi cle shall be fixed in relation to the 
bodywork.  The floor height above the horizontal tilting platform shall be 
according to the manufacturer's  
 31GSO STANDARD                                                                     GSO  /     
  
  
 
specification for the vehicle, dependent on whether it is loaded to unladen kerb mass or total vehicle mass. 
 
2.2.3. every door and opening window of the vehicle shall be closed but not locked. 
 
2.3. The rigid sections of an articulated ve hicle may be tested separately or in 
combination. 
 
2.3.1. For testing the articulated sections as a co mbination, the sections of the vehicle shall  
be fixed to each other in such a way that, 
 
2.3.1.1. there is no relative movement between them during the roll-over process. 
 
2.3.1.2. there is no significant change in mass distribution and centre of gravity positions. 
 
2.3.1.3. there is no significant change in the strength and deformation capability of the 
superstructure. 
 
2.3.2. For testing  the articulated sections separately, the single-axle sections shall be 
attached to an artificial support which k eeps them in fixed relation to the tilting 
platform during its movement from the horiz ontal to the point of roll-over.  This 
support shall meet the following requirements: 
 
2.3.2.1. it shall be fixed to the structure in such a way that it does not cause either 
reinforcement or extra additional load to the superstructure. 
 
2.3.2.2. it shall be constructed so that it does not  suffer any deformation which could change 
the direction of the rollover of the vehicle. 
 
2.3.2.3. its mass shall be equal to the mass of thos e elements, parts of the articulated joint, 
which nominally belong to the section being tested, but which are not placed on it (e.g. turntable and its floor, handholds, rubber sealing curtains, etc.). 
 
2.3.2.4. its centre of gravity shall have the same height as the common centre of gravity of 
those parts which are listed in paragraph 2.3.2.3. 
 
2.3.2.5. it shall have an axis of rotation  paralle l to the longitudinal axis of the multi-axle 
section of the vehicle, and passing through the points of  contact of the tyres of that 
section. 
 
3. Test procedure, test process  
 
3.1. The rollover test is a very rapid, dynamic process having distinguishable stages, 
should be taken into consideration when a rollover test, its instrumentation and  
measurement are planned. 
 
3.2. The vehicle shall be tilted without ro cking and without dynamic effects until it 
reaches unstable equilibrium and commences its rollover.  The angular velocity of 
 32GSO STANDARD                                                                     GSO  /     
  
 
the tilt platform shall not exceed 5 degrees/sec. (0.087 radians/sec). 
 
3.3. For inside observation high-speed phot ography, video, deformable templates, 
electrical contact sensors or other suitable means shall be used to determine that the requirements of paragraph 5.1. of this Regul ation has been met.  This shall be 
verified at any places of the passenger, driver's and crew compartment where the 
residual space seems to be endangered, the ex act positions being at the discretion of 
the technical service.  At least two positions , nominally at the front and rear of the 
passenger compartment shall be used. 
 
3.4. Outside observation and recording of the rollover and deformation process is 
recommended, which means the following: 
 
3.4.1. two high-speed cameras - one at the front and another at the rear .  They should be 
located far enough from the front and r ear wall of the vehicle to produce a 
measurable picture, avoiding wide-angle distor tion.  in  the shaded area, as  shown in 
figure A5.2a. 
 
3.4.2. he position of the centre of gravity and the contour of the superstructure (see 
figure A5.2b), is marked by stripes and bands  to ensure correct measurements on the 
pictures. 
 
 
Figure A5.3a  - Recommended field of view of outside camera 
 33GSO STANDARD                                                                     GSO  /     
  
  
 
 
 
Figure A5.3b  - Recommended marking of the centre of gravity position 
and the contour of the vehicle 
 
4. Documentation of the rollover test  
 
4.1. Detailed description of the tested vehi cle shall be given by the manufacturer in 
which: 
 
4.1.1. all the deviations between the fully fini shed vehicle type in running order and the 
tested vehicle are listed. 
 
4.1.2. the equivalent substitution (in respect of  mass, mass distribution and installation) 
shall be proved in every case, when structural parts, units are substituted by other units or masses. 
 
4.1.3. there is a clear statement of the position of  centre of gravity in the tested vehicle 
which may be based on measurements carried out on the test vehicl e when it is ready 
for test, or a combination of measurement (carried out on the fully finished vehicle 
type) and calculation based on the mass substitutions. 
 
4.2. The test report shall contain all the data  (pictures, records, drawings, measured 
values, etc.) which show: 
 
4.2.1. that test was carried out according to this annex; 
 
4.2.2. that the requirements given in paragra phs 5.1.1. and 5.1.2. of this  Regulation are met 
(or not); 
 
 34GSO STANDARD                                                                     GSO  /     
  
 
4.2.3. the individual evaluation of inside observations; 
 
4.2.4. all the data and information needed for the identification of the vehicle type, the test 
vehicle, the test itself, and the personnel responsible for the test and its evaluation. 
 
4.3. It is recommended to document in the test report the centre of gravity's highest and 
lowest position related to the ground level of the ditch. 
 
 
 
 35GSO STANDARD                                                                     GSO  /     
 
  
Annex 4 
 
ROLLOVER TEST USING BODY SECTIONS  AS AN EQUIVALENT APPROVAL 
METHOD 
 
1. Additional data and information  
 
 If the manufacturer chooses this method of  testing, the following information shall be 
given to the technical service in addition to  the data, information and drawings listed 
in paragraph 3. of this Regulation: 
 
1.1. drawings of the body sections to be tested; 
 
1.2. verification of the validity of the distri bution of masses given in Annex 2, paragraph 
4., upon successful completion of the body section rollover tests; 
 
1.3 the measured masses of the body sections to  be tested, and verification that their 
centre of gravity positions are the same as th at of the vehicle with unladen kerb mass 
if not fitted with occupant restraints, or w ith total effective vehicle mass if occupant 
restraints are fitted. (Presentation of measuring reports) 
 
2. The tilting bench  
 
 The tilting bench shall meet the requirements given in Annex 3, paragraph 1. 
 
3. Preparation of body sections  
 
3.1. The number of the body sections to be te sted shall be determined by the following 
rules: 
 
3.1.1. all the different bay c onfigurations which are part of the superstructure shall be tested 
in at least one body section; 
 
3.1.2. every body section shall have at least two bays; 
 
3.1.3. in an artificial body section  (see paragra ph 2.27. of this Regulation) the ratio of the 
mass of any one bay to any other bay shall not exceed 2; 
 
3.1.4. the residual space of the whol e vehicle shall be well represented in the body sections, 
including any peculiar combinations arising from the vehicles bodywork 
configuration; 
 
3.1.5. the whole roof structure shall be well re presented in the body sections if there are 
local specialities, like changing height, air condition installation, gas tanks, luggage carrier, etc. 
 
3.2. The bays of the body section shall be exac tly the same structurally as they are 
represented in the superstructure, as regards shape, geometry, material, joints. 
 GSO STANDARD                                                                     GSO  /     
 
3.3. The connecting structures between the bays shall represent the manufacturer's 
description of the superstructure (see Annex 2, paragraph 3.) and the following rules 
shall be considered: 
 
3.3.1. in the case of an original body section ta ken directly from the actual vehicle layout, 
the basic and the additional connecting stru ctures (see Annex 2 paragraph 3.1.) shall 
be the same as that of the vehicle superstructure; 
 
3.3.2. in the case of an artificial body section, the connecting structures sh all be  equivalent 
in terms of strength, stiffness and behaviour to that of the vehicle superstructure; 
 
3.3.3. those rigid elements which are not part of the superstructure but which  can encroach 
on the residual space during deformation, shall be installed into the body sections; 
 
3.3.4. the mass of the connecting structures sha ll be included in the mass distribution, in 
terms of attribution to a particular bay and distribution within that bay. 
 
3.4. The body sections shall be equipped with artificial supports, to provide the same 
centre of gravity positions and axis of rotation for them on the tilting platform as that of the complete vehicle.  The supports shall meet the following requirements: 
 
3.4.1. they shall be fixed to the body section in such a way that they do not provide either 
reinforcement or extra additional load on the body section; 
 
3.4.2. they shall be sufficiently strong and rigi d to resist any deformation which could 
change the direction of the body section motion during the tilting and rollover process; 
 
3.4.3. their mass shall be included in the mass di stribution and centre of gravity position of 
the body section. 
 
3.5. The distribution of mass in the body sec tion shall be arranged with the following 
considerations: 
 
3.5.1. the whole body section  (bays, connecting st ructures, additional structural elements, 
supports) shall be considered when checking the validity of equations 5 and 6, in   
 Annex 2, paragraph 4.2.; 
 
3.5.2. any masses attached to the bays (see paragraph 4.2.2. and figure 4 of Annex 2) shall 
be placed and fixed to the body section in  such a way that they do not cause 
reinforcement or additional load or  limitation of the deformation. 
 
3.5.3. In the case where occupant restraints ar e part of the vehicle type, the occupant 
masses shall be considered as described in Annex 2 and Annex 3.  
 
 37GSO STANDARD                                                                     GSO  /     
 
 
4. Test procedure 
 
 The test procedure shall be the same as described in paragraph 3. of Annex 3 for a 
complete vehicle. 
 
5. Evaluation of the tests  
 
5.1. The vehicle type shall be approved if a ll the body sections pass the rollover test and 
equations 2 and 3 in paragraph 4. of Annex 2 are fulfilled. 
 
5.2. If one of the body sections fails the test, the vehicle type shall not be approved. 
 
5.3. If a body section passes the rollover test, each of the bays which form that body 
section are considered to have passed the rollover test, and the result can be quoted 
used in future applications for approval,  provided that the ratio of their masses 
remains the same in the subsequent superstructure . 
 
5.4. If a body section fails the rollover test, all the bays within that body section shall be 
considered to have failed the test even if the residual space is invaded in only one of the bays. 
 
6. Documentation of body section rollover tests  
 
 The test report shall contain all the data necessary to demonstrate: 
 
6.1. The construction of the tested body sections (dimensions, materials, masses, centre of 
gravity position, construction methods). 
 
6.2. that the tests were carried out according to this annex 
 
6.3. whether, or not, the requirements - given in paragraph 5.1. of this Regulation - are 
met 
 
6.4. the individual evaluation of the body sections and their bays. 
 
6.5. the identity of the vehicle type, its supers tructure, the tested body sections, the tests 
themselves and the personnel responsible for the tests and their evaluation. 
 
 
 
 38GSO STANDARD                                                                     GSO  /     
 
Annex 5 
 
QUASI- STATIC LOADING TEST OF BODY SECTIONS AS AN EQUIVALENT 
APPROVAL METHOD 
 
1. Additional data and information  
 
 This method of testing uses body sections as  test units, each one built up from at least 
two bays of the vehicle under appraisal, connected together with representative 
structural elements.  If the manufacturer chooses this method of  testing, the following 
additional information shall be supplied to the technical service, in addition to the 
data, and drawings listed in paragraph 3.2. of this Regulation: 
1.1. drawings of the body sections to be tested. 
 
1.2. energy values to be absorbed by the individual bays of the superstructure, as well as 
the energy values belonging to the body sections to be tested. 
 
1.3. verification of the energy requirement, see paragraph 4.2. below, upon completion of 
successful quasi-static loading tests of body sections. 
 
2. Preparation of body sections  
 
2.1. The manufacturer shall consider the requi rements given in annex 4, paragraphs 3.1., 
3.2., and 3.3., when designing and producing the body sections for test. 
 
2.2. The body sections shall be equipped with  the residual space profile, at positions 
where it is considered that the pillars or ot her structural elements are likely to intrude 
as a result of the expected deformation. 
 
3. Test procedure  
 
3.1. Each body section to be tested shall be firm ly and securely attached to the test bench 
through a rigid underframe structure in such a way that, 
 
3.1.1. local plastic deformation shall not occur around the attachment points; 
 
3.1.2. the location and method of attachment sha ll not inhibit the form ation and working of 
expected plastic zones and hinges. 
 
3.2. For application of the load to the body section, the following rules shall be 
considered: 
 
3.2.1. the load  shall be evenly distributed on the cantrail, through a rigid beam, which is 
longer than the cantrail to simulate the ground in a rollover test, and which  follows 
the geometry of the cantrail. 
 
 39GSO STANDARD                                                                     GSO  /     
 
3.2.2. the direction of the applied load (see figur e A7.1) shall be related to the longitudinal 
vertical centre plane of the vehicle and its inclination ( α) shall be determined as 
follows: 
 
⎟⎟
⎠⎞
⎜⎜
⎝⎛− =
cH800arcsin 900α  
 
where: 
 
Hc  =  the cantrail height (in  mm) of the vehicle measured from the horizontal 
plane 
          on which it is standing. 
 
 
 
 
Figure A7.1  - Application of load to the body section 
 
3.2.3. the load shall be applied to the beam at the centre of gravity of the body section 
derived from the masses of its bays and th e structural elements connecting them.  
Using the symbols of Figure A.7.1, th e position of the body section can be 
determined by the following formula: 
∑∑
===s
1 iis
1 ii i
CG
ml m
l 
where: 
 
s  =    the number of the bays in the body section 
mi  =  the mass of the ith bay 
 40GSO STANDARD                                                                     GSO  /     
 
li    =  the distance of the centre of gravity of  the ith bay from a selected pivot point 
(the central plane of Bay(1) in figure A7.1) 
lCG  = the distance of the centre of grav ity of the body section from the same 
selected pivot point. 
 
3.2.4. the load shall be increased gradually, taking measurements of the associated 
deformation at discrete intervals until the ultimate deformation (d u ) when the 
residual space is invaded by one of the elements of the body section. 
 
3.3. When plotting the load-deflection curve: 
 
3.3.1. the frequency of measurement shall be such as to produce  a continuous curve (see 
figure A.7.2). 
 
3.3.2. the values of load and deformation shall be measured simultaneously. 
 
3.3.3. the deformation of the loaded cantrail shall be measured in the pl ane and direction of 
the applied load. 
 
3.3.4. both load and deformation shall be measured to an accuracy of ± 1 per cent. 
 
4. Evaluation of test results  
 
4.1. From the plotted load-deformation cu rve the actual energy absorbed by the body 
section (E BS) shall be expressed as the area below the curve (see figure A.7.2). 
 41GSO STANDARD                                                                     GSO  /     
 
 
 
Figure A7. 2   -   Absorbed energy for the body section, derived from the measured 
load-deformation curve 
 
4.2. The minimum energy required to be absorbed by the body section (E min) shall be 
determined as follows: 
 
4.2.1. the total energy (E T) to be absorbed by the superstructure is: 
 
ET = 0.75 M g Δ h 
 
where: 
 
M  = M k, unladen kerb mass of the vehicle if there are no occupant restraints; or, 
Mt, total effective vehicle mass when occupant restraints are fitted, 
g    = gravitational constant, 
Δh  = the vertical movement (in metres) of the vehicle centre of gravity during a 
rollover 
test, as determined in appendix 1 to this annex. 
 
 42GSO STANDARD                                                                     GSO  /     
 
4.2.2. the total energy "E T" shall be distributed among the bays  of the superstructure in the 
proportions of their masses: 
MmE Ei
T i=  
where: 
Ei  =  the absorbed energy by the "ith" bay 
mI  =  mass of the "ith" bay, as determined in annex 2, paragraph 4.1 
 
4.2.3. the minimum energy required to be absorbed by the body section ( Emin) is the sum of 
the energy of the bays comprising the body section: 
 
∑
==S
1 ii min E E 
 
4.3. The body section passes the loading test, if: 
 
EBS  ≥ Emin
 
In this case, all the bays which form that  body section are considered to have passed 
the quasi-static loading test and these resu lts can be quoted in future requests for 
approval provided that the component bays are not expected to carry a greater mass 
in the subsequent superstructure. 
4.4. The body section fails the loading test if: 
 
EBS  < Emin
In this case all the bays which form that body section are considered to have failed the test even if the residual space is invaded in only one of the bays. 
4.5. The vehicle type shall be approved if a ll the required body sections pass the loading 
test. 
 
5. Documentation of body section quasi-static loading tests  
 
The test report shall follow the form and content of Annex 4, paragraph 6. 
 
 43GSO STANDARD                                                                     GSO  /     
 
Annex 5 - Appendix 1 
 
DETERMINATION OF THE VERTICAL MOVEMENT OF THE CENTRE OF 
GRAVITY DURING ROLLOVER 
 
The vertical movement ( Δh) of centre of gravity related to th e rollover test may be determined by 
the graphical method shown below.  
 
1. Using scaled drawings of the cross-sec tion of the vehicle, the initial height (h 1) of the 
centre of gravity (position 1) above the lower plane of the ditch is determined for  the 
vehicle standing at its point of unstabl e equilibrium on the tilting platform (see 
Figure A7.A1.1). 
 
2. Using the assumption that the vehicle cr oss-section rotates around the edge of the 
wheel supports, (point A in Figure A7.A1.1) the vehicle cross-section is drawn with 
its cantrail just touching the lower plane of  the ditch (see Figure A7.A1.2).  In this 
position the height (h 2) of the centre of gravity (positi on 2) relative to the lower plane 
of the ditch is determined.  
 
 
 
 
 
 44GSO STANDARD                                                                     GSO  /     
 
Figure A7.A1.1  
 
 
 
 
 
 
Figure A7.A1.2  - Determination of the vertical movement of the vehicle centre of gravity 
 
 
3. The vertical movement of the centre of gravity ( Δh) is,  
 
Δh = h 1 – h 2 
 
4. If more than one body section is tested  and each body section has a different final 
deformed shape, the vertical m ovement of centre of gravity ( Δhi) shall be determined 
for each body section and the combined mean value ( Δh) is taken as, 
 
∑
==k
1 iiΔhk1Δh  
 
where: 
 
Δhi  =  the vertical movement of the centre of gravity of the ith body section, 
k        =  the number of body sections tested. 
 
 
 45GSO STANDARD                                                                     GSO  /     
 
Annex 6 
 
QUASI-STATIC CALCULATION BASED ON TESTING OF COMPONENTS AS AN 
EQUIVALENT APPROVAL METHOD 
 
1. Additional data and information  
 
 If the manufacturer chooses this test method, the following information shall be 
given to the technical service,  in addition to the data and drawings listed in paragraph 
3.2. of this Regulation: 
 
1.1. The location of plastic zones (PZ) and plastic hinges (PH) in the superstructure; 
 
1.1.1. all the individual PZ's and PH's shall be  uniquely identified on the drawing of the 
superstructure in their geometrically defined locations (see figure A.8.1.) 
 
1.1.2. structural elements between the PZ's and PH 's can be treated as rigid or elastic parts 
in the calculation, and their length shall be determined by their actual dimensions in 
the vehicle. 
 
1.2. The technical parameters of PZ's and PH's; 
 
1.2.1. the cross-sectiona l geometry of the structural elements in which the PZ's and PH's are 
located. 
 
1.2.2. the type and direction of loading applied to each PZ and PH. 
 
1.2.3. the load-deformation curve of each PZ and PH as described in appendix 1 of this 
annex. The manufacturer may use either the static, or the dynamic characteristics of 
the PZ's and PH's for the calculation but shall not mix static and dynamic 
characteristics in one calculation. 
 
 
 46GSO STANDARD                                                                     GSO  /     
 
 
 
Figure A8. 1  - Geometrical parameters of plastic hinges on a bay 
 
1.3. A statement of the total energy (E T) to be absorbed by the superstructure, using the 
formula stated in paragraph 3.1. below. 
 
1.4. A brief technical description of the algor ithm and computer program which are used 
for the calculation. 
 
2. Requirements for the quasi-static calculation  
 
2.1. For the calculation, the comple te superstructure shall be  mathematically  modelled as 
a load-bearing and deformable structure, taking account of the following: 
 
2.1.1. the superstructure shall be modelled as a single loaded unit containing deformable 
PZ's and PH's, connected by appropriate structural elements. 
 
2.1.2. the superstructure shall have the actua l dimensions of the bodywork.  The inner 
contour of the side-wall pillars and roof structure shall be used when checking the 
residual space. 
 
2.1.3. the PH's shall utilise the actual dimensions of the pillars and structural elements on 
which they are located (see Appendix 1 of this annex). 
 
2.2. The applied loads in the calculation shall meet the following requirements: 
 
 47GSO STANDARD                                                                     GSO  /     
 
2.2.1. the active load shall be applied in the transverse plane containing the centre of 
gravity of the superstructure (vehicle) which is perpendicular to the vertical 
longitudinal centre plane (VLCP) of the vehi cle.  The active load shall be applied on 
the cantrail of the superstructure through an absolutely rigid load application plane, 
which extends in both directions beyond the cantrail and any adjacent structure. 
2.2.2. At the beginning of the simulation the load  application plane shall touch the cantrail 
at its most distant part from the vertical  longitudinal central plane.  The contact 
points between the load application plane a nd the superstructure shall be defined to 
ensure an exact load transfer. 
 
2.2.3. the active load shall have an inclination α related to the vertical longitudinal centre 
plane of  the vehicle (see figureA.8.2). 
 
⎟⎟
⎠⎞
⎜⎜
⎝⎛− =
cH800arcsin 900α  
 
where: 
 
 Hc  =  the cantrail height (in  mm) of the vehicle measured from the horizontal plane 
on 
           which it is standing. 
 
The direction of action of the active load shall not be changed during the calculation. 
 
2.2.4. the active load shall be increased by small incremental steps and the whole structural 
deformation shall be calculated at every lo ading step.  The number of loading steps 
shall exceed 100 and the steps shall be quasi-equal. 
 
2.2.5. during the deformation proce ss the load application plane may, in addition to parallel 
translation, be allowed to  rotate around the axis of intersection of the load 
application plane with the transverse  plan e containing the centre of gravity, in order 
to follow the asymmetric deformation of the superstructure. 
 
2.2.6. the passive (supporting) forces shall be applied on the rigid underfloor structure 
causing no influence on the structural deformation. 
 
 
 48GSO STANDARD                                                                     GSO  /     
 
 
 
 
Figure A8. 2  - Load application to the superstructure 
 
 
2.3. The algorithm of the calculation and the co mputer program shall meet the following 
requirements: 
 
2.3.1. the program shall take account of non-linear ities in the PH characteristics and large 
scale structural deformations. 
 
2.3.2. the program shall accommodate the working range of PH's and PZ's and shall stop 
the calculation if the deformation of  PH's  exceeds the validated working range (see 
Appendix 1 of this annex). 
 
2.3.3. the program shall be able to calculate th e total energy absorbed by the superstructure 
at every incremental load step. 
 
2.3.4. at every incremental load step, the program shall be able to demonstrate the deformed 
shape of the bays forming the superstruc ture, and the position of every rigid part 
which may intrude into the residual sp ace.  The program shall identify the 
incremental load step at which the residua l space is first invaded by any of the rigid 
structural parts. 
 
 49GSO STANDARD                                                                     GSO  /     
 
2.3.5. the program shall be able to detect and identify the incremental load step at which 
overall collapse of the superstructure be gins; when the superstructure becomes 
unstable and deformation continues without an increase of the load. 
 
3. Evaluation of the calculation  
 
3.1. The total energy (E T) to be absorbed by the superstructure shall be determined as 
follows: 
 
ET = 0.75 M. .g .Δh 
 
where: 
 
M  =  M k the unladen kerb mass of the vehicle, if there are no restraints, or 
          M t the total effective vehicle mass when occupant restraints are fitted 
G  =  the gravitational constant 
Δh  =  the vertical movement (in metres) of the vehicle centre of gravity during a 
rollover test, as determined in Appendix 1 of Annex 5 
 
3.2. The absorbed energy (E a) of the superstructure is calculated at the incremental load 
step at which the residual space is first touched by any of the rigid structural parts. 
 
3.3. The vehicle type shall be approved if    E a ≥ ET
 
4. Documentation of quasi-static calculation  
 
 The calculation report shall contain the following information: 
 
4.1. detailed mechanical description of the superstructure containing the location of PZ's 
and PH's and defining the rigid and elastic parts, 
 
4.2. data obtained from the tests and the resultant graphs, 
 
4.3. a statement of whether or not the requirement of paragraph 5.1. of this Regulation are 
met, 
 
4.4. identification of the vehicle type and the personnel responsible for the tests, the 
calculations, and the evaluation. 
 
 
 50GSO STANDARD                                                                     GSO  /     
 
Annex 6 - Appendix 1 
 
CHARACTERISTICS OF PLASTIC HINGES 
 
1. Characteristic curves  
 
The general form of a Plastic Zone (PZ)  characteristic curve is a non-linear load-
deformation relationship measured on struct ural parts of the vehicle in laboratory 
tests. 
Plastic Hinge characteristic curves are a bending moment (M) - rotational angle ( ϕ) 
relationship.  The general form of a PH ch aracteristic curve is shown in Figure A.8. 
A.1. 
 
 
 
 
Figure A8. A1.1  - Characteristic curve for a plastic hinge 
 
2. Aspects of deformation ranges  
 
2.1. The "measured range" of the PH characteris tic curve is  the range of deformation 
over which measurements have been made .  The measured range may contain the 
fracture, and/or the rapid hardening range.  Only values of the PH characteristics 
which appear in the measured range shall be used in the calculation. 
 
2.2. The "working range" of the PH character istic curve is the range covered by the 
calculation.   
 
 51GSO STANDARD                                                                     GSO  /     
 
The working range shall not exceed the measured range, and may contain the 
fracture, but not the rapid-hardening range. 
 52GSO STANDARD                                                                     GSO  /     
 
2.3. The PH characteristics to be used in the calculation shall contain the M- ϕ curve in 
the measured range.  
 
3. Dynamic Characteristics  
 
 There are two kinds of PH and PZ charact eristics:  quasi-static and dynamic.  The 
dynamic characteristics of a PH may be determined in two ways: 
 
3.1. by dynamic impact testing of the component. 
 
3.2. by using a dynamic factor K d to transform the quasi-static PH characteristics. 
This transformation means that  the values of the quasi-static bending moment may be 
increased by K d.
 
For steel structural elements K d  =  1.2 may be used without laboratory test. 
 
 
 
 
 
Figure A8. 1A. 2  - Derivation of plastic hinge dynamic characteristics from the static curve 
 
 
 
 53GSO STANDARD                                                                     GSO  /     
 
Annex 7 
 
COMPUTER SIMULATION OF ROLLOVER TEST ON COMPLETE VEHICLE AS 
AN EQUIVALENT APPROVAL METHOD 
 
1. Additional data and information  
 
 The superstructure may be shown to meet  the requirements specified in paragraphs 
5.1.1. and 5.1.2. of this Regulation by a com puter simulation method approved by the 
technical service. 
 If the manufacturer chooses this testi ng method, the following information shall be 
supplied to the technical service in addition to the data, and drawings listed in 
paragraph 3.2. of this Regulation; 
 
1.1. A description of the applied simulati on and calculation method which has been 
utilised,  and clear precise identification of the analysis software, including at least, its producer, its commercial name, the vers ion used and contact details of the 
developer. 
 
1.2. The material models and the input data utilized. 
 
1.3. The values for defined masses, centre of gr avity and the moments of inertia used in 
the mathematical model. 
 
2. The mathematical model  
 
 The model shall be capable of describing the real physical behavior of the rollover 
process, in accordance with Annex 3.  The mathematical model shall be constructed, 
and assumptions prescribed, in such a wa y that the calculation gives conservative 
results.  The model shall be built up with the following considerations: 
2.1. the technical service may require tests to be carried out on the actual vehicle structure 
to prove the validity of the mathematical model and to verify the assumptions made 
in the model. 
 
2.2. the total mass and the centre of gravity pos ition used in the mathematical model shall 
be identical to those of the vehicle to be approved. 
 
2.3. the mass distribution in the mathematical model shall correspond to  the vehicle to be 
approved.  Moments of inertia used in the mathematical model shall be calculated on 
the basis of this mass distribution.  
 
3. Requirements for the algorithm and simulation program, and for computing 
equipment  
 
3.1. The position of the vehicle in unstable e quilibrium at point of rollover, and the 
position at first contact with the ground shall be specified.  The simulation 
program may start at the  
 54GSO STANDARD                                                                     GSO  /     
 
unstable equilibrium position, but shall start,  at the latest, at the point of first 
contact with the ground. 
 
3.2. The initial conditions at the point of firs t contact with the ground shall be defined 
using the change of potential energy from the unstable equilibrium position. 
 
3.3. The simulation program shall run, at least, until the maximum deformation is 
reached. 
 
3.4. The simulation program shall produce a stable solution, in which the result is 
independent of the incremental time step. 
 
3.5. The simulation program shall be able to  calculate the energy components for the 
energy balance at every incremental time step. 
 
3.6. Non-physical energy components introdu ced by the process of mathematical 
modelling (for example, "hourglass" and internal damping) shall not exceed 5 per 
cent of the total energy at any time. 
 
3.7. The friction coefficient used at the ground contact shall be validated with physical 
test results, or the calculation shall prove that the friction coefficient chosen produces conservative results. 
 
3.8. All the possible physical contacts between pa rts of the vehicle shall be taken into 
account in the mathematical model. 
 
4. Evaluation of the simulation  
 
4.1. When the stated requirements for the simulation program are met, the simulation of 
the changes in geometry of the interi or structure and comparison with the 
geometrical shape of the resi dual space can be evaluated as defined in the paragraphs 
5.1. and 5.2. of this Regulation. 
 
4.2. If the residual space is not infringed during the rollover simulation, the approval shall 
be granted. 
 
4.3. If the residual space is infringed during th e rollover simulation, the approval shall be 
refused. 
 
5. Documentation  
 
5.1. The report on the simulation shall contain the following information: 
 
5.1.1. all the data and information stated in paragraph 1. of this annex, 
 
5.1.2. a drawing showing the mathematical model of the superstructure, 
 
 55GSO STANDARD                                                                     GSO  /     
 
5.1.3. a statement of the values of angle, velo city, and angular velocity at the unstable 
equilibrium position of the vehicle and at  the position of first contact with the 
ground, 
 
5.1.4. a table of the value of the total energy a nd the values of all its components (kinetic 
energy, internal energy, hourglass energy), at  time increments of 1 ms covering, at 
least, the period from first contact with  the ground until the maximum deformation is 
reached, 
 
5.1.5. the assumed ground friction coefficient, 
 
5.1.6. plots or data which show in an appropria te way that the requirements specified in 
paragraphs 5.1.1. and 5.1.2. of this Regulation are met.  This requirement can be 
satisfied by the provision of a plot, against time, of the distance between the inside 
contour of the deformed structure and the periphery of the residual space, 
 
5.1.7. a statement of whether, or not, the requirements specified in paragraphs 5.1.1. and 
5.1.2. of this Regulation have been met, 
 
5.1.8. all the data and information necessary for the clear identification of the vehicle type, 
its superstructure, the mathematical model of the superstructure, and the calculation 
itself. 
 
5.2. It is recommended that the report also contai ns plots of the deformed structure at the 
moment when maximum deformation occurs, giving an overview of the 
superstructure and regions of large plastic deformation. 
 
5.3. At the request of the technical service,  further information shall be provided and 
included in the report. 
 
----- 
 
 56