02014R0003 — EN — 16.10.2016 — 001.005

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►B COMMISSION DELEGATED REGULATION (EU) No 3/2014 of 24 October 2013 supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to vehicle functional safety requirements for the approval of two- or three-wheel vehicles and quadricycles (Text with EEA relevance) (OJ L 007 10.1.2014, p. 1)

Amended by:





Corrected by:









▼B

COMMISSION DELEGATED REGULATION (EU) No 3/2014

of 24 October 2013

supplementing Regulation (EU) No 168/2013 of the European Parliament and of the Council with regard to vehicle functional safety requirements for the approval of two- or three-wheel vehicles and quadricycles

(Text with EEA relevance)







CHAPTER I

SUBJECT MATTER AND DEFINITIONS

Article 1

Subject matter

This Regulation establishes the detailed technical requirements and test procedures regarding functional safety for the approval and market surveillance of L-category vehicles and the systems, components and separate technical units intended for such vehicles in accordance with Regulation (EU) No 168/2013 and sets out a list of UNECE regulations and amendments thereto.

Article 2

Definitions

The definitions of Regulation (EU) No 168/2013 shall apply. In addition, the following definitions shall apply:

(1) ‘audible warning device’ means a device emitting an acoustic signal intended to give warning of the presence of, or a manoeuvre by, a vehicle in a dangerous road traffic situation, consisting of one or more sound emission orifices that are excited by a single power source or of several components each emitting an acoustic signal and operating simultaneously as a result of being actuated by a single control;

(2) ‘type of electrical audible warning device’ means audible warning devices not essentially differing among themselves, particularly in respect of the following aspects: trade mark or name, operating principle, type of power supply (direct current, alternating current, compressed air), outer shape of the casing, shape and dimensions of the diaphragm(s), shape or type of the sound emission orifice(s), nominal sound frequencies, nominal supply voltage and, in the case of warning devices supplied direct by an external source of compressed air, the nominal operating pressure;

(3) ‘type of mechanical audible warning device’ means audible warning devices not essentially differing among themselves, particularly in respect of the following aspects: trade mark or name, operating principle, type of actuation, outer shape and size of the bell and the internal construction;

(4) ‘type of vehicle with regard to the audible warning’ means vehicles which do not differ in such essential respects as: the number of audible warning devices fitted to the vehicle, the type(s) of audible warning device(s) fitted to the vehicle, the mountings used to fit the audible warning device(s) to the vehicle, the position and orientation of the audible warning device(s) on the vehicle, the rigidity of the parts of the structure on which the audible warning device(s) is/are fitted and the shape and materials of the bodywork forming the part of the vehicle which may affect the level of the sound emitted by the audible warning device(s) and which may have a masking effect;

(5) ‘bodywork’ means the external structure of the motor vehicle which comprises of fenders, doors, pillars, side walls, roof, floor, front bulkhead, rear bulkhead and/or other external panels;

(6) ‘type of vehicle with regard to braking’ means vehicles which do not differ in such essential respects as the maximum mass, the distribution of mass between the axles, the maximum vehicle design speed, the tyre sizes and wheel dimensions, as well as the design characteristics of the braking system and its components;

(7) ‘type of vehicle with regard to electrical safety’ means vehicles which do not differ in such essential respects as the location of conducting parts and components of the entire electrical system installed in the vehicle, the installation of the electric powertrain and the galvanically connected high voltage bus as well as the nature and type of electric powertrain and the galvanically connected high voltage components;

(8) ‘active driving possible mode’ means the vehicle mode when application of the electric acceleration position sensor, activation of an equivalent control or release of the brake system will cause the electric powertrain to propel the vehicle;

(9) ‘barrier’ means the part providing protection against direct contact to the live parts from any direction of access;

(10) ‘conductive connection’ means the connection using connectors to an external power supply when the rechargeable energy storage system (REESS) is charged;

(11) ‘REESS’ means the rechargeable electric energy storage system that provides energy for electric propulsion;

(12) ‘coupling system for charging the REESS’ means the electrical circuit used for charging the REESS from an external electric power supply including the vehicle inlet;

(13) ‘direct contact’ means the contact of persons with live parts;

(14) ‘electrical chassis’ means a set made of conductive parts electrically linked together, whose potential is taken as reference;

(15) ‘electrical circuit’ means an assembly of connected live parts which is designed to be electrically energised in normal operation;

(16) ‘electric energy conversion system’ means a system that generates and provides electric energy for electric propulsion;

(17) ‘electric powertrain’ means the electrical circuit which includes the traction motor(s), and includes the REESS, the electric energy conversion system, the electronic converters, the associated wiring harness and connectors, and the coupling system for charging the REESS;

(18) ‘electronic converter’ means a device capable of controlling and/or converting electric power for electric propulsion;

(19) ‘enclosure’ means the part enclosing the internal units and providing protection against direct contact from any direction of access;

(20) ‘exposed conductive part’ means the conductive part which can be touched under the provisions of the protection degree IPXXB, and which becomes electrically energised under isolation failure conditions;

(21) ‘external electric power supply’ means an alternating current (AC) or direct current (DC) electric power supply outside of the vehicle;

(22) ‘high voltage’ means the classification of an electric component or circuit, if its working voltage is > 60 V and ≤ 1 500 V DC or > 30 V and ≤ 1 000 V AC root mean square (rms);

(23) ‘high voltage bus’ means the electrical circuit, including the coupling system for charging the REESS that operates on high voltage;

(24) ‘indirect contact’ means the contact of persons with exposed conductive parts;

(25) ‘live parts’ means the conductive part(s) intended to be electrically energised in normal use;

(26) ‘luggage compartment’ means the space in the vehicle for luggage accommodation, bounded by the roof, bonnet, trunk lid or rear door and floor and side walls, as well as by the barrier and enclosure provided for protecting the powertrain from direct contact with live parts, being separated from the passenger compartment by the front or rear bulkhead;

(27) ‘on-board isolation resistance monitoring system’ means the device which monitors the isolation resistance between the high voltage buses and the electrical chassis;

(28) ‘open type traction battery’ means a liquid type battery requiring refilling with water and generating hydrogen gas released to the atmosphere;

(29) ‘passenger compartment’ means the space for occupant accommodation, bounded by the roof, floor, side walls, doors, window glass, front bulkhead and rear bulkhead, or rear gate, as well as by the barriers and enclosures provided for protecting the powertrain from direct contact with live parts;

(30) ‘protection degree’ means the protection provided by a barrier or enclosure related to the contact with live parts by a test probe, such as a jointed test finger (IPXXB) or a test wire access probe (IPXXD);

(31) ‘service disconnect’ means the device for deactivation of the electrical circuit for the purpose of servicing or checking electrical components such as the REESS and fuel cell stack;

(32) ‘solid insulator’ means the insulation coating of wiring harnesses insulating live parts against direct contact from any direction of access, covers insulating live parts of connectors, as well as varnish or paint applied for the purpose of insulation;

(33) ‘working voltage’ means the highest value of an electrical circuit voltage root-mean-square (rms) as specified by the vehicle manufacturer for each separate and galvanically isolated circuit, which may occur between any conductive parts in open circuit conditions or under normal operating condition;

(34) ‘type of vehicle with regard to endurance’ means vehicles which do not differ in such essential respects as the overall design characteristics as well as the vehicle and component manufacturing and assembly facilities as well as their quality control and assurance procedures;

(35) ‘type of vehicle with regard to front and rear protective structure’ means vehicles which do not differ in such essential respects as the shape and location of structures, parts and components located at the front and rear of the vehicle;

(36) ‘projection’ means the dimension of an edge as determined in accordance with paragraph 2 of Annex 3 to UNECE regulation No 26 ( 1 );

(37) ‘floor line’ means the line as defined in paragraph 2.4 of UNECE regulation No 26;

(38) ‘vehicle structure’ means parts of the vehicle, including bodywork, components, fenders, brackets, linkage, tyres, wheels, wheel guards and glazing, comprised of material with a hardness of at least 60 Shore (A);

(39) ‘type of vehicle with regard to glazing, windscreen wipers and washers, and defrosting and demisting systems’ means vehicles which do not differ in such essential respects as the shape, size, thickness and characteristics of the windscreen and its mounting, the characteristics of the wiper and washer system and the characteristics of the defrosting and demisting systems;

(40) ‘windscreen wiper system’ means the system consisting of a device for wiping the outer face of the windscreen, together with the accessories and controls necessary for starting and stopping the device;

(41) ‘wiper field’ means the area(s) on the windscreen wiped by the wiper blade(s) when the wiper system is operating under normal conditions;

(42) ‘windscreen washer system’ means the system consisting of devices for storing, transferring and aiming fluid towards the outer face of the windscreen, together with the controls necessary for starting and stopping the device;

(43) ‘washer control’ means the device by which the windscreen washer system is manually activated and deactivated;

(44) ‘washer pump’ means a device for transferring fluid from the washer system storage reservoir to the outer face of the windscreen;

(45) ‘nozzle’ means a device which serves to direct fluid onto the windscreen;

(46) ‘fully primed (system)’ means a system which has been activated normally for a period of time and where fluid has been transferred through the pump and tubing, and has exited the nozzle(s);

(47) ‘cleaned area’ means the previously soiled area which does not have any traces of drops and remaining dirt after it has dried completely;

(48) ‘vision area A’ means test area A as defined in paragraph 2.2 of Annex 18 to UNECE regulation 43 ( 2 );

(49) ‘vehicle master control switch’ means the device by which the vehicle’s on-board electronics system is brought from being switched off, as is the case when a vehicle is parked without the driver being present, to normal operation mode;

(50) ‘type of vehicle with regard to identification of controls, tell-tales and indicators’ means vehicles which do not differ in such essential respects as the number, location and design characteristics of controls, tell-tales and indicators, and the tolerances of the speedometer’s measuring mechanism, technical constant of the speedometer, range of speeds displayed, overall transmission ratio, including any reduction drives, to the speedometer and the minimum and maximum tyre size designations;

(51) ‘control’ means any part of the vehicle or component directly actuated by the driver which causes a change in the state or operation of the vehicle or one of the parts thereof;

(52) ‘tell-tale’ means an optical signal which indicates the actuation of a device, correct or defective functioning or condition, or failure to function;

(53) ‘indicator’ means a device providing information on the proper functioning or state of a system or part of a system, such as the level or temperature of a fluid;

(54) ‘speedometer’ means a device indicating to the driver the speed of the vehicle at any given moment;

(55) ‘odometer’ means a device that indicates the distance travelled by a vehicle;

(56) ‘symbol’ means a diagram from which to identify a control, a tell-tale or an indicator;

(57) ‘common space’ means a specific area on which more than one tell-tale, indicator, symbol or other information may be displayed;

(58) ‘type of vehicle with regard to installation of lighting’ means vehicles which do not differ in such essential respects as the dimensions and outer shape of the vehicle, as well as the number, location and design characteristics of the installed lighting devices and light-signalling devices;

(59) ‘lighting device’ means a type-approved lamp or type-approved retro-reflector;

(60) ‘light-signalling device’ means a lighting device which may be used for signalling;

(61) ‘single (lighting device)’ means a lighting device or part of a device, having one function and one illuminating surface and one or more light sources; it may also mean any assembly of two independent or grouped lighting devices, whether identical or not, having the same function, if they are installed in such a way that the projections of the light-emitting surfaces of the lighting devices on a given transverse plane occupy not less than 60 % of the smallest rectangle circumscribing the projections of the said light-emitting surfaces;

(62) ‘light-emitting surface’ of a lighting device means all or part of the exterior surface of the translucent material, as stated in the component type-approval documentation; this may include or entirely consist of the illuminating surface and may also include the area which is completely circumscribed by the lighting device;

(63) ‘illuminating surface’ of a lighting device means the surface as defined in paragraph 2.7 of UNECE regulation No 53 ( 3 );

(64) ‘independent (lighting device)’ means a lighting device having a separate illuminating surface, light source and lamp body;

(65) ‘grouped (lighting devices)’ means lighting devices having separate illuminating surfaces and light sources, but a common lamp body;

(66) ‘combined (lighting devices)’ means lighting devices having separate illuminating surfaces but a common light source and a common lamp body;

(67) ‘reciprocally incorporated (lighting devices)’ means lighting devices having separate light sources or a single light source operating under different conditions (e.g. optical, mechanical or electrical differences), totally or partially common illuminating surfaces and a common lamp body;

(68) ‘driving-beam headlamp’ means a device used to illuminate the road over a long distance ahead of the vehicle (main beam);

(69) ‘passing-beam headlamp’ means a device used to illuminate the road ahead of the vehicle without causing undue dazzle or discomfort to oncoming drivers or other road users (dipped beam);

(70) ‘front position lamp’ means a device used to indicate the presence of the vehicle when viewed from the front;

(71) ‘daytime running lamp’ means a lamp facing in a forward direction used to make the vehicle more easily visible when driving during daytime;

(72) ‘front fog lamp’ means a device used to improve the illumination of the road in case of fog, snowfall, rainstorms or dust clouds;

(73) ‘direction indicator lamp’ means a device used to indicate to other road users that the driver intends to change direction to the right or the left;

(74) ‘hazard warning signal’ means the simultaneous operation of all of a vehicle’s direction indicator lamps to draw attention to the fact that the vehicle temporarily constitutes a special danger to other road users;

(75) ‘stop lamp’ means a device used to indicate to other road users to the rear of the vehicle that the latter’s driver is applying the service brake;

(76) ‘rear position lamp’ means a device used to indicate the presence of the vehicle when viewed from the rear;

(77) ‘rear fog lamp’ means a device used to render the vehicle more readily visible from the rear in the event of fog, snowfall, rainstorms or dust clouds;

(78) ‘reversing lamp’ means a device used to illuminate the road to the rear of the vehicle and to warn other road users that the vehicle is reversing or about to reverse;

(79) ‘rear registration plate lamp’ means a device used to illuminate the space intended to accommodate the rear registration plate that consists of one or several optical elements;

(80) ‘retro-reflector’ means a device used to indicate the presence of a vehicle by the reflection of light emanating from a light source not connected to the vehicle, the observer being situated near that source, excluding retro-reflecting registration plates or speed limitation plates;

(81) ‘rear retro-reflector’ means a retro-reflector device used to indicate the presence of the vehicle when viewed from the rear;

(82) ‘side retro-reflector’ means a retro-reflector device used to indicate the presence of the vehicle when viewed from the side;

(83) ‘side marker lamp’ means a device used to indicate the presence of the vehicle when viewed from the side;

(84) ‘reference axis’ means the characteristic axis of a device as stated in the component type-approval documentation for use as the direction of reference (H = 0°, V = 0°) for angles of field for photometric measurements and when fitting the lamp on the vehicle;

(85) ‘reference centre’ means the intersection of the reference axis with the light-emitting surface, the centre of reference being specified by the manufacturer of the lighting device;

(86) ‘geometric visibility’ means the angles which determine the square field in which the light-emitting surface of the lighting device is completely visible when the relevant angles (α vertical and β horizontal) are measured at the outward contour of the apparent surface and the lamp is observed from afar. However, if any obstacles is located within this field and partly obscuring the light-emitting surface, it may be accepted where it is proven that, even with such obstructions, the photometric values prescribed for the type-approval of the lighting device as component are complied with;

(87) ‘longitudinal median plane of the vehicle’ means the plane of symmetry of the vehicle or, if the vehicle is not symmetrical, the vertical longitudinal plane passing through the middle of the vehicle axles;

(88) ‘operating tell-tale’ means a visual, auditory or any other equivalent signal indicating that a lighting-device has been switched on and whether or not it is operating correctly;

(89) ‘closed-circuit tell-tale’ means a tell-tale indicating that a device has been switched on, but not indicating whether it is operating correctly or not;

(90) ‘type of vehicle with regard to rearward visibility’ means vehicles which do not differ in such essential respects as the dimensions and external shape of the vehicle as well as the number, location and design characteristics of the installed devices for indirect vision;

(91) ‘type of vehicle with regard to roll-over protection structure’ means vehicles which do not differ in such essential respects as the structure on the vehicle, the essential purpose of which is to mitigate or avoid risk of severe injury to the vehicle’s occupants resulting from a roll-over of the vehicle during normal use;

(92) ‘zone of clearance’ means the space occupied by a 50th percentile male manikin represented by the Hybrid III anthropomorphic test device in normal seating position on all seating positions;

(93) ‘type of vehicle with regard to safety belt anchorages and safety belts’ means vehicles which do not differ in such essential respects as the main vehicle construction and design characteristics as well as that of the safety belt anchorages and the number, location and configuration of fitted safety belts;

(94) ‘adjustment system’ means the device enabling the parts of the seat to be adjusted in order to achieve a seating position that is adapted to the occupant’s morphology, including longitudinal, vertical and/or angular adjustments;

(95) ‘displacement system’ means an adjustment and locking system including a folding seatback fitted to seats in front of other seats, enabling passengers to access and exit from such rear seats when there are no doors adjacent to that rear seating row;

(96) ‘saddle’ means a seating position where the rider or passenger sits astride;

(97) ‘seat’ means a seating position which is not a saddle and which has a seat back offering support for the driver’s or passenger’s back;

(98) ‘seat back’ means a structural element behind the seating position’s R-point at a height of more than 450 mm measured from the vertical plane passing through the R-point against which the back of a seated person can rest completely;

(99) ‘50th percentile male manikin’ means a physical anthropomorphic test device possessing specified dimensions and masses or a virtual model, both representing the body of an average male human;

(100) ‘actual safety belt anchorage’ means a point of the vehicle structure or the seat structure or any other part of the vehicle to which a safety belt assembly is to be physically mounted;

(101) ‘effective safety belt anchorage’ means a clearly defined point in the vehicle which has sufficiently rigid properties as to change the routing, course and direction of a safety belt which is worn by the vehicle occupant and comprises of such point which is closest to that portion of the belt which is in actual and direct contact with the wearer;

(102) ‘front seating position’ means a single foremost seating position, which may be grouped in a row of several other seating positions;

(103) ‘rear seating position’ means a single seating position located fully behind the line of a front seating position and which may be grouped in a row of several seating positions;

(104) ‘torso reference line’ means the torso line as determined by the vehicle manufacturer for each seating position and established in accordance with Annex 3 to UNECE regulation No 17 ( 4 );

(105) ‘torso angle’ means the angle between the vertical and the torso line;

(106) ‘design position’ means the position into which a device such as a seat can be adjusted so that all relevant settings correspond as closely as possible to a specified position;

(107) ‘ISOFIX’ means a system for the connection of child restraint systems to vehicles which has two vehicle rigid anchorages, two corresponding rigid attachments on the child restraint system and a means of limiting the pitch rotation of the child restraint system;

(108) ‘type of vehicle with regard to seating positions’ means vehicles which do not differ in such essential respects as the shape, location and number of seats or saddles;

(109) ‘5th percentile adult female manikin’ means a physical anthropomorphic test device possessing specified dimensions and masses or a virtual model, both representing the body of a small female human;

(110) ‘type of vehicle with regard to steer-ability, cornering properties and turn-ability’ means vehicles which do not differ in such essential respects as the design characteristics of the steering mechanism, reversing device and locking differentials, if such devices are fitted to the vehicle;

(111) ‘turning circle’ means the circle within which is located the projections onto the ground plane of all the points of the vehicle, excluding rear-view mirrors, when the vehicle is driven in a circle;

(112) ‘unusual vibration’ means a vibration which differs substantially from a normal and constant vibration, characterised by one or more unintended sharp increases of the amplitude of the vibration and leading to increased steering forces that are not constant and not predictable in nature;

(113) ‘type of vehicle with regard to the installation of tyres’ means vehicles which do not differ in such essential respects as the types of tyre, minimum and maximum tyre size designations, wheel dimensions and off-sets as well as speed and load capabilities suitable for fitment, and the characteristics of the fitted wheel guards;

(114) ‘wheel off-set’ means the distance from the hub abutment face to the centre line of the rim;

(115) ‘temporary-use spare unit’ means a unit with a tyre different from those to be fitted to the vehicle for normal driving conditions, but intended only for temporary use under restricted driving conditions;

(116) ‘maximum load rating’ means the mass which a tyre can carry when operated in conformity with requirements governing utilisation specified by the tyre manufacturer, expressed as a load capacity index number;

(117) ‘load capacity index’ means a number linked to the maximum load rating of the tyre and relating to the definition in paragraph 2.26 of UNECE regulation No 75 ( 5 ), paragraph 2.28 of UNECE regulation No 30 ( 6 ), paragraph 2.27 of UNECE regulation No 54 ( 7 ) and paragraph 2.28 of UNECE regulation No 106 ( 8 );

(118) ‘speed category symbol’ means the symbol defined in paragraph 2.28 of UNECE regulation No 75, paragraph 2.29 of UNECE regulation No 30, paragraph 2.28 of UNECE regulation No 54 and paragraph 2.29 of UNECE regulation No 106;

(119) ‘type of vehicle with regard to maximum speed limitation plate and its location on the vehicle’ means vehicles which do not differ in such essential respects as the maximum design vehicle speed and the material, orientation, and design characteristics of the maximum speed limitation plate;

(120) ‘virtually flat surface’ means a surface of solid material, with a radius of curvature of at least 5 000 mm;

(121) ‘vehicle type with regard to interior fittings and doors’ means vehicles which do not differ in such essential respects as the design characteristics of the vehicle’s interior fittings, number and location of seats and doors;

(122) ‘level of the instrument panel’ means the line defined by the points of contact of vertical tangents to the instrument panel or at the level of the horizontal plane coinciding with the R-point of the seating position of the driver where the latter is located higher than a tangent contact point in question;

(123) ‘contactable edges’ means edges which can be contacted by the surface of a testing apparatus and can consist of structures, elements or components located anywhere in the vehicle, including but not limited to the passenger compartment floor, sides, doors, windows, roof, roof pillars, roof ribs, sun visors, instrument panel, steering control, seats, head restraints, safety belts, levers, knobs, covers, compartments and lights;

(124) ‘door’ means any structure or material which has to be opened, displaced, folded, unzipped, slid away or manipulated in any other way in order for a person to enter or leave the vehicle;

(125) ‘door centre’ means the dimensional location in a vertical plane parallel to the longitudinal median plane of the vehicle which coincides with the centre of gravity of the door;

(126) ‘vehicle type with regard to maximum continuous rated or net power and/or vehicle speed limitation by design’ means vehicles which do not differ in such essential respects as the maximum continuous power output of the electric motor(s) and/or engine, the vehicle maximum design speed and the design characteristics of devices and methodology employed to effectively limit the vehicle’s achievable maximum speed and/or power output;

(127) ‘vehicle type with regard to structural integrity’ means vehicles which do not differ in such essential respects as the design characteristics of the mechanical connections, such as welds and threaded connections, as well as the frame, chassis and/or body of the vehicle and the manner in which it is secured.







CHAPTER II

OBLIGATIONS OF MANUFACTURERS

Article 3

Fitting and demonstration requirements related to functional safety

1. Manufacturers shall equip L-category vehicles with systems, components and separate technical units affecting functional safety that are designed, constructed and assembled so as to enable the vehicle in normal use and maintained according to the prescriptions of the manufacturer to comply with the detailed technical requirements and testing procedures. In accordance with Articles 6 to 22, manufacturers shall demonstrate by means of physical demonstration testing to the approval authority that the L-category vehicles made available on the market, registered or entering into service in the Union comply with the functional safety requirements of Articles 18, 20, 22 and 54 to Regulation (EU) No 168/2013 and comply with the detailed technical requirements and test procedures laid down in this Regulation.

2. ►M1 ◄ shall demonstrate that spare parts and equipment that are made available on the market or are entering into service in the Union are approved in accordance with the requirements of Regulation (EU) No 168/2013, as specified by the detailed technical requirements and test procedures referred to in this Regulation. An approved L-category vehicle equipped with such a spare part or equipment shall meet the same functional safety test requirements and performance limit values as a vehicle equipped with an original part or equipment satisfying endurance requirements up to and including those set out in Article 22(2) of Regulation (EU) No 168/2013. Manufacturers of parts and equipmentshall demonstrate that spare parts and equipment that are made available on the market or are entering into service in the Union are approved in accordance with the requirements of Regulation (EU) No 168/2013, as specified by the detailed technical requirements and test procedures referred to in this Regulation. An approved L-category vehicle equipped with such a spare part or equipment shall meet the same functional safety test requirements and performance limit values as a vehicle equipped with an original part or equipment satisfying endurance requirements up to and including those set out in Article 22(2) of Regulation (EU) No 168/2013.

3. Manufacturers shall submit to the approval authority a description of the measures taken to prevent tampering with, and modification of, the powertrain management system, including the functional safety control computers.

Article 4

Application of UNECE regulations

1. The UNECE regulations and amendments thereto set out in Annex I to this Regulation shall apply to type approval.

2. References to vehicle categories L 1 , L 2 , L 3 , L 4 , L 5 , L 6 and L 7 in the UNECE regulations shall be understood as references to vehicle categories L1e, L2e, L3e, L4e, L5e, L6e and L7e respectively under this Regulation, including any sub-categories.

3. Vehicles with a maximum design vehicle speed of ≤ 25 km/h shall meet all the relevant requirements of UNECE regulations applying to vehicles with a maximum vehicle design speed of > 25 km/h.

Article 5

Technical specifications on functional safety requirements and test procedures

1. The functional safety performance test procedures shall be performed in accordance with the test requirements laid down in this Regulation.

2. The test procedures shall be carried out or witnessed by the approval authority or, if authorised by the approval authority, by the technical service.

3. The measurement methods and test results shall be reported to the approval authority in the test report format set out in Article 72(g) of Regulation (EU) No 168/2013.

Article 6

Requirements applying to audible warning devices

The test procedures and performance requirements applying to audible warning devices referred to in Annex II (B1) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with Annex II to this Regulation.

Article 7

Requirements applying to braking, including anti-lock and combined braking systems if fitted

The test procedures and performance requirements applying to braking, including anti-lock and combined braking systems if fitted, referred to in Annex II (B2) and Annex VIII to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with the requirements laid down in Annex III to this Regulation.

Article 8

Requirements applying to electrical safety

The test procedures and performance requirements applying to electrical safety referred to in Annex II (B3) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with the requirements laid down in Annex IV to this Regulation.

Article 9

Requirements applying to the manufacturers’ declaration regarding endurance testing of functional safety critical systems, parts and equipment

The manufacturer’s declaration regarding endurance testing of functional safety systems, parts and equipment referred to in Annex II (B4) to Regulation (EU) No 168/2013 shall comply with the requirements laid down in Annex V to this Regulation.

Article 10

Requirements applying to front and rear protective structures

The test procedures and performance requirements applying to front and rear protective structures referred to in Annex II (B5) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with the requirements laid down in Annex VI to this Regulation.

Article 11

Requirements applying to glazing, windscreen wipers and washers, and defrosting and demisting systems

The test procedures and performance requirements applying to glazing, windscreen wipers and washers, and defrosting and demisting systems referred to in Annex II (B6) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with the requirements laid down in Annex VII to this Regulation.

Article 12

Requirements applying to driver-operated controls including identification of controls, tell-tales and indicators

The test procedures and performance requirements applying to driver-operated controls including identification of controls, tell-tales and indicators referred to in Annex II (B7) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with the requirements laid down in Annex VIII to this Regulation.

Article 13

Requirements applying to the installation of lighting and light signalling devices, including automatic switching of lighting

The test procedures and performance requirements applying to the installation of lighting and light signalling devices, including automatic switching of lighting referred to in Annex II (B8) and Annex VIII to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with the requirements laid down in Annex IX to this Regulation.

Article 14

Requirements applying to rearward visibility

The test procedures and measurements in order to test the relevant requirements applying to rearward visibility referred to in Annex II (B9) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with the requirements laid down in Annex X to this Regulation.

Article 15

Requirements applying to the roll-over protective structure

The test procedures and performance requirements applying to the roll-over protective structure referred to in Annex II (B10) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with the requirements laid down in Annex XI to this Regulation.

Article 16

Requirements applying to safety belt anchorages and safety belts

The test procedures and performance requirements applying to safety belt anchorages and safety belts referred to in Annex II (B11) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with the requirements laid down in Annex XII to this Regulation.

Article 17

Requirements applying to seating positions (saddles and seats)

The test procedures and performance requirements applying to seating positions (saddles and seats) referred to in Annex II (B12) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with the requirements laid down in Annex XIII to this Regulation.

Article 18

Requirements applying to steer-ability, cornering properties and turn-ability

The test procedures and performance requirements applying to steer-ability, cornering properties and turn-ability referred to in Annex II (B13) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with the requirements laid down in Annex XIV to this Regulation.

Article 19

Requirements applying to the installation of tyres

The test procedures and performance requirements applying to the installation of tyres referred to in Annex II (B14) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with the requirements laid down in Annex XV to this Regulation.

Article 20

Requirements applying to the maximum vehicle speed limitation plate and its location on the vehicle

The test procedures and performance requirements applying to the maximum vehicle speed limitation plate and its location on L-category vehicles referred to in Annex II (B15) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with the requirements laid down in Annex XVI to this Regulation.

Article 21

Requirements applying to vehicle occupant protection, including interior fittings and vehicle doors

The test procedures and performance requirements applying to vehicle occupant protection, including interior fittings and vehicle doors referred to in Annex II (B16) to Regulation (EU) No 168/2013, shall be conducted and verified in accordance with the requirements laid down in Annex XVII to this Regulation.

Article 22

Requirements applying to maximum continuous rated and/or net power and/or vehicle speed limitation by design

The test procedures and performance requirements applying to the limitation by design of maximum continuous total rated and/or net power and/or vehicle speed of L-category vehicles referred to in Annex II (B17) to Regulation (EU) No 168/2013 shall be conducted and verified in accordance with the requirements laid down in Annex XVIII to this Regulation.

Article 23

Requirements applying to vehicle structure integrity

The requirements applying to vehicle structure integrity referred to in Annex II (B18) and Annex VIII to Regulation (EU) No 168/2013 shall be complied with in accordance with the requirements laid down in Annex XIX to this Regulation.







CHAPTER III

OBLIGATIONS OF THE MEMBER STATES

Article 24

Type-approval of vehicles, systems, components and separate technical units

In accordance with Article 22 of Regulation (EU) No 168/2013 and with effect from the dates laid down in its Annex IV, national authorities shall, in the case of new vehicles that do not comply with Regulation (EU) No 168/2013 and the provisions of this Regulation, consider certificates of conformity to be no longer valid for the purposes of Article 43(1) of Regulation (EU) No 168/2013 and shall, on grounds relating to functional safety, prohibit the making available on the market, registration, or entry into service of such vehicles.







CHAPTER IV

FINAL PROVISIONS

Article 25

Entry into force

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

It shall apply from 1 January 2016.

This Regulation shall be binding in its entirety and directly applicable in all Member States.









LIST OF ANNEXES







Annex number Annex title I List of UNECE regulations which apply on a compulsory basis II Test procedures and performance requirements applying to audible warning devices III Requirements applying to braking, including anti-lock and combined braking systems IV Requirements regarding electrical safety V Requirements applying to manufacturers’ declaration regarding endurance testing of functional safety critical systems, parts and equipment VI Requirements applying to front and rear protective structures VII Requirements applying to glazing, windscreen wipers and washers, and defrosting and demisting systems VIII Requirements applying to driver-operated controls including identification of controls, tell-tales and indicators IX Requirements applying to installation of lighting and light signalling devices, including automatic switching of lighting X Requirements regarding rearward visibility XI Requirements applying to roll-over protective structure (ROPS) XII Requirements applying to safety belt anchorages and safety belts XIII Requirements applying to seating positions (saddles and seats) XIV Requirements regarding steer-ability, cornering properties and turn-ability XV Requirements regarding the installation of tyres XVI Requirements applying to the vehicle maximum speed limitation plate and its location on the vehicle XVII Requirements regarding vehicle occupant protection, including interior fittings and vehicle doors XVIII Requirements regarding maximum continuous rated or net power and/or maximum vehicle speed limitation by design XIX Requirements regarding vehicle structure integrity

▼M1









ANNEX I

List of UNECE regulations which apply on a compulsory basis







UNECE regulation No Subject Series of amendments OJ reference Applicability 1 Headlamps for motor vehicles (R2, HS1) 02 OJ L 177, 10.7.2010, p. 1. L1e, L2e, L3e, L4e, L5e, L6e and L7e 3 Retro-reflectors Supplement 12 to the 02 series of amendments OJ L 323, 6.12.2011, p. 1. L1e, L2e, L3e, L4e, L5e, L6e and L7e 6 Direction indicators Supplement 25 to the 01 series of amendments OJ L 213, 18.7.2014, p. 1. L1e, L2e, L3e, L4e, L5e, L6e and L7e 7 Front and rear position lamps and stop lamps Supplement 23 to the 02 series of amendments OJ L 285, 30.9.2014, p. 1. L1e, L2e, L3e, L4e, L5e, L6e and L7e 8 Head lamps for motor vehicles (H1, H2, H3, HB3, HB4, H7, H8, H9, H11, HIR1, HIR2) 05 OJ L 177, 10.7.2010, p. 71. L1e, L2e, L3e, L4e, L5e, L6e and L7e 16 Safety belts, restraint systems and child restraint systems Supplement 5 to the 06 series of amendments OJ L 304, 20.11.2015, p. 1. L2e, L4e, L5e, L6e and L7e 19 Front fog lamps Supplement 6 to the 04 series of amendments OJ L 250, 22.8.2014, p. 1. L3e, L4e, L5e and L7e 20 Headlamps for motor vehicles (H4) 03 OJ L 177, 10.7.2010, p. 170. L1e, L2e, L3e, L4e, L5e, L6e and L7e 28 Audible warning devices Supplement 3 to the 00 series of amendments OJ L 323, 6.12.2011, p. 33. L3e, L4e and L5e 37 Filament bulbs Supplement 42 to the 03 series of amendments OJ L 213, 18.7.2014, p. 36. L1e, L2e, L3e, L4e, L5e, L6e and L7e 38 Rear fog lamps Supplement 15 to the 00 series of amendments OJ L 4, 7.1.2012, p. 20. L3e, L4e, L5e and L7e 39 Uniform provisions concerning the approval of vehicles with regard to the speedometer equipment including its installation Supplement 5 to the original version of the Regulation OJ L 120, 13.5.2010, p. 40. L1e, L2e, L3e, L4e, L5e, L6e and L7e 43 Safety glazing Supplement 2 to the 01 series of amendments OJ L 42, 12.2.2014, p. 1. L1e, L2e, L3e, L4e, L5e, L6e and L7e 46 Devices for indirect vision (rear-view mirrors) Supplement 1 to the 04 series of amendments OJ L 237, 8.8.2014, p. 24. L2e, L5e, L6e and L7e 50 Lighting components for vehicles of category L Supplement 16 to the 00 series of amendments OJ L 97, 29.3.2014, p. 1. L1e, L2e, L3e, L4e, L5e, L6e and L7e 53 Installation of lighting (motorcycle) Supplement 14 to the 01 series of amendments OJ L 166, 18.6.2013, p. 55. L3e 56 Headlamps for mopeds and vehicles treated as such 01 OJ L 89, 25.3.2014, p. 1. L1e, L2e and L6e 57 Headlamps for motorcycles and vehicles treated as such 02 OJ L 130, 1.5.2014, p. 45. L3e, L4e, L5e and L7e 60 Identification of controls tell-tales and indicators Supplement 4 to the 00 series of amendments OJ L 297, 15.10.2014, p. 23. L1e and L3e 72 Headlamps for motorcycles and vehicles treated as such (HS1) 01 OJ L 75, 14.3.2014, p. 1. L3e, L4e, L5e and L7e 74 Installation of lighting (moped) ►C2 Supplement 7 to the 01 series of amendments ◄ OJ L 166, 18.6.2013, p. 88. L1e 75 Tyres Supplement 13 to the 01 series of amendments OJ L 84, 30.3.2011, p. 46. L1e, L2e, L3e, L4e and L5e 78 Braking, including anti-lock and combined brake systems Corrigendum 2 to the 03 series of amendments OJ L 24, 30.1.2015, p. 30. L1e, L2e, L3e, L4e and L5e 81 Rear-view mirrors Supplement 2 to the 00 series of amendments OJ L 185, 13.7.2012, p. 1. L1e, L2e, L3e, L4e, L5e, L6e and L7e 82 Headlamps for mopeds and vehicles treated as such (HS2) 01 OJ L 89, 25.3.2014, p. 92. L1e, L2e and L6e 87 Daytime running lamps Supplement 15 to the 00 series of amendments OJ L 4, 7.1.2012, p. 24. L1e, L2e, L3e, L4e, L5e, L6e and L7e 90 Replacement brake lining assemblies and drum brake linings 02 OJ L 185, 13.7.2012, p. 24. L1e, L2e, L3e, L4e, L5e, L6e and L7e 98 Headlamps with gas-discharge light sources Supplement 4 to the 01 series of amendments OJ L 176, 14.6.2014, p. 64. L3e 99 Gas-discharge light sources Supplement 9 to the 00 series of amendments OJ L 285, 30.9.2014, p. 35. L3e 112 Headlamps with asymmetrical beams Supplement 4 to the 01 series of amendments OJ L 250, 22.8.2014, p. 67. L1e, L2e, L3e, L4e, L5e, L6e and L7e 113 Headlamps with symmetrical beams Supplement 3 to the 01 series of amendments OJ L 176, 14.6.2014, p. 128. L1e, L2e, L3e, L4e, L5e, L6e and L7e

Explanatory note: The fact that a component is included in this list does not make its installation mandatory. For certain components, however, mandatory installation requirements are laid down in other annexes to this Regulation.

▼B









ANNEX II

Test procedures and performance requirements applying to audible warning devices

PART 1

Requirements applying to the component type-approval of a type of mechanical or electrical audible warning device intended to be fitted to vehicles of categories L1e, L2e and L6e

1. General requirements

1.1. Electrical audible warning devices shall emit a continuous, uniform sound and their sound spectrum shall not vary perceptibly during operation. In the case of warning devices supplied with an alternating current, this requirement applies solely at constant generator speed, that speed lying within the range specified in point 2.3.2.

1.2. Electrical audible warning devices shall have sound characteristics (spectral distribution of the sound energy, sound pressure level) and mechanical characteristics such that, in the order stated, they pass the tests specified in points 2 to 3.4.

1.3. Electrical audible warning devices may incorporate a feature enabling the device to operate at a significantly lower sound pressure level volume.

1.4. Mechanical audible warning devices shall be equipped with a thumb-operated lever, either of the puller bell type geared to rapidly rotate two loosely-slung metal discs inside the bell housing, or of the single stroke bell type.

2. Sound level measurements

2.1. Audible warning devices shall preferably be tested in an anechoic environment. They may alternatively be tested in a semi-anechoic chamber or in a cleared outside space. In this case, precautions shall be taken to avoid reflections off the ground in the measuring area, e.g. by providing a number of absorbent screens. It shall be checked that the spherical distortion is no more than 1 dB(A) within a hemisphere of a radius of at least 5 m up to the maximum frequency to be measured, this mainly being in the direction of measurement and at the height of the device and microphone. The ambient noise shall be at least 10 dB(A) lower than the sound pressure levels to be measured.

The device submitted for testing and the microphone shall be at the same height, which shall be between 1,15 and 1,25 m. The line of maximum sensitivity of the microphone shall coincide with the direction in which the sound level of the warning device is at its highest level.

The microphone shall be positioned such that its diaphragm is at a distance of 2 ± 0,01 m from the exit plane of the sound emitted by the device. In the case of devices with several exits, this distance shall be determined in relation to the exit plane closest to the microphone.

2.2. The measurements of the sound pressure level shall involve the use of a class-1 precision sound-level meter meeting the requirements of IEC publication No 651, first edition (1979).

All measurements shall be carried out using the ‘rapid’ time constant. The (A) weighting curve shall be used to measure the overall sound pressure levels.

The Fourier transform of the sound signal shall be used in measuring the emitted-sound spectrum. Alternatively, third-octave filters meeting the requirements set out in IEC publication No 225, first edition (1966), may be used, in which case the sound pressure level within the 2 500 Hz centre-octave frequency band shall be determined by adding the quadratic means of the sound pressures in the third-octave bands of centre frequencies of 2 000 , 2 500 and 3 150 Hz.

In all cases, only the Fourier transform method may be regarded as a reference method.

2.3. The electrical audible warning device shall be supplied with one of the following voltages, as appropriate:

2.3.1. In the case of audible warning devices receiving direct current, a test voltage of 6,5, 13,0 or 26,0 V, measured at the output side of the electricity source and corresponding to a nominal voltage of 6, 12 or 24 V respectively.

2.3.2. Where an audible warning device receives direct current which has to be supplied by an electrical generator of the type normally used with this type of device, the acoustic characteristics of the device shall be recorded at alternator speeds corresponding to 50 %, 75 % and 100 % of the maximum speed stated by the manufacturer of the alternator for continuous operation. The alternator shall be subject to no other electrical load during the test. The endurance test described in points 3 to 3.4 shall be carried out at a speed stated by the manufacturer of the equipment and selected from the range referred to above.

2.3.3. If a rectified current is used for the test on an audible warning device receiving direct current, the unsmoothed component of the voltage at its terminals, measured from peak to peak during operation of the warning device, shall not exceed 0,1 V.

2.3.4. The resistance of the electrical conductor for audible warning devices receiving direct current, including the resistance of the terminals and contacts, shall lie as close as possible to 0,05 Ω for a nominal voltage of 6 V, 0,10 Ω for a nominal voltage of 12 V and 0,20 Ω for a nominal voltage of 24 V.

2.4. The mechanical audible warning device shall be tested as follows:

2.4.1. The device to be tested shall be operated by a person or other external means, pushing the operating lever as recommended by the manufacturer. The presence of any operator shall have no noticeable influence on the test results. One measurement sequence consists of ten consecutive operations over the operating lever’s full travel within 4 ± 0,5 s. Five sequences shall be carried out, each interrupted by a pause. The complete operation shall be carried out five times.

2.4.2. The A-weighted sound level shall be recorded for each of the 25 measurement sequences, shall be within 2,0 dB(A) and is averaged for the calculation of the final result.

2.5. The audible warning device shall be rigidly mounted, using the part or parts intended for that purpose by its manufacturer, on a support of a mass at least 10 times greater than that of the warning device to be tested and at least 30 kg. The support shall be arranged in such a way that the reflections off its walls and the vibrations have no significant effect on the results of the measurements.

2.6. Under the conditions set out above, the A-weighted sound level shall not exceed 115 dB(A) in case of electric audible warning devices and 95 dB(A) in case of mechanical audible warning devices.

2.7. The sound pressure level within the 1 800 to 3 550 Hz frequency band of electric audible warning devices shall be higher than that of any frequency component above 3 550 Hz, and in any case at least 90 dB(A). The sound pressure level of mechanical audible warning devices shall be at least 80 dB(A).

2.8. The characteristics set out in points 2.6 to 2.7 shall also be displayed by any audible warning device that has been subjected to the endurance test provided for in points 3 to 3.4.

2.8.1. Any variation in voltage shall be between 115 % and 95 % of the rated value in the case of electrical audible warning devices receiving direct current, or between 50 % and 100 % of the maximum alternator speed stated by the manufacturer of the alternator for continuous operation in the case of electrical audible warning devices receiving alternating current.

2.9. The time lag between actuation and the moment when the sound reaches the minimum value as required in points 2.6 to 2.7 shall not exceed 0,2 seconds measured at an ambient temperature of 293 ± 5 K (20 ± 5 °C). This requirement applies, in particular, to pneumatic or electro-pneumatic warning devices.

2.10. Under the power supply conditions laid down by their manufacturers, pneumatic or electro-pneumatic warning devices shall yield the same acoustic performance as those required for normal electric audible warning devices.

2.11. The minimum value as required in points 2.6 to 2.7 shall be obtained for each component of a multi-tone device which may emit sound independently. The maximum overall sound level shall be achieved with all of the component parts operating at the same time.

3. Endurance test

3.1. The ambient temperature shall lie between 288 K and 303 K (15 °C and 30 °C).

3.2. The electrical audible warning device shall be supplied with the nominal voltage at the conductor resistance specified in points 2.3.1 to 2.3.4, while in compliance with point 2.8.1, and be operated 10 000 times at a rate of one second of being activated followed by four seconds of not being activated. During the test, the audible warning device shall be exposed to a forced wind or draught with a speed of 10 m/s ± 2 m/s.

3.2.1. If a test is conducted within an insulated chamber, that chamber shall be of sufficient volume to ensure normal dissipation of the heat given off by the warning device during the endurance test.

3.3. When half of the total number of operations required has been completed, the electrical audible warning device may be reset if the characteristics of the sound level have altered since before the test. When the total number of operations required has been completed, the audible warning device may again be reset and shall subsequently meet the requirements of the tests specified in point 2.8.

3.4. Four units of a type of mechanical audible warning device shall be subjected to the durability test. Each device shall be in new condition and shall not be lubricated during the test. It shall be activated 30 000 times over the full travel of the operating lever at a rate of 100 ± 5 operations per minute. The four devices shall then be subjected to a salt spray test according to EN ISO 9227:2012. Three out of the four units shall meet the requirements of the tests specified in point 2.8.

PART 2

Requirements for the approval of a type of vehicle with regard to the audible warning

1. Fitting requirements

1.1. Vehicles of categories L1e-B, L2e and L6e shall be fitted with at least one electrical audible warning device which has been component type-approved pursuant to this Regulation or UNECE regulation No 28 ( 9 ).

1.2. Vehicles of category L1e-B with a maximum design vehicle speed ≤ 25 km/h and a maximum continuous rated or net power ≤ 500 W may alternatively be fitted with a mechanical audible warning device which has been component type-approved pursuant to this Regulation, in which case the requirements of points 2.1.1 to 2.1.7 are not applicable.

1.3. Vehicles of categories L3e, L4e and L5e shall meet all the relevant fitting requirements of UNECE regulation No 28.

1.3.1. In the absence of specific instructions, the term ‘motor cycles’ in that regulation shall be construed as referring to vehicles of categories L3e, L4e and L5e.

1.4. Vehicles of category L7e shall meet all the relevant fitting requirements of UNECE regulation No 28, as prescribed for vehicle category L5e.

1.5. In the absence of specific requirements in UNECE regulation No 28 and as provided in point 1.3 of Part 1, audible warning or additional devices installed on vehicles which are propelled by means of one or more electric motors may incorporate a feature enabling the device to be intermittently activated in such a way that it operates at a significantly lower sound pressure level than required for audible warning devices, emitting a continuous, uniform sound with a sound spectrum that does not vary perceptibly during operation, with the aim to for instance alert pedestrians about the vehicle approaching.

2. Performance requirements of installed electric audible warning devices. 2.1. For vehicles of categories L1e-B, L2e and L6e: 2.1.1 The test voltage shall be as laid down in points 2.3 to 2.3.2 in Part 1. 2.1.2. The sound pressure levels shall be measured under the conditions laid down in point 2.2 in Part 1. 2.1.3. The A-weighted sound pressure level emitted by the audible warning device(s) shall be measured at a distance of 7,0 m in front of the vehicle, the latter being placed on an open site, on ground as smooth as practicable and, if fitted with audible warning devices supplied with direct current, with its engine stopped. 2.1.4. The microphone of the measuring instrument shall be placed in the mean longitudinal plane of the vehicle. 2.1.5. The sound pressure level of the background noise and wind noise shall be at least 10 dB(A) below the sound to be measured. 2.1.6. The maximum sound pressure level shall be sought within the range of 0,5 and 1,5 m above the ground. 2.1.7. When measured under the conditions in points 2.1.1 to 2.1.5, the maximum sound level value as determined in point 2.1.6 shall be between 75 dB(A) and 112 dB(A). 2.2. Vehicles of categories L3e, L4e and L5e shall meet all the relevant performance requirements of UNECE regulation No 28. 2.2.1. In the absence of specific instructions, the term ‘motor cycles’ in that regulation shall be construed as referring to vehicles of categories L3e, L4e and L5e. 2.3. Vehicles of category L7e shall meet all the relevant performance requirements of UNECE regulation No 28, as prescribed for vehicle category L5e.









ANNEX III

Requirements applying to braking, including anti-lock and combined braking systems

1. Requirements for the approval of a type of vehicle with regard to braking

1.1. Vehicles of categories L1e, L2e, L3e, L4e and L5e shall meet all the relevant requirements of UNECE regulation No 78.

1.1.1. Notwithstanding the requirements laid down in point 1.1, the provisions of points 1.1.1.1 to 1.1.1.3 apply for vehicles of category L1e with a mass in running order ≤ 35 kg which are equipped as follows:

1.1.1.1. In braking devices where the transmission is hydraulic, receptacles containing the reserve fluid shall be exempted from the requirements regarding ease of fluid-level checking of the UNECE regulation mentioned above.

1.1.1.2. For rim brakes, for the purposes of the special provisions relating to testing with wet brakes in the UNECE regulation mentioned above, the water shall be directed onto the part of the wheel rim providing the friction, with the nozzles positioned 10 to 30 mm to the rear of the brake blocks.

1.1.1.3. For vehicles with wheel rims widths of 45 mm or less (code 1.75), as regards braking performance with the front brake only when laden to its technically permissible maximum mass, the stopping distance or corresponding mean fully developed deceleration (MFDD) shall be as prescribed in the UNECE regulation mentioned above. If this requirement cannot be achieved because of limited adhesion between tyre and road surface, the stopping distance S ≤ 0,1 + V2/115 with corresponding mean fully developed deceleration 4,4 m/s2 shall be applied for a test on a vehicle laden to its technically permissible maximum mass using both braking devices simultaneously.

1.1.2. For the approval of a type of vehicle, the provisions set out in Annex VIII to Regulation (EU) No 168/2013 on the mandatory fitting of advanced brake systems shall apply.

1.2. Vehicles of category L6e shall meet all the relevant requirements of UNECE regulation No 78, as prescribed for vehicle category L2e.

1.3. Vehicles of category L7e shall meet all the relevant requirements of UNECE regulation No 78, as prescribed for vehicle category L5e.









ANNEX IV

Requirements regarding electrical safety

1. Requirements for the approval of a type of vehicle with regard to electrical safety

1.1. Vehicles which are propelled by means of one or more electric motors, including pure and hybrid electric vehicles, shall fulfil the requirements of this Annex.

2. General requirements concerning the protection against electrical shock and electrical safety applying to high voltage buses under conditions where they are not connected to external high voltage power supplies. 2.1. The protection against direct contact with live parts shall comply with the requirements set out below. The protections provided (e.g. solid insulator, barrier, enclosure) shall not be able of being opened, disassembled or removed without the use of tools. The protection against access to live parts shall be tested in accordance with the provisions laid down in Appendix 3 — Protection against direct contacts of parts under voltage. 2.1.1. For protection of live parts inside the enclosed driving and passenger compartment as well as luggage compartment the protection degree IPXXD shall be met. 2.1.2. For protection of live parts in areas other than the enclosed driving and passenger compartment or luggage compartment, the protection degree IPXXB shall be met. 2.1.3. For protection of live parts of vehicles where no enclosed driving and passenger compartment is present, the protection degree IPXXD shall be met by the entire vehicle. 2.1.4. Connectors (including vehicle inlet) are deemed to meet the requirements if: — they also comply with the protection degree IPXXB when separated without the use of tools; — they are located underneath the vehicle floor and are provided with a locking mechanism (e.g. screw locking, bayonet locking); — they are provided with a locking mechanism and other components shall first be removed with the use of tools in order to separate the connector; or — the voltage of the live parts becomes ≤ DC 60 V or ≤ AC 30 V (rms) within one second after the connector is separated. 2.1.5. In case a service disconnect can be opened, disassembled or removed without the use of tools, the protection degree IPXXB shall be met under all these conditions. 2.1.6. Specific marking requirements 2.1.6.1. In the case of a REESS having high voltage capability, the symbol shown in Figure 4-1 shall be placed on or near the REESS. The symbol background shall be yellow, the bordering and the arrow shall be black. Figure 4-1 Marking of high voltage equipment 2.1.6.2. The symbol shall in addition be placed on all enclosures and barriers, which when removed expose live parts of high voltage circuits. This provision is optional for connectors for high voltage buses and does not apply to any of the following cases: — Where barriers or enclosures cannot be physically accessed, opened, or removed unless other vehicle components are removed with the use of tools; or — Where barriers or enclosures are located underneath the vehicle floor. 2.1.6.3. Cables for high voltage buses which are not located fully within enclosures shall be identified by having an outer covering with the colour orange. 2.2. The protection against indirect contact with live parts shall comply with the requirements set out below. 2.2.1. Concerning protection against electrical shock which could arise from indirect contact, the exposed conductive parts, such as the conductive barrier and enclosure, shall be securely galvanically connected to the electrical chassis for instance by connections with electrical wire, ground cable, welds or by connections using bolts so that no dangerous electric potential can exist. 2.2.2. The resistance between all exposed conductive parts and the electrical chassis shall be lower than 0,1 Ω when there is current flow of at least 0,2 A. This requirement is deemed as satisfied if the galvanic connection has been established by welding. 2.2.3. In the case of vehicles intended to be connected to a grounded external electric power supply through a conductive connection, a device enabling the galvanic connection of the electrical chassis to the earth ground shall be provided. The device shall enable connection to the earth ground before external voltage is supplied to the vehicle and shall retain this connection until after the exterior voltage is removed from the vehicle. Compliance with these requirements may be demonstrated by using the connector specified by the vehicle manufacturer or by other analysis. 2.2.3.1. A galvanic connection of the electrical chassis to the earth ground does not need to be provided in the following cases: — the vehicle can only use a dedicated charger that is protected when any single isolation fault arises; — the vehicle’s whole metallic body is protected when any single isolation fault arises; or — the vehicle cannot be charged without completely removing the traction battery pack from the vehicle. 2.3. Isolation resistance shall comply with the requirements set out below. 2.3.1. Concerning electric power trains consisting of separate DC or AC-buses: If AC buses and DC buses are galvanically isolated from each other, isolation resistance between all high voltage busses and the electrical chassis shall have a minimum value of 100 Ω/V of the working voltage for DC buses, and a minimum value of 500 Ω/V of the working voltage for AC buses. The measurements shall be conducted in accordance with the provisions laid down in Appendix 1 — Isolation resistance measurement method. 2.3.2. Concerning electric power train consisting of combined DC- and AC-buses: If AC high voltage buses and DC high voltage buses are galvanically connected isolation resistance between all high voltage busses and the electrical chassis shall have a minimum value of 500 Ω/V of the working voltage. However, if all AC high voltage buses are protected by one of the two following measures, isolation resistance between the high voltage bus and the electrical chassis shall have a minimum value of 100 Ω/V of the working voltage: — double or more layers of solid insulators, barriers or enclosures that meet the requirements of points 2.1 to 2.1.6.3 independently, for example wiring harness; or — mechanically robust protections that have sufficient durability over vehicle service life such as motor housings, electronic converter cases or connectors; The isolation resistance between the high voltage bus and the electrical chassis may be demonstrated by calculation, measurement or a combination of both. The measurement shall be conducted according to Appendix 1 — Isolation resistance measurement method. 2.3.3. Concerning Fuel cell vehicles: If the minimum isolation resistance requirement cannot be maintained over time, then protection shall be achieved by any of the following: — double or more layers of solid insulators, barriers or enclosures that meet the requirements of points 2.1 to 2.1.6.3 independently; or — on-board isolation resistance monitoring system together with a warning to the driver if the isolation resistance drops below the minimum required value. The isolation resistance between the high voltage bus of the coupling system for charging the REESS, which is not energised besides during charging the REESS, and the electrical chassis need not be monitored. The correct functioning of the on-board isolation resistance monitoring system shall be tested as described in Appendix 2 — Confirmation method for function of on-board isolation resistance monitoring system. 2.3.4. Isolation resistance requirements for the coupling system for charging the REESS. The vehicle inlet or the recharge cable when permanently connected to the vehicle, intended to be conductively connected to the grounded external AC power supply and the electrical circuit that is galvanically connected to the vehicle inlet/recharge cable during charging of the REESS, shall have an isolation resistance between the high voltage bus and the electrical chassis of at least 1,0 MΩ when the charger coupler is disconnected. During the measurement, the traction battery may be disconnected.

3. Requirements concerning the REESS 3.1. Protection in case of excessive current. The REESS shall not overheat in case of excessive current or, if the REESS is prone to overheating due to excessive current, it shall be equipped with one or more protective devices such as fuses, circuit breakers and/or main contactors. When applicable, the vehicle manufacturer shall supply relevant data and analysis proving that overheating from excessive current is prevented without the use of protective devices. 3.2. Prevention of accumulation of gas. Places for containing open type traction battery that may produce hydrogen gas shall be provided with a ventilation fan or a ventilation duct or any other suitable means to prevent the accumulation of hydrogen gas. Vehicles with open type framework that do not allow accumulation of hydrogen gas at such places are not required to have a ventilation fan or a ventilation duct. 3.3. Protection against electrolyte spills. Electrolyte shall not spill from the vehicle when the vehicle is tilted in any direction, leaned left or right against the ground or even when the REESS is put upside-down. In case electrolyte is spilled from the REESS or its components due to other reasons, it shall not reach the driver nor any person on or around the vehicle during normal conditions of use, parked condition (i.e. also when the vehicle is parked on a slope) or any other normal functional operation. 3.4. Accidental or unintentional detachment. The REESS and its components shall be installed in the vehicle in such a way so as to preclude the possibility of inadvertent or unintentional detachment or ejection of the REESS. The REESS and its components shall not be ejected when the vehicle is tilted in any direction, leaned left or right against the ground or even when the REESS is put upside-down

4. In-use safety requirements 4.1. Propulsion system power-on and power-off procedure 4.1.1. At the start-up, including system power-on, in order to select the active driving possible mode, at least two deliberate and distinctive actions shall be performed by the driver. 4.1.2. At least a momentary indication shall be given to the rider when the vehicle is switched in active driving possible mode, however, this provision does not apply under conditions where an internal combustion engine provides directly or indirectly the vehicle’s propulsion power. 4.1.3. When leaving the vehicle, the rider shall be informed by a signal (e.g. optical or audible signal) if the vehicle is still in the active driving possible mode. ▼M1 4.1.4. If the on-board REESS can be externally charged by the driver, vehicle movement by its own propulsion system shall be impossible as long as the connector of the external electric power supply is physically connected to the vehicle inlet. For vehicles of category L1e with a mass in running order ≤ 35 kg vehicle movement by its own propulsion system shall be inhibited as long as the connector of the battery charger is physically connected to the external electric power supply. Compliance with this requirement shall be demonstrated by using the connector or battery charger specified by the vehicle manufacturer. In case of permanently connected charge cables, the requirement above is deemed to be met when use of the charge cable obviously prevents the use of the vehicle (e.g. cable is always routed over operator controls, rider's saddle, driver's seat, handle bar or steering wheel, or the seat covering the cable storage space needs to remain in open position). ▼B 4.1.5. If a vehicle is equipped with a drive direction control unit (i.e. reversing device) the state of this unit shall be identified to the rider. 4.1.6. It is permitted that only one action is required to deactivate the active driving possible mode or to complete the power-off procedure. 4.2. Driving with reduced power 4.2.1. Indication of reduced power If the electric propulsion system is equipped with a means to automatically reduce the vehicle propulsion power (e.g. powertrain malfunction operating mode), significant reductions shall be indicated to the rider. 4.2.2. Indication of low energy content of REESS If the state of charge in the REESS has a significant impact on vehicle driving performance (i.e. acceleration and drivability, to be evaluated by the Technical Service together with the vehicle manufacturer), a low energy content shall be indicated to the rider by an obvious device (e.g. a visual or audible signal). The indication used for point 4.2.1 shall not be used for this purpose. ▼M1 4.3. Driving backwards It shall not be possible to activate the vehicle reverse control function in an uncontrolled manner whilst the vehicle is in forward motion, insofar as such activation could cause a sudden and strong deceleration or wheel lock. However, it may be possible for the vehicle reverse control function to be activated in such a way that it may slow down the vehicle gradually. ▼B 4.4. Determination of hydrogen emissions 4.4.1. This verification shall be carried out on all vehicle types equipped with open type traction batteries and all requirements shall be met. 4.4.2. Vehicles shall be equipped with on-board chargers. The tests shall be conducted following the method described in Annex 7 to UNECE regulation No 100 ( 10 ). The hydrogen sampling and analysis shall be the ones as prescribed, however, other analysis methods may be used provided that it can be demonstrated that these give equivalent results. 4.4.3. During a normal charge procedure under the conditions given in Annex 7 to UNECE regulation No 100, hydrogen emissions shall be < 125 g measured over 5 hours, or below (25 × t2) (g) during t2 (h). 4.4.4. During a charge carried out by an on-board charger presenting a failure (conditions given in Annex 7 to UNECE regulation No 100), hydrogen emissions shall be below 42 g. Furthermore the on-board charger shall limit this possible failure to 30 minutes. 4.4.5. All the operations linked to the REESS charging shall be controlled automatically, included the stop for charging. 4.4.6. It shall not be possible to manually override the charging phases. 4.4.7. Normal operations of connection and disconnection to the mains or power cuts shall not affect the control system of the charging phases. 4.4.8. Charging failures that can lead to a malfunction of the on-board charger during subsequent charging procedures shall be permanently signalled to the driver or clearly indicated to the operator about to commence a charging procedure. 4.4.9. Detailed instructions concerning the charging procedure and a statement of conformity to the requirements as set out in points 4.4.1 to 4.4.8 shall be included in the vehicle’s instruction manual. 4.4.10. Test results obtained from other vehicle types common to those within the same family, in accordance with the provisions laid down in Appendix 2 of Annex 7 to regulation No 100, may be applied.









Appendix 1

Isolation resistance measurement method for vehicle based test

1. General

The isolation resistance for each high voltage bus of the vehicle shall be measured or shall be determined by calculation using measurement values from each part or component unit of a high voltage bus (hereinafter referred to as the ‘divided measurement’).

2. Measurement method

The isolation resistance measurement shall be conducted by selecting an appropriate measurement method from among those listed in points 2.1 to 2.2, depending on the electrical charge of the live parts or the isolation resistance, etc.

The range of the electrical circuit to be measured shall be clarified in advance, using electrical circuit diagrams, etc.

Moreover, modification necessary for measuring the isolation resistance may be carried out, such as removal of the cover in order to reach the live parts, drawing of measurement lines, change in software, etc.

In cases where the measured values are not stable due to the operation of the on-board isolation resistance monitoring system, etc., necessary modification for conducting the measurement may be carried out, such as stopping of the operation of the device concerned or removing it. Furthermore, when the device is removed, it shall be proven, using drawings, etc., that it will not change the isolation resistance between the live parts and the electrical chassis.

Utmost care shall be exercised as to short circuit, electric shock, etc., for this confirmation might require direct operations of the high-voltage circuit.

2.1. Measurement method using voltage from off-vehicle sources

2.1.1. Measurement instrument

An isolation resistance test instrument capable of applying a DC voltage higher than the working voltage of the high voltage bus shall be used.

2.1.2. Measurement method

An insulator resistance test instrument shall be connected between the live parts and the electrical chassis. Then, the isolation resistance shall be measured by applying a DC voltage at least half of the working voltage of the high voltage bus.

If the system has several voltage ranges (e.g. because of boost converter) in galvanically connected circuit and some of the components cannot withstand the working voltage of the entire circuit, the isolation resistance between those components and the electrical chassis can be measured separately by applying at least half of their own working voltage with those component disconnected.

2.2. Measurement method using the vehicle’s own REESS as DC voltage source

2.2.1. Test vehicle conditions

The high voltage-bus shall be energised by the vehicle’s own REESS and/or energy conversion system and the voltage level of the REESS and/or energy conversion system throughout the test shall be at least the nominal operating voltage as specified by the vehicle manufacturer.

2.2.2. Measurement instrument

The voltmeter used in this test shall measure DC values and shall have an internal resistance of at least 10 MΩ.

2.2.3. Measurement method

2.2.3.1. First step

The voltage is measured as shown in Figure 4-Ap1-1 and the high voltage bus voltage (Vb) is recorded. Vb shall be equal to or greater than the nominal operating voltage of the REESS and/or energy conversion system as specified by the vehicle manufacturer.

Figure 4-Ap1-1

Measurement of Vb, V1, V2

2.2.3.2. Second step

Measure and record the voltage (V1) between the negative side of the high voltage bus and the electrical chassis (see Figure 4-Ap1-1).

2.2.3.3. Third step

Measure and record the voltage (V2) between the positive side of the high voltage bus and the electrical chassis (see Figure 4-Ap1-1).

2.2.3.4. Fourth step

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 electrical chassis (see Figure 4-Ap1-2).

Calculate the electrical isolation (Ri) according to the following formula:

or

Figure 4-Ap1-2

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-Ap1-3). Calculate the electrical isolation (Ri) according to the formula shown. Divide this electrical isolation value (in Ω) by the nominal operating voltage of the high voltage bus (in V).

Calculate the electrical isolation (Ri) according to the following formula:

or

Figure 4-Ap1-3

Measurement of V2’

2.2.3.5. Fifth step

The electrical isolation value Ri (in Ω) divided by the working voltage of the high voltage bus (in volts) results in the isolation resistance (in Ω/V).

Note: The standard known resistance Ro (in Ω) should be the value of the minimum required isolation resistance (in Ω/V) multiplied by the working voltage of the vehicle plus/minus 20 per cent (in V). 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 good resolution for the voltage measurements.









Appendix 2

Confirmation method for function of on-board isolation resistance monitoring system

1. The function of the on-board isolation resistance monitoring system shall be confirmed by the following method:

Insert a resistor that does not cause the isolation resistance between the terminal being monitored and the electrical chassis to drop below the minimum required isolation resistance value. The warning shall be activated.









Appendix 3

Protection against direct contacts of parts under voltage

1. Access probes

Access probes to verify the protection of persons against access to live parts are given in Table 4-Ap3-1.

2. Test conditions

The access probe is pushed against any openings of the enclosure with the force specified in Table 4-Ap3-1. If it partly or fully penetrates, it is placed in every possible position, but in no case shall the stop face fully penetrate through the opening.

Internal barriers are considered part of the enclosure

A low-voltage supply of ≥ 40 V and ≤ 50 V in series with a suitable lamp shall be connected, if necessary, between the probe and live parts inside the barrier or enclosure.

The signal-circuit method shall also be applied to the moving live parts of high voltage equipment.

Internal moving parts may be operated or otherwise repositioned slowly, where this is possible.

3. Acceptance conditions

The access probe shall not touch live parts.

If this requirement is verified by a signal circuit between the probe and live parts, the lamp shall not light up.

In the case of the test for IPXXB, the jointed test finger may penetrate to its 80 mm length, but the stop face (diameter 50 mm x 20 mm) shall not pass through the opening. Starting from the straight position, both joints of the test finger shall be successively bent through an angle of up to 90 degree with respect to the axis of the adjoining section of the finger and shall be placed in every possible position.

In case of the tests for IPXXD, the access probe may penetrate to its full length, but the stop face shall not fully penetrate through the opening.







Table 4-Ap3-1 Access probes for the tests for protection of persons against access to hazardous parts First numeral Addit. letter Access probe Test force 2 B Jointed test finger

See Figure 4-Ap3-1 below for full dimensions 10 N ± 10 % 4, 5, 6 D Test wire 1,0 mm diameter 100 mm long 1 N ± 10 %

Figure 4-Ap3-1

Jointed test finger









ANNEX V

Requirements applying to manufacturers’ declaration regarding endurance testing of functional safety critical systems, parts and equipment

1. Requirements for the approval of a type of vehicle with regard to endurance testing 1.1. For the purpose of the statement in conformity with Article 22(2) of, and Annex VIII to, Regulation (EU) No 168/2013: Vehicles and their systems, parts and equipment critical for functional safety shall be capable of withstanding use under normal conditions and when serviced in accordance with the manufacturer’s recommendations, taking into account regular and scheduled maintenance and specific equipment adjustments carried out as per the clear and unambiguous instructions provided by the vehicle manufacturer in the instruction manual provided with the vehicle. The normal use of a vehicle shall cover five years after first registration and a total distance travelled equal to 1,5 times the distance as specified in Annex VII to Regulation (EU) No 168/2013 in direct relation to the vehicle category in question and the emission stage (i.e. Euro level) according to which the vehicle is to be type-approved, however, the required distance shall not exceed 60 000 km for any vehicle category. Normal use does not include use under harsh conditions (e.g. extreme cold or heat) and road conditions inflicting damage to the vehicle due to its state of repair. 1.2. Type-approved tyres, replaceable light sources of lighting components and other consumable items are excluded from the endurance requirements. 1.3. The vehicle manufacturer is not obliged to surrender information such as a file containing proprietary information pertaining to company data concerning endurance testing procedures and other related internal practices. 1.4. The manufacturer’s statement is without prejudice to its warranty obligations towards the owner of the vehicle.









ANNEX VI

Requirements applying to front and rear protective structures

1. Requirements for the approval of a type of vehicle with regard to front and rear protective structures

1.1. If the requirements of UNECE regulation No 26 as regards the external projections have been applied to the entire vehicle, as provided through the relevant provisions of Annex II(C)(7) to Regulation (EU) 168/2013, the requirements of this Annex are deemed met.

1.2. If the requirements of UNECE regulation No 26 as regards the external projections have not been applied, or have been applied only partly to the vehicle as permitted through the relevant provisions of Annex II(C)(7) to Regulation (EU) 168/2013, the following requirements shall be met:

1.2.1. Vehicles of which the relevant front structure has been fully assessed in accordance with UNECE regulation No 26 are deemed to comply with the requirements on front protective structures.

1.2.2. Vehicles with a single front wheel and of which the external projections forward of the front axle have been assessed by means of the testing device in accordance with the relevant provisions of Annex II(C)(7) to Regulation (EU) 168/2013, are deemed to comply with the requirements on front protective structures.

1.2.3. Vehicles with more than one front wheel and of which the relevant front structure has not been fully assessed in accordance with UNECE regulation No 26 shall meet the following requirements: 1.2.3.1. At least two thirds of the maximum width of the forward section of the vehicle, measured at the location of the front axle or in front of it, shall consist of vehicle structure forward of the transverse line which is halfway between the front axle and the foremost point of the vehicle (i.e. the relevant structure, see Figure 6-1). The location, in terms of height, of this structure is relevant only above the floor line and below 2,0 m. Figure 6-1 Relevant structure of the forward section of the vehicle Note: in this example the front tyres fall within the assessment zone and the respective widths are included in the overall compliant relevant structure. 1.2.3.2. None of the vehicle structure forward of the line described in point 1.2.3.1 shall have pointed or sharp parts or projections which are directed outwards and which are likely to catch or significantly increase the severity of injuries or chance of lacerations to vulnerable road users in the event of a collision while the vehicle is being driven forward. The structure shall in any case exhibit no edges which can be contacted by a 100 mm sphere and which have a radius of curvature of less than 2,5 mm. Edges may however be blunted where their projection is less than 5,0 mm and there are no specific requirements for edges with a projection of less than 1,5 mm.

1.2.4. Vehicles which are not equipped with a device for reversing are exempted from the requirements on rear protective structures in points 1.2.5 to 1.2.6.2.1.

1.2.5. Vehicles which are equipped with a device for reversing and of which the relevant rear structure has been fully assessed in accordance with UNECE regulation No 26 are deemed to comply with the requirements applying to rear protective structures.

1.2.6. Vehicles which are equipped with a device for reversing and of which the relevant rear vehicle structure has not been fully assessed in accordance with UNECE regulation No 26 shall meet the following requirements: 1.2.6.1. At least two thirds of the width of the vehicle, as measured at the rear axle, shall consist of vehicle structure (i.e. the relevant structure, see Figure 6-2). The location, in terms of height, of this structure is relevant only above the floor line and below 2,0 m. Figure 6.2 1.2.6.2. None of the structure rearward of the rear axle shall have pointed or sharp parts or projections which are directed outwards and which are likely to catch or significantly increase the severity of injuries or chance of lacerations to vulnerable road users in the event of a collision while the vehicle is being driven rearward. The structure shall in any case exhibit no edges which can be contacted by a 100 mm sphere and which have a radius of curvature of less than 2,5 mm. Edges may however be blunted where their projection is less than 5,0 mm and there are no specific requirements for edges with a projection of less than 1,5 mm. 1.2.6.2.1. In case of vehicles of categories L2e-U, L5e-B, L6e-BU and L7e-CU, the edges which can be contacted by a 100 mm sphere shall at least be blunted when their projection is 1,5 mm or more.

1.3. If the material hardness is measured upon request of the technical service, the measurement shall be taken with the material as installed on the vehicle. Where it is impossible to carry out such a measurement correctly, the technical service may accept alternative assessment methods.









ANNEX VII

Requirements applying to glazing, windscreen wipers and washers, and defrosting and demisting systems

PART 1

Requirements for the approval of a type of vehicle with regard to glazing

1. Fitting requirements. 1.1. Vehicles shall be fitted only with safety glazing. ▼M1 1.1.1. All safety glazing fitted to the vehicle shall be type-approved in accordance with UNECE regulation No 43 ( 11 ). ▼B 1.1.2. Safety glazing shall be fitted in such a way that, despite the stresses to which the vehicle is subject under normal operating conditions, it remains in position and continues to afford visibility and safety to the occupants or riders of the vehicle. 1.1.3. Plastic windscreens which are fitted to vehicles without bodywork and which are not supported at the top are not deemed to be safety glazing and are exempted from the requirements laid down in this Annex. 1.1.3.1. By way of derogation to Article 2(5) and for the purpose of this Annex, a vehicle is deemed to have bodywork if there are structural elements such as A-pillars or a rigid frame around the windscreen, in combination with other possible elements such as side doors, side windows and/or a roof creating an enclosed or partly enclosed compartment and the technical service shall provide clear justification for the judgment criteria in the test report.

2. Specific provisions 2.1. Vehicles of category L shall meet all the relevant requirements set out in Annex 21 to UNECE regulation No 43, as prescribed for vehicle category M1. 2.1.1. Points 4.2.1.2 and 4.2.2.2 of Annex 21 to UNECE regulation No 43 shall not apply. Instead, flexible-plastic glazing bearing the approval mark ‘IX’ may be fitted as safety glazing other than windscreens. 2.1.2. Rigid plastic safety glazing, provided that it is type-approved and bears the approval mark ‘VIII /A/L’ or ‘X /A/L’, may be fitted as a windscreen on vehicles of categories L1e, L2e, L3e, L4e and L5e. 2.1.3. Vehicles of categories L5e-B, L6e-B and L7e-C shall be fitted with a windscreen forming a part of the enclosed driving and passenger compartment.

PART 2

Requirements for the approval of a type of vehicle with regard to windscreen wipers and washers

1. Fitting requirements

1.1. All vehicles fitted with a windscreen made from safety glazing shall be equipped with a windscreen wiper system that can function when the vehicle master control switch has been activated, without any action by the driver other than switching on the operating control for starting and stopping the windscreen wiper system. 1.1.1. The windscreen wiper system shall consist of one or more wiper arms with wiper blades that are easily replaceable and can be cleaned manually. Wiper arms shall be fitted in such a way that they can be folded away from the windscreen. 1.1.2. The windscreen wiper field shall cover at least 90 % of vision area A, as determined in accordance with Appendix 1. 1.1.2.1. The windscreen wiper field shall meet the requirements when the system is operating at a sweep frequency corresponding to point 1.1.3. The windscreen wiper field shall be assessed under the conditions set out in points 2.1.10 to 2.1.10.3. 1.1.3. The windscreen wiper shall have a sweep frequency of at least 40 cycles per minute, to be attained under the conditions specified in points 2.1.1 to 2.1.6 and 2.1.8. 1.1.4. The windscreen wiper system shall be capable of operating for two minutes on a dry windscreen without deterioration of performance. 1.1.4.1. The performance of the windscreen wiper system on a dry windscreen shall be tested under the conditions set out in point 2.1.11. 1.1.5. The windscreen wiper system shall be capable of withstanding stalling for at least 15 seconds. The use of automatic circuit protection devices is allowed, provided that no action is required for possible resetting other than operation of the windscreen wiper operating control. 1.1.5.1. The capability of withstanding stalling shall be tested under the conditions set out in point 2.1.7.

1.2. All vehicles fitted with a windscreen made from safety glazing shall be fitted with a windscreen washer system that can function when the vehicle master control switch has been activated and is capable of withstanding the loads and pressures resulting when the nozzles are plugged and the system is actuated according to the procedure set out in points 2.2.1.1 to 2.2.1.1.2. 1.2.1. The performance of the windscreen washer system shall not be adversely affected by exposure to the temperature cycles referred to in points 2.2.1 to 2.2.3.1. 1.2.2. The windscreen washer system shall be capable of spraying fluid onto the target area of the windscreen without any trace of leakage, disconnection of any tubing and malfunctioning of any nozzle, at normal conditions when subjected to ambient temperatures between 255 K and 333 K (– 18 °C and 60 °C). In addition, when the nozzles are blocked, the system shall show no signs of leakage and disconnection of any tubing. 1.2.3. The windscreen washer system shall be capable of delivering sufficient fluid to clear at least 60 % of vision area A, as determined in accordance with Appendix 1, under the conditions set out in points 2.2.5 to 2.2.5.4. 1.2.4. The windscreen washer system shall be capable of being activated manually by means of the washer control. In addition, activation and deactivation of the system may be coordinated and combined with any other vehicle system. 1.2.5. The capacity of the reservoir containing the liquid shall not be less than 1,0 litre. 1.2.6. A windscreen washer system which has been approved as a separate technical unit in accordance with Commission Regulation (EU) No 1008/2010 ( 12 ) may be installed, provided that the provisions of point 2.2.6 are complied with.

2. Test procedure

2.1. Windscreen wiper system test conditions. 2.1.1. The tests described below shall be carried out under the conditions stated in points 2.1.2 to 2.1.5 unless specified otherwise. 2.1.2. The ambient temperature shall be between 278 K and 313 K (5 °C and 40 °C). 2.1.3 The windscreen shall be kept constantly wet. 2.1.4. Electric windscreen wiper systems shall meet the following additional conditions: 2.1.4.1. All batteries shall be fully charged at the start of the test. 2.1.4.2. The engine, if fitted, shall run at a speed not exceeding 30 % of the speed corresponding to its maximum power output. However, if this is proven not to be practicable due to specific engine control strategies, for instance in the case of electric hybrid vehicles, a realistic scenario shall be determined, taking into account the engine speeds and periodical or complete absence of a running engine during normal driving conditions. If the windscreen wiper system can meet the requirements without a running engine, the engine does not have to run at all. 2.1.4.3. The passing beam headlamps shall be switched on. 2.1.4.4. All fitted heating, ventilation, defrosting and demisting systems (regardless of their location in the vehicle) shall be operating at maximum electrical consumption. 2.1.5. Compressed air or vacuum operated windscreen wiper systems shall be capable of functioning continuously at the prescribed sweep frequencies whatever the engine speed and engine load or minimum and maximum battery charge levels specified by the manufacturer for normal operation. 2.1.6. The sweep frequency of the windscreen wiper system shall comply with the requirements of point 1.1.3 after a preliminary operating time of 20 minutes on a wet windshield. 2.1.7. The requirements of point 1.1.5 shall be satisfied when the wiper arms are restrained in a position corresponding to half a cycle, for a period of 15 seconds with the windscreen wiper control set at the maximum sweep frequency. 2.1.8. The outer face of the windscreen shall be thoroughly degreased by means of methylated spirit or an equivalent degreasing agent. After drying, a solution of ammonia of not less than 3 % and not more than 10 % shall be applied. The surface shall be allowed to dry again and then be wiped with a dry cotton cloth. 2.1.9. A coating of the test mixture, complying with the specifications laid down in Appendix 2, shall be applied uniformly to the outer surface of the windscreen and allowed to dry. 2.1.9.1. Where the outer face of the windscreen has been prepared in accordance with points 2.1.8 and 2.1.9, the windscreen washer system may be used during the relevant tests. 2.1.10. The wiper field of the windscreen wiper system, as prescribed in point 1.1.2, shall be determined as follows: 2.1.10.1. The outer face of the windscreen shall be treated in accordance with points 2