1977L0649 — EN — 19.05.1988 — 002.001 — 1
This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents
►B COUNCIL DIRECTIVE
of 27September 197 7
on the approximation of the laws of the Member States relating to the field of vision of motor
vehicle drivers
(77/649/EEC)
(OJ L 267, 19.10.1977, p. 1)
Amended by:
Official Journal
No page date
►M1 Commission Directive 81/643/EEC of 29 July 1981 L 231 41 15.8.1981
►M2 Commission Directive 88/366/EEC of 17 May 1988 L 181 40 12.7.1988
Corrected by:
►C1 Corrigendum, OJ L 150, 6.6.1978, p. 6 (77/649/EEC)
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COUNCIL DIRECTIVE
of 27September 197 7
on the approximation of the laws of the Member States relating to
the field of vision of motor vehicle drivers
(77/649/EEC)
THE COUNCIL OF THE EUROPEAN COMMUNITIES,
Having regard to the Treaty establishing the European Economic
Community, and in particular Article 100 thereof,
Having regard to the proposal from the Commission,
Having regard to the opinion of the European Parliament (1),
Having regard to the opinion of the Economic and Social Committee (2),
Whereas the technical requirements which motor vehicles must satisfy
pursuant to national laws relate, inter alia , to the field of vision of the
driver;
Whereas these requirements differ from one Member State to another;
whereas it is therefore necessary that all Member States adopt the same
requirements, either in addition to or in place of their existing rules, in
order, in particular, to allow the EEC type-approval procedure, whichwas the subject of Council Directive 70/156/EEC of 6 February 1970 onthe approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers, to be introduced in respect
of each type of vehicle (
3);
Whereas it is desirable to draft the technical requirements so that they
have the same aim as the work being carried out on the subject in the
UN Economic Commission for Europe;
Whereas those requirements apply to motor vehicles in category M1(the
international classification of motor vehicles is given in Annex I to
Directive 70/156/EEC);
Whereas the approximation of national laws relating to motor vehicles
entails reciprocal recognition by Member States of the checks carriedout by each of them on the basis of the common requirements,
HAS ADOPTED THIS DIRECTIVE:
Article 1
For the purposes of this Directive, ‘vehicle’ means any motor vehicle in
category M1(defined in Annex I to Directive 70/156/EEC) intended for
use on the road, having at least four wheels and a maximum design
speed exceeding 25 km/h.
Article 2
No Member State may refuse to grant EEC type-approval or national
type-approval of a vehicle on grounds relating to the driver's field ofvision if it satisfies the requirements set out in Annexes I, III and IV.
Article 3
No Member State may refuse or prohibit the sale, registration, entry into
service or use of any vehicle on grounds relating to the driver's field ofvision if it satisfies the requirements set out in Annexes I, III and IV.1977L0649 — EN — 19.05.1988 — 002.001 — 2
(1) OJ No C 125, 8. 6. 1976, p. 49.
(2) OJ No C 197, 23. 8. 1976, p. 10.
(3) OJ No L 42, 23. 2. 1970, p. 1.
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Article 4
The Member State which has granted type-approval shall take the
measures required to ensure that it is informed of any modification of a
part or characteristic referred to in section 2.2 of Annex I. The
competent authorities of that State shall determine whether it isnecessary to carry out further tests on the modified vehicle type andto prepare a new report. If these tests show that the requirements of thisDirective have not been complied with, the modification shall not beauthorized.
Article 5
Any amendments necessary to adapt the requirements of Annexes I, III,
IV and V to technical progress shall be adopted in accordance with the
procedure laid down in Article 13 of Directive 70/156/EEC.
However, this procedure shall not apply to amendments introducing
provisions relating to a field of vision other than 180º forward field ofvision.
Article 6
1. Member States shall bring into force the provisions necessary in
order to comply with this Directive within 18 months of its notificationand shall forthwith inform the Commission thereof.
2. Member States shall ensure that the texts of the main provisions of
national law which they adopt in the field covered by this Directive are
communicated to the Commission.
Article 7
This Directive is addressed to the Member States.1977L0649 — EN — 19.05.1988 — 002.001 — 3
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List of Annexes
Annex I: Scope, definitions, application for EEC type-approval, EEC
type-approval, specifications, test procedure (1).
(Annex II)Annex III: Procedure for determining the ‘H’ point and the actual seat-
back angle and for verifying the relative positions of the R
and H points and the relationship between the design seat-
back angle and the actual seat-back angle (
1).
Appendix: Figures 1 and 2.
Annex IV: Method for determining the dimensional relationships
between the vehicle's primary reference marks and the
three-dimensional reference grid (1).
Appendix: Figures 1 to 7
Annex V: Annex to the EEC vehicle type-approval certificate with
regard to the driver's field of vision.
(1) The technical requirements of this Annex are similar to those of the relevant UN
Economic Commission for Europe draft Regulation; in particular the breakdown intosections is the same. Where a section of the draft Regulation has no counterpart in theAnnexes to this Directive, the number is given in brackets for the record.1977L0649 — EN — 19.05.1988 — 002.001 — 4
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ANNEX I
SCOPE, DEFINITIONS, APPLICATION FOR EEC TYPE-APPROVAL,
EEC TYPE-APPROVAL, SPECIFICATIONS, TEST PROCEDURE
1. SCOPE
1.1. This Directive applies to the 180º forward field of vision of the drivers
of vehicles in category M1.
1.1.1. Its purpose is to ensure an adequate field of vision when the
windscreen and other glazed surfaces are dry and clean.
1.2. The requirements of this Directive are so worded as to apply to
category M1vehicles in which the driver is on the left. In category M1vehicles in which the driver is on the right these requirements shall beapplied by inverting the criteria where appropriate.
2. DEFINITIONS(2.1.)2.2. Vehicle type with regard to the field of vision
‘Vehicle type with regard to the field of vision’ means vehicles which
do not differ in such essential respects as:
2.2.1. the external and internal forms and arrangements within the area
specified in section 1 which may affect visibility; and
2.2.2. the shape and dimensions of the windscreen and its mounting.
2.3. Three-dimensional reference grid
‘Three-dimensional reference grid’ means a reference system which
consists of a vertical longitudinal plane X-Z, a horizontal plane X-Y
and a vertical transverse plane Y-Z (see Annex IV, Appendix, figure
5); the grid is used to determine the dimensional relationships between
the position of design points on drawings and their position on the
actual vehicle. The procedure for situating the vehicle relative to the
grid is specified in Annex IV; all coordinates referred to ground zero
shall be based on a vehicle in running order (as defined in section 2.6
of Annex I to Directive 70/156/EEC) plus one front-seat passenger, the
mass of the passenger being 75 kg ± 1 %.
2.3.1. Vehicles fitted with suspension enabling their ground clearance to be
adjusted shall be tested under the normal conditions of use specified by
the vehicle manufacturer.
2.4. Primary reference marks
‘Primary reference marks’ means holes, surfaces, marks and identifica-
tion signs on the vehicle body. The type of reference mark used and the
position of each mark relative to the X, Y and Z coordinates of the
three-dimensional reference grid and to a design ground plane shall be
specified by the vehicle manufacturer. These marks may be the control
points used for body-assembly purposes;
2.5. Seat-back angle
(See Annex III, section 1.3)
2.6. Actual seat-back angle
(See Annex III, section 1.4)
2.7. Design seat-back angle
(See Annex III, section 1.5)
2.8. V points
‘V points’ means points whose position in the passenger compartment
is determined as a function of vertical longitudinal planes passing
through the centres of the outermost designated seating positions on the
front seat and in relation to the R point and the design angle of the seat-1977L0649 — EN — 19.05.1988 — 002.001 — 5
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back, which points are used for verifying compliance with the field of
vision requirements;
2.9. R point or seating reference point
(See Annex III, section 1.2)
2.10. H point
(See Annex III, section 1.1)
2.11 Windscreen datum points
‘Windscreen datum points’ means points situated at the intersection
with the windscreen of lines radiating forward from the V points to the
outer surface of the windscreen.
2.12. Transparent area
‘Transparent area’ means that area of a vehicle windscreen or other
glazed surface whose light transmittance measured at right angles to
the surface, is not less than 70 %.
2.13. P points
‘P points’ means the points about which the driver's head rotates when
he views objects on a horizontal plane at eye level.
2.14. E points
‘E points’ means points representing the centres of the driver's eyes
and used to assess the extent to which A pillars obscure the field of
vision.
2.15. A pillar
‘A pillar’ means any roof support forward of the vertical transverse
plane located 68 mm in front of the V points and includes non-
transparent items, such as windscreen mouldings and door frames,
attached or contiguous to such a support.
2.16. Horizontal seat-adjustment range
‘Horizontal seat-adjustment range’ means the range of normal driving
positions designated by the vehicle manufacturer for the adjustment of
the driver's seat in the direction of the X axis (see 2.3).
2.17. Extended seat adjustment range
‘Extended seat adjustment range’ means the range designated by the
vehicle manufacturer for the adjustment of the seat in the direction of
the X axis (see 2.3) beyond the range of normal driving positions
specified in 2.16 and used for converting seats into beds or facilitating
entry into the vehicle.
(2.18.)3. APPLICATION FOR EEC TYPE-APPROVAL
3.1. The application for EEC type-approval of a vehicle type with regard to
the driver's field of vision shall be submitted by the vehicle
manufacturer or by his authorized representative.
3.2. It shall be accompanied by the following documents in triplicate, and
by the following particulars;
3.2.1. a description of the vehicle with regard to the items mentioned in 2.2,
together with dimensional drawings and either a photograph or an
exploded view of the passenger compartment. The numbers and/or
symbols identifying the vehicle type shall be specified; and
3.2.2. particulars of the primary reference marks in sufficient detail to enable
them to be readily identified and the position of each in relation to the
others and to the R point to be verified.
3.3. A vehicle representative of the vehicle type to be approved shall be
submitted to the technical service conducting the approval tests.1977L0649 — EN — 19.05.1988 — 002.001 — 6
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4. EEC TYPE-APPROVAL
(4.1.)(4.2.)
4.3. A certificate conforming to the model shown in Annex V shall be
attached to the EEC type-approval certificate.
(4.4.) — (4.4.1) — (4.4.2)(4.5.)(4.6.)(4.7.)(4.8.)
5. SPECIFICATIONS5.1. Driver's field of vision
5.1.1. The transparent area of the windscreen must include at least the
windscreen datum points; these are:
5.1.1.1. a horizontal datum point forward of V
1and 17º to the left (see Annex
IV, Appendix, figure 1);
5.1.1.2. an upper vertical datum point forward of V1and 7º above the
horizontal. However, this angle shall be reduced to 5º until 30
September 1981.
5.1.1.3. a lower vertical datum point forward of V2and 5º below the horizontal;
5.1.1.4. to verify compliance with the forward-vision requirement on the
opposite half of the windscreen, three additional datum points,
symmetrical to the points defined in 5.1.1.1 to 5.1.1.3 in relation to
the median longitudinal plane of the vehicle, are obtained.
5.1.2. The angle of bosdtruction for each ‘A’ pillar, as described in point
5.1.2.1, shall not exceed 6º (cf. Annex IV, Appendix, Figure 3).
The angle of obstruction of the ‘A’ pillar on the passenger side, as
described in point 5.1.2.1.2, need not be determined if the two pillars
are located symmetrically in relation to the median longitudinal
vertical plane of the vehicle.
5.1.2.1. The angle of obstruction of each ‘A’ pillar shall be measured by
superimposing in a plane the following two horizontal sections:
Section 1: Starting from the Pm point situated at the location defined
in point 5.3.1.1, draw a plane forming an angle of 2º
upwards in relation to the horizontal plane passing forward
through Pm. Determine the horizontal section of the ‘A’
pillar starting from the foremost point of the intersection
of the ‘A’ pillar and the inclined plane (cf. Annex IV,
Appendix, Figure 2).
Section 2: Repeat the same procedure, taking a plane declining at an
angle of 5º downwards in relation to the horizontal plane
passing forward through Pm (cf. Annex IV, Appendix,
Figure 2).
5.1.2.1.1. The angle of obstruction of the ‘A’ pillar on the driver's side is the
angle formed on the plane view by a parallel, starting from E2, to the
tangent joining E1with the outer edge of Section S2and the tangent
joining E2with the inner edge of Section S1(cf. Annex IV, Appendix,
Figure 3).
5.1.2.1.2. The angle of obstruction of the ‘A’ pillar on the passenger side is the
angle formed on the plane view by the tangent joining E3to the inner
edge of Section S1and a parallel, starting from E3, to the tangent
joining E4to the outer edge of Section S2(cf. Annex IV, Appendix,
Figure 3)
5.1.2.2. No vehicle shall have more than two A pillars.5.1.3. Other than the obstructions created by the ‘A’ pillars, the fixed or
movable vent or side window division bars, outside radio aerials, rear-
view mirrors and windscreen wipers, there should be no obstruction in1977L0649 — EN — 19.05.1988 — 002.001 — 7
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the driver's 180º forward direct field of vision below a horizontal plane
passing through V1, and above three planes through V2, one being
perpendicular to the plane X - Z and declining forward 4º below the
horizontal, and the other two being perpendicular to the plane Y - Z
and declining 4º below the horizontal (see Annex IV, Figure 4).
The following are not considered to be obstructions to the field of
vision:
— embedded or printed ‘radio aerial’ conductors no wider than the
following:
— embedded conductors: 0,5 millimetres,
— printed conductors: 1,0 millimetres.
These ‘radio aerial’ conductors shall not cross zone A, as defined in
Directive 78/318/EEC, relating to the wiper and washer systems of
motor vehicles (1). However, three ‘radio aerial’ conductors may
cross zone A if their width does not exceed 0,5 millimetres
— within zone A ‘defrosting/demisting’ conductors normally in
‘zigzag’ or sinusoidal form having the following dimensions:
— maximum visible width: 0,030 millimetres,
— maximum conductor density:
— if the conductors are vertical: 8/cm,
— if the conductors are horizontal: 5/cm.
5.2. Position of the V points
5.2.1. The positions of the V points in relation to the R point, as indicated by
XYZ coordinates from the three-dimensional reference grid, are as
shown in Tables I and IV.
5.2.1.1. Table I indicates the basic coordinates for a design seat-back angle of
25º. The positive direction for the coordinates is indicated in Annex IV,
Appendix, figure 1.
TABLE I
V-point X Y Z
V168 mm − 5 mm 665 mm
V268 mm − 5 mm 589 mm
5.3. Positions of the P points
5.3.1. The positions of the P points in relation to the R point, as indicated by
the XYZ coordinates from the three-dimensional reference grid, are as
shown by Tables II, III and IV.
5.3.1.1. Table II sets out the base coordinates for a design seat-back angle of
25º. The positive direction of the coordinates is set out in Annex IV,
Appendix, Figure 1.
The Pm point is the point of intersection between the straight line P1,P2and the longitudinal vertical plane passing through the R point.
TABLE II
Point P X Y Z
P135 mm − 20 mm 627 mm
P263 mm 47 mm 627 mm
Pm 43,36 mm 0 mm 627 mm1977L0649 — EN — 19.05.1988 — 002.001 — 8
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5.3.1.2. Table III indicates the further corrections to be made to the X
coordinates of P1and P2when the horizontal seat-adjustment range as
defined in 2.16 exceeds 108 mm. The positive direction for the
coordinates is indicated in Annex IV, Appendix, figure 1.
TABLE III
Horizontal seat-adjustment range ∆X
108 to 120 mm − 13 mm
121 to 132 mm − 22 mm
133 to 145 mm − 32 mm
146 to 158 mm − 42 mm
more than 158 mm − 48 mm
5.4. Correction for design seat-back angles other than 25º
Table IV indicates the further corrections to be made to the X and Z
coordinates of each P point and each V point when the design seat-
back angle is not 25º. The positive direction for the coordinates is
indicated in Annex IV, Appendix, figure 1.
TABLE IV
Seat-back angle
(in º)Horizontal coordinates
∆XVertical coordinates
∆Z
5 − 186 mm 28 mm
6 − 177 mm 27 mm
7 − 167 mm 27 mm
8 − 157 mm 27 mm
9 − 147 mm 26 mm
10 − 137 mm 25 mm
11 − 128 mm 24 mm
12 − 118 mm 23 mm
13 − 109 mm 22 mm
1 4 −9 9m m 2 1m m
1 5 −9 0m m 2 0m m
1 6 −8 1m m 1 8m m
1 7 −7 2m m 1 7m m
1 8 −6 2m m 1 5m m
1 9 −5 3m m 1 3m m
2 0 −4 4m m 1 1m m
21 − 35 mm 9 mm
22 − 26 mm 7 mm
23 − 18 mm 5 mm
24 − 9 mm 3 mm
25 0 mm 0 mm
2 6 9m m −3m m
27 17 mm − 5 mm
28 26 mm − 8 mm
29 34 mm − 11 mm
30 43 mm − 14 mm31 51 mm − 18 mm
32 59 mm − 21 mm
33 67 mm − 24 mm
34 76 mm − 28 mm1977L0649 — EN — 19.05.1988 — 002.001 — 9
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Seat-back angle
(in º)Horizontal coordinates
∆XVertical coordinates
∆Z
35 84 mm − 32 mm
36 92 mm − 35 mm
37 100 mm − 39 mm
38 108 mm − 43 mm
39 115 mm − 48 mm40 123 mm − 52 mm
5.5. Positions of the E points
5.5.1. E
1and E2are each 104 mm from P1.
E2is 65 mm from E1(see Annex IV, Appendix, figure 4).
►M25.5.2. The straight line joining E1and E2is rotated about P1until the
tangent joining E1to the outer edge of Section 2 of the A-pillar on the
driver's side is normal to the straight line E1-E2(cf. Annex IV,
Appendix, Figure 3). ◄
5.5.3. E3and E4are each 104 mm from P2.E3is 65 mm from E4. (See Annex
IV, Appendix, figure 4).
5.5.4. The straight line E3-E4is rotated about P2until the tangent joining E4to the outer edge of Section 2 of the A-pillar on the passenger's side is
normal to the straight line E3-E4(cf. Annex IV, Appendix, Figure 3)
6. TEST PROCEDURE
6.1. Driver's field of vision
6.1.1. The dimensional relationships between the vehicle's primary reference
marks and the three-dimensional reference grid shall be determined by
the procedure prescribed in Annex IV.
6.1.2. The position of the points V1and V2are determined in relation to the R
point as indicated by XYZ coordinates from the three-dimensional
reference grid and are shown in Table I under 5.2.1.1 and Table IV
under 5.4. The windscreen datum points shall then be found from the
corrected V points as prescribed in 5.1.1.
6.1.3. The relationship between the P points, the R point, and the centre-line
of the driver's seating position, as indicated by XYZ coordinates from
the three-dimensional reference grid, shall be determined from Tables
II and III in 5.3. The correction for design seat-back angles other than
25º is shown in Table IV under 5.4.
6.1.4. The angle of obstruction (see 5.1.2) shall be measured in the inclined
planes as indicated in Annex IV, Appendix, Figure 2. The relationship
between P1and P2, which are connected to E1and E2, and E3and E4,
respectively, is shown in Annex IV, Appendix, Figure 5.
6.1.4.1. Straight line E1-E2shall be set as described in 5.5.2. The angle of
obstruction of the A-pillar on the driver's side shall then be measured
as specified in point 5.1.2.1.1.
6.1.4.2. Straight line E3-E4shall be set as described in 5.5.4. The angle of
obstruction of the A-pillar on the passenger side shall then be measured
as specified in point 5.1.2.1.2.1977L0649 — EN — 19.05.1988 — 002.001 — 10
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6.1.5. The manufacturer may measure the angle of obstruction either on the
vehicle or in the drawings. In case of doubt the technical services may
require the tests to be carried out on the vehicle.
(7.)
(8.)
(9.)
(10.)1977L0649 — EN — 19.05.1988 — 002.001 — 11
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(ANNEX II)1977L0649 — EN — 19.05.1988 — 002.001 — 12
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ANNEX III
PROCEDURE FOR DETERMINING THE H POINT AND THE ACTUAL
SEAT-BACK ANGLE AND FOR VERIFYING THE RELATIVE POSI-
TIONS OF THE R AND H POINTS AND THE RELATIONSHIP
BETWEEN THE DESIGN SEAT-BACK ANGLE AND THE ACTUAL
SEAT-BACK ANGLE
1. DEFINITIONS
1.1.H point
The ‘H point’, which indicates the position of a seated occupant in the
passenger compartment, is the intersection, in a longitudinal vertical plane,
of the theoretical axis of rotation between the thighs and torso of a human
body represented by the manikin described in section 3.
1.2.R point or seating reference point
The ‘R point’ or ‘seating reference point’ is the reference point specified
by the vehicle manufacturer which
1.2.1. has coordinates determined in relation to the vehicle structure;
1.2.2. corresponds to the theoretical position of the point of torso/thighs rotation
(H point) for the lowest and most rearward normal driving position or
position of use given by the vehicle manufacturer for each seating position
specified by him.
1.3.Seat-back angle
‘Seat-back angle’ means the inclination of the seat-back in relation to the
vertical.
1.4.Actual seat-back angle
‘Actual seat-back angle’ means the angle formed by the vertical through
the H point with the torso reference line of the human body represented by
the manikin described in section 3.
1.5.Design seat-back angle
‘Design seat-back angle’ means the angle prescribed by the vehicle
manufacturer which
1.5.1. determines the seat-back angle for the lowest and most rearward normal
driving position or position of use given by the vehicle manufacturer for
each seating position specified by him;
1.5.2. is formed at the R point by the vertical and the torso reference line; and
1.5.3. corresponds theoretically to the actual seat-back angle.
2. DETERMINATION OF H POINTS AND ACTUAL SEAT-BACK
ANGLES
2.1. An H point and an actual seat-back angle shall be determined for each
seating position specified by the vehicle manufacturer. If the seating
positions in the same row can be regarded as similar (bench seat, identical
seats, etc.), only one H point and one actual seat-back angle shall be
determined for each row of seats, the manikin described in section 3 being
seated in a place regarded as representative for the row. This place shall
be:
2.1.1. in the case of the front row, the driver's seat;
2.1.2. in the case of the rear row or rows, an outer seat;
2.2. When an H point and an actual seat-back angle are being determined, the
seat considered shall be placed in the lowest and most rearward normal
driving position or position of use given for it by the vehicle manufacturer.
The seat-back shall, if its inclination is adjustable, be locked as specified
by the manufacturer, or in the absence of any such specification, in a
position corresponding to an actual seat-back angle of as near as possible
to 25º.1977L0649 — EN — 19.05.1988 — 002.001 — 13
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3. DESCRIPTION OF THE MANIKIN
3.1. A three-dimensional manikin of a mass and contour corresponding to those
of an adult male of average height shall be used. Such a manikin is
depicted in figures 1 and 2 of the Appendix to this Annex.
3.2. The manikin shall comprise:
3.2.1. two components, one simulating the back and the other the seat of the
body, pivoting on an axis representing the axis of rotation between the
torso and the thigh. The intersection of this axis with the vertical medium
longitudinal plane of the seating position determines the H point;
3.2.2. two components simulating the legs and pivotally attached to the
component simulating the seat; and
3.2.3. two components simulating the feet and connected to the legs by pivotal
joints simulating ankles.
3.2.4. In addition, the component simulating the seat of the body shall be
provided with a level enabling its transverse orientation to be verified.
3.3. Body-segment weights shall be attached at appropriate points corrre-
sponding to the relevant centres of gravity, so as to bring the total mass of
the manikin up to 75 kg ± 1 %. Details of the mass of the various weights
are given in the table in figure 2 of the Appendix to this Annex.
3.4. The torso reference line of the manikin is represented by a straight line
passing through the joint between the thigh and the torso and the
theoretical joint between the neck and the thorax (see the Appendix to this
Annex, figure 1).
4. SETTING UP THE MANIKIN
The three-dimensional manikin shall be set up in the following manner:
4.1. the vehicle shall be placed on a horizontal plane and the seats adjusted as
prescribed in 2.2;
4.2. the seat to be tested shall be covered with a piece of cloth to facilitate the
correct setting-up of the manikin;
4.3. the manikin shall be placed on the seat concerned, its pivotal axis being
perpendicular to the median longitudinal plane of the vehicle;
4.4. the feet of the manikin shall be placed as follows;4.4.1. in the front seats, in such a way that the level verifying the transverse
orientation of the seat of the manikin is brought to the horizontal;
4.4.2. in the rear seats, as far as possible in such a way as to be in contact with
the front seats. If the feet then rest on parts of the floor which are at
different levels, the foot which first comes into contact with the front seat
shall serve as a reference point and the other foot shall be so arranged that
the level enabling the transverse orientation of the seat of the manikin to be
verified is brought to the horizontal;
4.4.3. if the H point is being determined at a centre seat, the feet shall be placed
one on each side of the tunnel;
4.5. the weights shall be placed on the legs, the level verifying the transverse
orientation of the seat of the manikin shall be brought to the horizontal,
and the thigh weights shall be placed on the component representing the
seat of the manikin;
4.6. the manikin shall be moved away from the seat-back by means of the
knee-pivot bar and the back of the manikin shall be pivoted forwards. The
manikin shall be repositioned on the seat of the vehicle by being slid
backwards on its seat until resistance is encountered, the back of the
manikin then being replaced against the seat-back;
4.7. a horizontal load of 10 ± 1 daN shall be applied to the manikin twice. The
direction and point of application of the load are shown by a black arrow in
figure 2 of the Appendix;
4.8. the seat weights shall be installed on the right and left sides, and the torso
weights shall then be placed in position. The transverse level of the
manikin shall be kept horizontal;
4.9. the transverse level of the manikin being kept horizontal, the back of the
manikin shall be pivoted forwards until the torso weights are above the H
point, so as to eliminate any friction with the seat-back;1977L0649 — EN — 19.05.1988 — 002.001 — 14
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4.10. the back of the manikin shall be gently moved rearwards so as to complete
the setting-up operation. The transverse level of the manikin shall be
horizontal. If it is not, the procedure described above shall be repeated.
5. RESULTS
5.1. When the manikin has been set up as described in section 4, the H point
and the actual seat-back angle of the vehicle seat considered are
constituted by the H point and the angle of inclination of the manikin's
torso reference line.
5.2. The coordinates of the H point in relation to three mutually perpendicular
planes, and the actual seat-back angle, shall be measured for comparison
with the data supplied by the vehicle manufacturer.
6. VERIFYING THE RELATIVE POSITIONS OF THE R AND H POINTS
AND THE RELATIONSHIP BETWEEN THE DESIGN SEAT-BACK
ANGLE AND THE ACTUAL SEAT-BACK ANGLE
6.1. The results of the measurements carried out in accordance with 5.2 for the
H point and the actual seat-back angle shall be compared with the
coordinates of the R point and the design seat-back angle as given by the
vehicle manufacturer.
6.2. The relative positions of the R point and the H point and the relationship
between the design seat-back angle and the actual seat-back angle shall be
considered to be satisfactory for the seating position in question if the H
point, as defined by its coordinates, lies within a longitudinal rectangle
whose horizontal and vertical sides are 30 mm and 20 mm long
respectively and whose diagonals intersect at the R point, and if the
actual seat-back angle is within 3º of the design seat-back angle.
6.2.1. If these conditions are met, the R point and the design seat-back angle shall
be used for the test and, if necessary, the manikin shall be so adjusted that
the H point coincides with the R point and the actual seat-back angle
coincides with the design seat-back angle.
6.3. If the H point or the actual seat-back angle does not satisfy the
requirements of 6.2, the H point or the actual seat-back angle shall be
determined twice more (three times in all). If the results of two of these
three operations satisfy the requirements, the results of the test shall be
considered to be satisfactory.
6.4. If at least two of the three test results do not satisfy the requirements of
6.2, the result of the test shall be considered to be not satisfactory.
6.5. If the situation described in 6.4 arises, or if verification is not possible
because the vehicle manufacturer has failed to supply information
regarding the position of the R point or regarding the design seat-back
angle, the average of the results of the three tests may be used and be
regarded as applicable in all cases where the R point or the design seat-
back angle is referred to in this Directive.
6.6. For verifying the relative positions of the R point and the H point and the
relationship between the design seat-back angle and the actual seat-back
angle in a series-produced vehicle, the rectangle referred to in 6.2 shall be
replaced by a square of 50 mm side and the actual seat-back angle shall not
differ by more than 5º from the design seat-back angle.1977L0649 — EN — 19.05.1988 — 002.001 — 15
▼B
Appendix
COMPONENTS OF THREE-DIMENSIONAL MANIKIN
Figure 11977L0649 — EN — 19.05.1988 — 002.001 — 16
▼B
DIMENSIONS AND MASS OF MANIKIN
Mass of manikin kg
Components simulating back and seat of body 16
Mass of torso weights 31Mass of seat weights 8
Mass of thigh weights 7
Mass of leg weights 13
Total: 75
Figure 21977L0649 — EN — 19.05.1988 — 002.001 — 17
▼B
ANNEX IV
METHOD FOR DETERMINING THE DIMENSIONAL RELATIONSHIPS
BETWEEN THE VEHICLE'S PRIMARY REFERENCE MARKS AND
THE THREE-DIMENSIONAL REFERENCE GRID
1. RELATIONSHIP BETWEEN REFERENCE GRID AND VEHICLE
PRIMARY REFERENCE MARKS
To verify specific dimensions on or within a vehicle submitted for type-
approval in accordance with this Directive, the relationship between the
coordinates of the three-dimensional reference grid, defined in 2.3 of Annex I,
which has been laid out at the initial vehicle-design stage, and the positions of
the primary reference marks defined in 2.4 of Annex I, must be established
accurately so that specific points on the vehicle manufacturer's drawings can
be identified on an actual vehicle produced from those drawings.
2. METHOD FOR ESTABLISHING RELATIONSHIP OF REFERENCE GRID
TO REFERENCE MARKS
For this purpose, a ground reference plane shall be constructed which is
marked with the X-X measurement and the Y-Y measurement. The method of
achieving this is set out in figure 6 of the Appendix to this Annex, the
reference plane being a hard, flat, level surface upon which the vehicle stands,
and which has two measuring scales firmly fixed to its surface; these shall be
graduated in millimetres, the X-X scale being not less than eight metres long,
and the Y-Y scale not less than four metres long. The two scales must be set at
right angles to each other as shown in figure 6 of the Appendix to this Annex.
The intersection of these scales is ground zero.
3. EXAMINATION OF THE REFERENCE PLANE
In order to provide for minor variations in the level of the reference plane or
test area, it will be necessary to measure the deviations from ground zero along
both the X and Y scales at intervals of 250 mm and to record the readings
obtained so that corrections can be made when checking the vehicle.
4. ACTUAL TEST ATTITUDE
In order to provide for minor changes in suspension height, etc., it will be
necessary to have available a means of bringing the primary reference marks
to the correct coordinate positions relative to the design attitude before further
measurements are taken. In addition, it must be possible to make minor lateral
and/or longitudinal adjustments of the vehicle's position so as to place it
accurately in relation to the reference grid.
5. RESULTS
The vehicle having been correctly placed relative to the reference grid and in
its design attitude, the site of the necessary points for studying the forward
visibility requirements can be readily determined.
Test methods to determine these requirements may include the use of
theodolites, light sources or shadow devices, or any other method which can
be shown to give equivalent results.1977L0649 — EN — 19.05.1988 — 002.001 — 18
▼M2
Appendix
DETERMINATION OF V POINTS
Figure 11977L0649 — EN — 19.05.1988 — 002.001 — 19
▼B
▼M2
Figure 21977L0649 — EN — 19.05.1988 — 002.001 — 20
▼M2
Figure 31977L0649 — EN — 19.05.1988 — 002.001 — 21
▼B
EVALUATION OF OBSTRUCTIONS IN THE 180º FORWARD DIRECT FIELD OF VISION OF
THE DRIVER
Figure►M24◄1977L0649 — EN — 19.05.1988 — 002.001 — 22
▼B
DIMENSIONAL DIAGRAM SHOWING RELATIVE POSITIONS OF E POINTS AND P POINTS
Figure►M25◄1977L0649 — EN — 19.05.1988 — 002.001 — 23
▼B
THREE-DIMENSIONAL REFERENCE GRID
Figure►M26◄1977L0649 — EN — 19.05.1988 — 002.001 — 24
▼C1
LEVEL WORK SPACE
Figure►M27◄1977L0649 — EN — 19.05.1988 — 002.001 — 25
▼B
ANNEX V
MODEL
1977L0649 — EN — 19.05.1988 — 002.001 — 26