1997L0024 — EN — 10.09.2003 — 002.001 — 1
This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents
►B DIRECTIVE97/24/ECOFTHEEUROPEANPARLIAMENTANDOFTHECOUNCIL
of17June1997
oncertain componentsandcharacteristics oftwoorthree-wheel motorvehicles
(OJ L 226, 18.8.1997, p. 1)
Amended by:
Official Journal
No page date
►M1Directive 2002/51/EC of the European Parliament and of the Council of
19 July 2002L 252 20 20.9.2002
►M2Commission Directive 2003/77/EC of 11 August 2003 L 211 24 21.8.2003
Corrected by:
►C1Corrigendum, OJ L 244, 3.9.1998, p. 20 (97/24/EC)
►C2Corrigendum, OJ L 21, 26.1.2000, p. 44 (97/24/EC)
▼B
DIRECTIVE 97/24/EC OF THE EUROPEAN PARLIAMENT
ANDOFTHECOUNCIL
of17June1997
on certain components and characteristics of two or three-wheel
motorvehicles
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE
EUROPEAN UNION,
Having regard to the Treaty establishing the European Community, and
in particular Article 100a thereof,
Having regard to the proposal from the Commission (1),
Having regard to the opinion of the Economic and Social
Committee (2),
Acting in accordance withth e procedure laid down in Article 189b of
the Treaty (3) in the light of the joint text approved by the Conciliation
Committee on 4 February 1997,
(1)Whereas it is necessary to adopt measures that are intended to
ensure the operation of the internal market;
(2)Whereas, in each Member State, two or three-wheel motor vehi-
cles must, in respect of the components and characteristicscovered by this Directive, satisfy certain mandatory technical
requirements which differ from one Member State to another;
whereas, owing to those differences, such requirements consti-tute barriers to trade within the Community; whereas thosebarriers to the operation of the internal market may be removedif the same requirements are adopted by all of the MemberStates in place of their national regulations;
(3)Whereas the drawing-up of harmonized requirements concerningthose components and characteristics of two and three-wheelmotor vehicles is necessary in order to enable the type-approvaland component type-approval procedures covered by CouncilDirective 92/61/EEC of 30 June 1992 relating to the type-
approval of two or three-wheel vehicles (
4) to be implemented
in respect of each type of the aforesaid vehicles;
(4)Whereas, in order to facilitate access to markets in third coun-tries, it appears necessary to establishequivalence between th e
requirements of Chapters 1 (tyres), 2 (lighting and light-signal-
ling devices), 4 (rear-view mirrors) and 11 (safety belts) of theAnnex to this Directive and those of United Nations ECE Regu-lations Nos 30, 54, 64 and 75 in respect of tyres, 3, 19, 20, 37,38, 50, 56, 57, 72 and 82 in respect of lighting and light-signal-ling devices, 81 in respect of rear-view mirrors and 16 in respect
of safety belts;
(5)Whereas, with regard to the aspects concerning the protection of
the environment, namely atmospheric and noise pollution, it isnecessary to pursue the aim of constantly improving the environ-
ment; whereas, for this purpose, limit values for pollutants and
sound level must be laid down for the fastest possible applica-tion; whereas subsequent reductions in the limit values andchanges in the testing procedure may be decided upon only onthe basis of studies and research to be undertaken or pursuedinto the available or conceivable technological potential and1997L0024 — EN — 10.09.2003 — 002.001 — 2
(1) OJ No C 177, 29. 6. 1994, p. 1, and
OJ No C 21, 25. 1. 1996, p. 23.
(2) OJ No C 195, 18. 7. 1994, p. 77.
(3) Opinion of the European Parliament of 18 May 1995 (OJ No C 151, 19. 6.
1995, p. 184), common position of the Council of 23 November 1995 (OJ
No C 190, 29. 6. 1996, p. 1) and Decision of the European Parliament of
19 June 1996 (OJ No C 198, 9. 7. 1996, p. 23). Decision of the European
Parliament of 24 April 1997; Council Decision of 12 May 1997.
(4) OJ No L 225, 10. 8. 1992, p. 72.
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into an analysis of their cost/benefit ratios in order to permit
production, on an industrial scale, of vehicles which are able tomeet these more stringent limits; whereas the decision on that
subsequent reduction must be taken by the European Parliament
and the Council at least three years before these limit valuesenter into force in order to enable the industry to take the neces-sary measures whereby their products may, by the intended date,comply with the new Community provisions; whereas the Deci-
sion of the European Parliament and of the Council will be
based on proposals to be submitted by the Commission in duecourse;
(6)Whereas, pursuant to the provisions of Directive 92/61/EEC, thecomponents and characteristics covered by this Directive may
not be placed on the market and sold in the Member States
unless they comply with the provisions of this Directive;whereas the Member States must take all the necessary measuresto ensure fulfilment of the obligations resulting from this Direc-tive.
(7)Whereas Member States should be enabled, by granting taxincentives, to promote the marketing of vehicles which, inadvance, meet the requirements adopted at Community levelconcerning measures to counter pollutant and noise emissions;
(8)Whereas the methods of measuring the immunity of vehicles andseparate technical units to electromagnetic radiation in order tocheck compliance with the provisions concerning electromag-netic compatibility (Chapter 8) require complex and costlyinstallations; whereas, in order to enable Member States toprovide suchinstallations, provision sh ould be made for defer-
ring application of these measuring methods by three years
from the entry into force of this Directive;
(9)Whereas, given the scale and impact of the action proposed inthe sector in question, the Community measures which are thesubject of this Directive are necessary, or even indispensable, to
attain the objectives set, namely Community vehicle type
approval; whereas these objectives cannot be adequatelyachieved by the Member States individually;
(10)Whereas technical progress requires rapid adaptation of the tech-
nical requirements set out in the Annex to this Directive;
whereas, with the exception of the limit values for pollutantsand sound level, this task should be assigned to the Commissionin order to simplify and speed up the procedure; whereas, in allcases where the European Parliament and the Council conferupon the Commission authority to implement rules laid down in
the two or three-wheel motor vehicle sector, it is appropriate to
provide for a procedure for prior consultation between theCommission and Member States within a committee;
(11)Whereas safety or environmental requirements call for restric-tions on tampering with certain types of two or three-wheel
vehicle; whereas, if they are not to prove an obstacle to owner
servicing and maintenance, suchrestrictions must be strictlylimited to tampering which significantly modifies the vehicle'sperformance and pollutant and noise emissions;
(12)Whereas, a long as vehicles conform to the requirements of thisDirective, no Member State may refuse registration or use ofthem; whereas the object of the requirements of this Directiveshould not be to oblige those Member States which do not allowtwo or three-wheel motor vehicles in their territory to tow atrailer to amend their rules,1997L0024 — EN — 10.09.2003 — 002.001 — 3
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HAVE ADOPTED THIS DIRECTIVE:
Article 1
This Directive and its Annex shall apply to:
— tyres,
— lighting and light-signalling devices,— external projections,— rear-view mirrors,— measures to counter air pollution,— fuel tanks,— measures to counter tampering,— electromagnetic compatibility,— permissible sound level and exhaust systems,— coupling devices and attachments,— safety belt anchorages and safety belts,— glazing, windscreen wipers and washers and de-icing and demisting
devices,
for all types of vehicles as defined in Article 1 of Directive 92/61/EEC.
Article 2
Within three years following the date referred to in the third subpara-
graph of Article 8 (1), the Commission shall carry out a detailed study
to ascertain whether the anti-tampering measures for vehicles, particu-
larly those in categories A and B referred to in Chapter 7 of the Annexto this Directive, can be considered appropriate, inadequate or tooextreme in light of the intended aims. In the basis of the conclusionsof the study, the Commission will, if necessary, propose new legislative
measures.
Article 3
1. The procedures governing the granting of component type-
approval in respect of tyres, lighting and light-signalling devices, rear-view mirrors, fuel tanks, exhaust systems, safety belts and glazing for atype of two or three-wheel motor vehicle and the component typeapproval of a type of tyre, lighting and light-signalling device, rear-
view mirror, fuel tank, exhaust system, safety belt and glazing, in the
form of components, and the conditions applying to the free movementof such vehicles and for the free placing on the market of componentsshall be those set out in Chapters II and III respectively of Directive92/61/EEC.
2. The procedure governing the granting of component type-
approval in respect of external projections, measures to counter airpollution, measures to counter tampering, electromagnetic compat-ibility, permissible sound level, coupling devices for trailers andsidecar attachments, safety belt anchorages, windscreen wipers andwashers and de-icing and demisting devices for a type of two or
three-wheel motor vehicle, and the conditions applying to the free
movement of such vehicles, shall be those set out in Chapters II andIII respectively of Directive 92/61/EEC.
Article 4
1. In accordance withth e provisions of Article 11 of Directive 92/
61/EEC, the equivalence shall be recognized of the requirements of
Chapters 1 (tyres), 2 (lighting and light-signalling devices), 4 (rear-
view mirrors) and 11 (safety belts) of the Annex to this Directive andthose of United Nations ECE Regulations Nos 30(
1), 54(2), 64 (3) and1997L0024 — EN — 10.09.2003 — 002.001 — 4
(1) E/ECE/TRANS/505/REV 1/ADD 29.
(2) E/ECE/TRANS/505/REV 1/ADD 53.
(3) E/ECE/TRANS/505/REV 1/ADD 63.
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75 (1) in respect of tyres, 3 (2), 19 (3), 20 (4), 37(5), 38 (6), 50(7), 56 (8),
57 (9), 72 (10) and 82 (11) in respect of lighting and light-signalling
devices, 81 (12) in respect of rear-view mirrors, and 16 (13) in respect
of safety belts, in the version in force on the date on which this Direc-
tive is adopted.
For the purposes of applying the equivalence provided for in the first
subparagraph, the installation requirements in Chapters 1 and 11 shallalso apply to devices approved in accordance withth e correspondingUnited ECE Regulations.
2. The Member States' authorities granting component type approval
shall accept component type approvals issued in accordance with the
requirements of the Regulations referred to in paragraph 1, and compo-
nent type-approval marks, instead of the corresponding component typeapprovals and component type-approval marks issued in accordancewith the requirements of this Directive.
Article 5
1. Within 24 months from the date of adoption of this Directive, the
Commission shall submit to the European Parliament and to theCouncil a proposal prepared on the basis of research and an assessmentof the costs and benefits deriving from the application of tightened-up
limit values and laying down a subsequent stage during which
measures will be adopted aimed at further tightening of the limit valuesfor pollutants and the sound level of the vehicles concerned, as laiddown respectively in Chapter 5, Annex II, Tables I and II and Chapter9, Annex I. In its proposal, the Commission shall take into account andassess the cost-effectiveness of the various measures for reducing
pollutant and noise emissions and shall present proportionate and
reasonable measuring having regard to the intended aims.
2. The Decision of the European Parliament and of the Council,
adopted on the basis of the Commission proposal referred to in para-graph 1, which shall be adopted by 1 January 2001, shall take accountof the need to incorporate factors other than simply limit values whichhave been tightened up. The costs and benefits deriving from the
implementation of the measures provided for in the said Decision shall
be researched and assessed, jointly with interested parties such asindustry, users and groups representing consumers or the public andthese shall be proportionate and reasonable in the light of the intendedaims.
Article 6
1. Member States may make provision for tax incentives only for
motor vehicles conforming to the air-pollution and noise-pollutionmeasures laid down in Chapter 5, Annex I, section 2.2.1.1.3 and Annex
II, Tables I and II and Chapter 9, Annex I respectively of this Direc-
tive.
2. The incentives referred to in paragraph 1 must be in line with the
provisions of the Treaty and meet the following conditions:
— they shall be valid for all new vehicles placed on the market of a
Member State which, in advance, comply with the requirements ofthis Directive referred to in paragraph 1,1997L0024 — EN — 10.09.2003 — 002.001 — 5
(1) E/ECE/TRANS/505/REV 1/ADD 74.
(2) E/ECE/TRANS/324/ADD 2.
(3) E/ECE/TRANS/324/REV 1/ADD 18.
(4) E/ECE/TRANS/324/REV 1/ADD 19.
(5) E/ECE/TRANS/505/REV 1/ADD 36.
(6) E/ECE/TRANS/324/REV 1/ADD 37.
(7) E/ECE/TRANS/505/REV 1/ADD 49.
(8) E/ECE/TRANS/505/REV 1/ADD 55.
(9) E/ECE/TRANS/505/REV 1/ADD 56.
(10) E/ECE/TRANS/505/REV 1/ADD 71.
(11) E/ECE/TRANS/505/REV 1/ADD 81.
(12) E/ECE/TRANS/505/REV 1/ADD 80.
(13) E/ECE/TRANS/505/REV 1/ADD 15.
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— they shall cease upon the mandatory implementation of the
measures referred to in paragraph1,
— they shall, for each type of motor vehicle, involve lower amounts
than the extra cost of the technical solutions applied and of theirincorporation into the motor vehicle to enable the values laiddown to be met.
3. The Commission shall be informed in good time of any intentions
to introduce or alter any of the tax incentives referred to in paragraph
1, so that it can submit its comments.
Article 7
The changes needed:
— to take into account any amendments to the United Nations ECE
Regulations referred to in Article 4,
— to adapt the Annex to technical progress — apart from the limit
values for air and noise pollution set out in Chapter 5, Annex I,section 2.2.1.1.3, and Annex II, Tables I and II, and in Chapter 9,
Annex I respectively,
shall be adopted in accordance with the procedure laid down in Article
13 of Council Directive 70/156/EEC of 6 February 1970 on the approx-
imation of the laws of the Member States relating to the type-approval
of motor vehicles and their trailers (
1).
Article 8
1. Member States shall bring into force the laws, regulations and
administrative provisions necessary to comply withth is Directive
before 18 December 1998. They shall forthwith inform the Commis-
sion thereof.
From the date referred to in the first subparagraph, Member States may
no longer prohibit the first entry into service of vehicles complyingwith the provisions of this Directive or of certain of its chapters.
They shall apply these provisions from 17 June 1999.However, the implementation of certain provisions in Chapters 5, 8 and
9 shall be deferred as specified in the said chapters.
2. When Member States adopt the measures referred to in paragraph
1, they shall contain a reference to this Directive or shall be accompa-nied by such reference on the occasion of their official publication. Themethods of making such reference shall be laid down by MemberStates.
Article 9
1. Council Directive 80/780(EEC of 22 July 1980 on the approxima-
tion of the laws of the Member States relating to rear-view mirrors fortwo-wheeled motor vehicles with or without a side-car and to theirfitting on suchveh icles (
2) shall be repealed when this Directive
becomes applicable.
2. However, components for which approvals as laid down in Annex
I to the Directive referred to in paragraph 1 have been granted may
continue to be used.
3. Council Directive 78/1015/EEC of 23 November 1978 on the
approximation of the laws of the Member States on the permissible
sound level and exhaust system of motorcycles (3) shall be repealed on
the date referred to the first subparagraph of Article 8.1997L0024 — EN — 10.09.2003 — 002.001 — 6
(1) OJ No L 42, 23. 2. 1970, p. 1. Directive as last amended by Directive 96/27/
EC (OJ No L 169, 8. 7. 1996, p. 1).
(2) OJ No L 229, 30. 8. 1980, p. 49. Directive as last amended by Directive 80/
1272/EEC (OJ No L 375, 31. 12. 1980, p. 73).
(3) OJ No L 349, 13. 12. 1978, p. 21. Directive as last amended by Directive
89/235/EEC (OJ No L 98, 11. 4. 1989, p. 1).
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4. Until the date referred to in the first subparagraph of Article 8
(1), approvals as referred to in Directive 78/1015/EEC may be grantedfor type approvals of vehicles referred to in Directive 92/61/EEC. The
limit values laid down for noise levels in Annex I, ►
C1section
2.1.1◄of Directive 78/1015/EEC shall apply.
Article 15 (4) (c) of Directive 92/61/EEC shall therefore apply when
suchveh icles are first put into service.
5. On the entry into force of this Directive, the provisions of
Council Directive 89/336/EEC of 3 May 1989 on the approximationof the laws of the Member States relating to electromagnetic compat-
ibility (
1) shall cease to apply to vehicles covered by this Directive.
Article 10
This Directive shall enter into force on the day of its publication in the
Official Journal of the European Communities .
Article 11
This Directive is addressed to the Member States.1997L0024 — EN — 10.09.2003 — 002.001 — 7
(1) OJ No L 139, 23. 5. 1989, p. 19. Directive as last amended by Directive 93/
97/EEC (OJ No L 290, 24. 11. 1993, p. 1).
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CHAPTER 1
TYRESFORTWOORTHREE-WHEELMOTORVEHICLESANDTHEIRFITTING
LISTOFANNEXES
ANNEX I Administrative provisons for the component type approval of tyres …
Appendix 1 Information document for a type of tyre intended for two or three-wheel motor
vehicles …
Appendix 2 Certificate of component type approval for a type of tyre intended for two or
three-wheel motor vehicles …
ANNEX II Definitions, markings and requirements …
Appendix 1 Explanatory diagram …Appendix 2 Arrangement of tyre markings …
Appendix 3 List of load capacity indices and corresponding permissible maximum mass …
Appendix 4 Marking and dimensions for certain types of tyre …Appendix 5 Method of measuring tyre dimensions …
Appendix 6 Procedure for testing the load/speed performance …
Appendix 7 Variation of load capacity as a function of speed …Appendix 8 Method for determining the dynamic growth of tyres …
ANNEX III Requirements for vehicles with regard to the fitting of their tyres …
Appendix 1 Information document in respect of the fitting of tyres to a type of two or three-
wheel motor vehicle …
Appendix 2 Certificate of vehicle type approval in respect of the fitting of tyres to a type of
two or three-wheel motor vehicle …1997L0024 — EN — 10.09.2003 — 002.001 — 8
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ANNEX I
ADMINISTRATIVE PROVISIONS FOR THE COMPONENT TYPE
APPROVALOFATYPEOFTYRE
1. APPLICATION FOR COMPONENT TYPE APPROVAL
1.1. The application for the component type approval of a type of tyre
must give precise details of the type of tyre to which the component
type approval mark is to be affixed.
1.2. For eachtype of tyre th at application must also give precise details
on:
1.2.1. the tyre size designation as defined in Annex II, item 1.16,1.2.2. the make or trade name,1.2.3. category of use: normal, special, snow or moped,
1.2.4. tyre structure (diagonal or bias ply, bias belted, radial),
1.2.5. speed category symbol,1.2.6. load capacity index,1.2.7. whether the tyre is intended for use with or without an inner tube,
1.2.8. whether the tyre is ‘normal’ or ‘reinforced’,
1.2.9. the ply-rating number for motor cycle derivatives,1.2.10. the outer dimensions: the overall tyre width and overall diameter,1.2.11. the rims to which the tyre may be fitted,
1.2.12. the measuring rim and the test rim,
1.2.13. the test pressure and the pressure for measurement,1.2.14. the coefficient x referred to in Annex II, item 1.19,1.2.15. For tyres indentified by means of letter code ‘V’ within the size
designation and suitable for speeds over 240 km/hor for tyres inden-
tified by means of letter code ‘Z’ within the size designation and
suitable for speeds over 270 km/h, the maximum speed permitted
by the tyre manufacturer and the load carrying capacity allowed for
that maximum speed. The maximum permitted speed and the rele-
vant load carrying capacity shall be indicated in the type approval
certificate (Appendix 2 of this Annex).
1.3. The application for component type approval shall also be accompa-
nied by sketches or photographs in triplicate which identify the tread
pattern and the envelope of the inflated tyre mounted on the
measuring rim showing the relevant dimensions (see sections 3.1.1
and 3.1.2 of Annex II) of the tyre type submitted for approval. It
shall also be accompanied by the test report issued by an approved
test laboratory or by two samples of the tyre type at the discretion of
the competent authority.
1.4. The tyre manufacturer may request that the EC component type
approval be extended also to other types of modified tyres.
1.5. This Directive does not apply to new tyres designed only for ‘off-
road’ use and marked ‘NHS’ (not for highway service) or for
competitions.
2. MARKINGS
The samples of a type of tyre submitted for component type
approval shall bear, in a clearly legible and indelible manner, the
applicant's make or trade name and shall include sufficient space
for the component type approval mark.
3. COMPONENT TYPE APPROVAL MARK
All tyres conforming to a type that has been component type-
approved in compliance with this Directive shall bear the component
type-approval mark described in Annex 5 to Directive 92/61/EEC of
30 June 1992 on the type approval of two or three-wheel motor
vehicles.1997L0024 — EN — 10.09.2003 — 002.001 — 9
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The ‘a’ value defining the dimensions of the rectangle and the digits
and letters making up the mark shall not be less than 2 mm.
4. MODIFICATION OF A TYRE TYPE
4.1. A modification of the tread pattern of a tyre does not require the
repetition of tests prescribed in Annex II.1997L0024 — EN — 10.09.2003 — 002.001 — 10
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Appendix 1
1997L0024 — EN — 10.09.2003 — 002.001 — 11
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Appendix 2
1997L0024 — EN — 10.09.2003 — 002.001 — 12
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ANNEX II
DEFINITIONS,MARKINGS,ANDREQUIREMENTS
1. DEFINITIONS
For the purposes of this chapter:
1.1. ‘type of tyre’ means tyres which basically do not differ from one
another in respect of:
1.1.1. the make or trade name,1.1.2. the tyre size designation,
1.1.3. the category of use (normal: for tyres intended for normal road use;
special: for special-purpose tyres suchas th ose used for on-road and
off-road purposes; snow or mopeds),
1.1.4. structure (diagonal or bias ply (cross-ply), bias-belted, radial),1.1.5. speed category symbol,
1.1.6. load capacity index,
1.1.7. the cross section profile dimension when fitted to a specified rim;
1.2. ‘tyre structure’ means the technical characteristics of a tyre carcass.
A distinction is drawn, in particular, between the following tyre
configurations:
1.2.1. ‘diagonal or bias ply (cross-ply)’ means a tyre structure the ply cords
of which extend to the beads and are laid in such a way as to form
alternating angles which are perceptibly less than 90º to the tread
centre line,
1.2.2. ‘bias belted’ means a tyre structure of the ‘cross-ply’ type in which
the carcass is restrained by a belt consisting of two or more layers of
basically inextensible cord materials forming alternating angles close
to those of the carcass,
1.2.3. ‘radial’ means a tyre structure the ply cords of which extend to the
beads and are laid substantially at 90º to the tread centre line, while
the carcass is stabilized by a basically inextensible circumferential
belt,
1.2.4. ‘reinforced’ means a tyre structure in which the carcass is more
resistant than that of a corresponding standard tyre;
1.3. ‘bead’ means the part of the tyre the shape and structure of which
enables it to fit the rim and hold the tyre on that rim (
1);
1.4. ‘cords’ means the strands forming the fabric of the plies in the pneu-
matic tyre (1);
1.5. ‘ply’ means A layer of rubber coated parallel cords(1);
1.6. ‘carcass’ means the part of the tyre other than the tread and the side-
walls which, when inflated, bears the load (1);
1.7. ‘tread’ means that part of the tyre which comes into contact with the
ground (1);
1.8. ‘sidewall’ means that part of a tyre lying between the tread and the
part intended to be covered by the wheel rim (1);
1.9. ‘tread groove’ means the space between two adjacent ribs or blocks
in the tread pattern (1);
1.10. ‘main grooves’ means the wide grooves located in the central zone
of the tread;
1.11. ‘section width (S)’ means the linear distance between the outer
edges of the sidewalls of an inflated tyre excluding the protrusions
due to markings, embellishments or protective bands or ribs(1);
1.12. ‘overall width’ means the linear distance between the outer edges of
the sidewalls of an inflated tyre, including markings, embellishments
and protective bands or ribs(1); the overall width of tyres the tread1997L0024 — EN — 10.09.2003 — 002.001 — 13
(1) See diagram in Appendix 1.
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width of which is greater than the section width is the width of the
tread;
1.13. ‘section height (H)’ means the distance equalling half the difference
beween the outer diameter of the tyre and the nominal rim
diameter (1);
1.14. ‘nominal aspect ratio (Ra)’ means one hundred times the number
obtained by dividing the nominal section height by the nominal
section width(S1) bothbeing expressed in th e same unit of measure-
ment;
1.15. ‘outer diameter (D)’ means the overall diameter of an inflated new
tyre (1);
1.16. ‘tyre size designation’ means the description containing the
following:
1.16.1. the nominal section width (S1) (expressed in mm, except for certain
types of tyre for which the tyre size designation is set out in the first
Column of the tables in Appendix 4 to this Annex),
1.16.2. the nominal aspect ratio (Ra), except for certain types of tyre for
which the tyre size designation is given in the first column of the
tables in Appendix 4 to this Annex,
1.16.3. a conventional number (d) denoting the nominal rim diameter and
corresponding to that diameter expressed either in the form of a
code (a figure of less than 100) or in millimetres (a figure of more
than 100).
1.16.3.1. the values in millimetres of symbol (d) expressed in code form are
as follows:
‘d’ code expressed by one or two
figures symbolizing the nominal
diameter of the rimEquivalence in mm
4 102
5 127
6 152
7 178
8 203
9 229
10 254
11 279
12 305
13 330
14 356
15 381
16 406
17 432
18 457
19 483
20 508
21 533
22 55923 5841997L0024 — EN — 10.09.2003 — 002.001 — 14
(1) See diagram in Appendix 1.
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1.17. ‘nominal rim diameter (d)’ means the diameter of the rim on which
a tyre is designed to be mounted (1);
1.18. ‘rim’ means the support for either a tyre and inner tube or a tubeless
tyre on which the beads of the tyre are seated (1);
1.19. ‘theoretical rim’ means an imaginary rim the width of which would
be X times the nominal section width of a tyre. The X value must be
specified by the tyre manufacturer;
1.20. ‘measuring rim’ means the rim on which a tyre must be fitted for
dimensional measurement purposes;
1.21. ‘test rim’ means the rim to which a tyre must be fitted for testing;
1.22. ‘chunking’ means the breaking away of pieces of rubber from the
tyre tread;
1.23. ‘cord separation’ means parting of the cords from their coating
rubber;
1.24. ‘ply separation’ means the parting of adjacent plies;
1.25. ‘tread separation’ means the pulling away of the tread from the
carcass
1.26. ‘load-capacity index’ means a figure associated withth e maximum
permissible load which a tyre can carry at the speed corresponding
to its speed symbol according to the operating conditions specified
by the manufacturer. Appendix 3 to Annex II certains a list of
indices and the corresponding loads;
1.27. ‘table of load variations as a function of speed’ means the table in
Appendix 7 to Annex II stating, by reference to indices of load capa-
city and of capacity at nominal speed, load variations of a tyre used
at speeds other than those corresponding to that indicated by the
nominal speed category;
1.28. ‘speed category’ means1.28.1. the speed, expressed by the speed category symbol as shown in
1.28.2,
1.28.2. speed categories are those set out in the following table:
Speed category symbolRelevant speed
(km/h)
B5 0
F8 0
G9 0
J 100
K 110
L 120
M 130
N 140
P 150
Q 160
R 170
S 180
T 190
U 200
H 210
V 240
W 2701997L0024 — EN — 10.09.2003 — 002.001 — 15
(1) See diagram in Appendix 1.
▼B
1.28.3. Tyres suitable for maximum speeds in excess of 240 km/hare inden-
tified by the letter ‘V’ or ‘Z’ placed within the tyre size designation
in front of the indications of tyre structure.
1.29. ‘snow tyre’ means a tyre pattern and structure of which are designed
primarily to ensure better behaviour than that of normal tyres in mud
and fresh snow or slush. The tread pattern of snow tyres generally
consists of grooves and/or blocks which are more widely spaced
than those of a normal tyre;
1.30. ‘MST’ (multiservice tyre) means a multi-use tyre, or in other words
a tyre suitable for bothon-road and off-road use;
1.31. ‘maximum load rating’ means the maximum mass which a tyre is
rated to carry:
1.31.1. For speed lower or equal to 130 km/hth e maximum load rating must
not exceed the percentage of the value associated with the relevant
load capacity index of the tyre as indicated in the table ‘Load capa-
city variation withspeed’ (see section 1.27) withreference to th e
speed category symbol of the tyre and the speed capability of the
vehicle to which the tyre is fitted.
1.31.2. For speed above 130 km/hbut not exceeding 210 km/hth e
maximum load rating must not exceed the value of the mass asso-
ciated with the load capacity index of the tyre.
1.31.3. In the case of tyres designed for a speed exceeding 210 km/h but not
exceeding 270 km/h, the maximum load rating shall not exceed the
percentage of the mass associated with the load capacity index for
the tyre set out in the table below with reference to the speed cate-
gory symbol of the tyre and the maximum design speed of the
vehicle to which the tyre is to be fitted.
Maximum speed
(km/h) (1)Maximum Load Rating
(%)
Speed Category V
SymbolSpeed Category
System W (3)
210 100 100
220 95 100
230 90 100
240 85 100
250 (80)(2)9 5
260 (75)(2)8 5
270 (70)(2)7 5
(1) For intermediate speeds linear interpolation of maximum load rating is
allowed.
(2) Applicable only to tyres indentified by means of letter code ‘V’ within the
size designation and up to the maximum speed specified by the tyre
manufacturer. (See Item 1.2.15 of Annex I).
(3) Applicable also to tyres identified by means of letter code ‘Z’ within the
size designation.
1.31.4. For speeds in excess of 270 km/hth e load rating must not exceed
the mass specified by the tyre manufacturer with reference to the
speed capability of the tyre.
For intermediate speeds between 270 km/hand th e maximum speed
permitted by the tyre manufacturer a linear interpolation of the load
rating applies.
1.32. ‘moped tyre’ means a tyre designed to be fitted on mopeds;1.33. ‘motor cycle tyre’ means a tyre designed primarily to be fitted on
motor cycles
1.34. ‘rolling circumference (C
r)’ means the theoretical distance covered
by the centre (axis) of the wheel of a vehicle in motion during one
complete revolution of the tyre and obtained from the following
formula:
Cr= f × D, where:1997L0024 — EN — 10.09.2003 — 002.001 — 16
▼B
D is the outer diameter of the tyre in accordance with the tyre size
designation set out in item 3.1.2 in this Annex
f = 3,02 for tyres the rim diameter code for which is greater than,
or equal to, 13
3,03 for radial-ply tyres the rim diameter code for which is not
more than 12
2,99 for diagonal or bias-ply (cross-ply) tyres or bias-belted
tyres the rim diameter code for which is not more than 12.
2. MARKINGS
2.1. On at least one of their sidewalls, tyres shall bear the following
markings:
2.1.1. the make or trade name;
2.1.2. the tyre size designation as defined in item 1.16;
2.1.3. the indication of the tyre structure as follows:2.1.3.1. in the case of diagonal or bias ply (cross-ply) tyres, no marking or
the letter ‘D’ preceding the rim diameter code;
2.1.3.2. in the case of bias-belted tyres, the letter ‘B’ preceding the rim-
diameter code and, optionally, the words ‘BIAS-BELTED’;
2.1.3.3. in the case of radial-ply tyres, the letter ‘R’ preceding the rim-
diameter code and, optionally, the word ‘RADIAL’;
2.1.4. the speed category of the tyre, expressed by the symbol referred to
in item 1.28.2;
2.1.5. the load capacity index as defined in 1.26;
2.1.6. the word ‘TUBELESS’ where the tyre is intended for use without an
inner tube;
2.1.7. the symbol ‘REINFORCED’ or ‘REINF’ in the case of a reinforced
tyre;
2.1.8. the date of manufacture comprising three digits, the first two giving
the week and the third the year. This information need be shown on
only one sidewall;
2.1.9. the symbol ‘M + S’ or ‘M.S’ or ‘M & S’ in the case of a snow tyre;
2.1.10. the symbol ‘MST’ in the case of multiservice tyres;
2.1.11. the term ‘MOPED’, ‘CICLOMOTORE’ or ‘CYCLOMOTEUR’
where a tyre is designed for mopeds;
2.1.12. Tyres suitable for speeds above 240 km/hmust be marked withth e
appropriate letter code ‘V’ or ‘Z’, as applicable (see section 1.31.3)
within the tyre size designation and in front of the indication of the
structure (see section 2.1.3).
2.1.13. Tyres suitable for speeds above 240 km/h(or 270 km/hrespectively)
must bear, within parentheses, the marking of the load capacity
index (see Item 2.1.5) applicable at a speed of 210 km/h(or
240 km/hrespectively) and a reference speed category symbol (see
Item 2.1.4) as follows:
— ‘V’ in case of tyres identified with the letter code ‘V’ within the
size designation.
— ‘W’ in case of tyres identified with the letter code ‘Z’ within the
size designation.
2.2. Appendix 2 provides an example of layout for the tyre markings.
2.3. The markings referred to in 2.1 and the component type approval
mark prescribed in Section 3 of Annex I shall be moulded into or
onto the tyres. They shall be clearly legible.
3. REQUIREMENTS RELATING TO TYRES3.1.Tyredimensions
3.1.1. Section width
3.1.1.1. the section width is calculated via the following formula:
S=S
1+K( A−A1),1997L0024 — EN — 10.09.2003 — 002.001 — 17
▼B
where:
S = section widthexpressed in mm measured on measuring rim
S1= nominal section width(in mm) as set out on th e tyre side-
wall in the tyre size designation
A = width expressed in mm of the measuring rim stated by the
manufacturer in the technical description
A1= theoretical rim width expressed in mm
The value S1multiplied by the X factor quoted by the tyre manufac-
turer is used for A1and the value 0,4 is used for K.
3.1.1.2. However, where the tyre size designation appears in the first column
of the tables in Appendix 4 to Annex II, the section width (S1) and
the theoretical rim width (A1) shall be those entered opposite the tyre
size designation in those tables.
3.1.2. Tyre outer diameter3.1.2.1. The outer diameter of a tyre is that obtained from the following
formula:
D = d + 2H,where:D = the outer diameter expressed in mm
d = the nominal rim diameter expressed in mmH = the nominal tyre height
H=S
1× 0,01 Ra, where:
S1= the nominal section width
Ra = the nominal aspect ratio
as set out in the description on the tyre sidewall as required by Item
2.1.3.
3.1.2.2. However, the outer diameter of types of tyres for which the tyre size
designation is entered in the first column of the tables in Appendix 4
to this Annex shall be that set out in the said tables opposite the tyre
description.
3.1.3. Tyre measuring method;
The tyre dimensions shall be measured as specified in Appendix 5 to
this Annex.
3.1.4. Specifications concerning tyre section width;3.1.4.1. The overall width of a tyre may be less than the section width S as
determined in accordance withItem 3.1.1.
3.1.4.2. It may exceed that value up to the value set out in Appendix 4 to
this Annex or, in the case of tyre size designations not set out in
the said Appendix 4, by the following percentages:
3.1.4.2.1. for a moped tyre, for a normal-purpose on-road and for a snow tyre
for motor cycle:
+ 10 % in the case of a rim diameter code 13 and larger+ 8 % for a rim diameter code of not more than 12;
3.1.4.2.2. for a multiservice tyre suitable for restricted on-road use and marked
withMST + 25 %.
3.1.5. Specifications concerning the tyre's outer diameter;3.1.5.1. The tyre's outer diameter must not exceed the minimum and
maximum diameter values specified in Appendix 4 to this Annex.
3.1.5.2. The outer tyre diameter when the tyre size designation is not set out
in Appendix 4 to this Annex shall not exceed the minimum and
maximum diameter values obtained by applying the following
formulas:
D
min= d + (2H × a)
Dmax= d + (2H × b),
where:1997L0024 — EN — 10.09.2003 — 002.001 — 18
▼B
H and d are as defined in Item 3.1.2.1 and a and b are as defined in
Items 3.1.5.2.1 and 3.1.5.2.2 respectively:
3.1.5.2.1. for a moped tyre, for normal on-road tyre and for snow tyres
a
rim diameter 13 and larger 0,97
rim diameter not more than 12 0,93
for a multiservice tyre 1,00
3.1.5.2.2. for a moped tyre and for a normal-purpose on-road tyre for a moto-
cycle
b
rim diameter 13 and larger 1,07
rim diameter not mor than 12 1,10
for snow and multiservice tyres 1,12
3.2.Load/speedperfomancetest
3.2.1. The load/speed performance test shall be carried out on a tyre in
accordance with the method set out in Appendix 6 to Annex II
3.2.1.1. Where application is made for tyres indentified by means of letter
code ‘V’ within the size designation and suitable for speeds over
240 km/hor for tyres identified by means of letter code ‘Z’ with in
the size designation and suitable for speeds over 270 km/h (see Item
1.2.15 in Annex I), the above Load/Speed Test is carried out on one
tyre at the load and speed conditions marked within parenteses on
the tyre (see Item 2.1.13). Another load/speed test must be carried
out on a second tyre of the same type at the load and speed condi-
tions, if any, specified as maximum by the tyre manufacturer.
3.2.2. After successfully undergoing the load/speed test a tyre shall not
exhibit any tread ply or cord separation or any chunking or cord
breakage.
3.2.3. The outer diameter of the tyre measured at least six hours after the
load/speed performance test shall not differ from the outer diameter
measured before the test by more than ± 3,5 %.
3.2.4. The tyre overall width measured at the end of the load/speed perfor-
mance test shall not exceed the value set out in Item 3.1.4.2.
3.3.Dynamicgrowthoftyres
The tyres referred to in Item 1.1 in Appendix 8 to Annex II which
have passed the load/speed performance test required in Item 3.2.1
shall undergo a dynamic growth test, to be carried out in accordance
with the practical method set out in the said Appendix.
3.4. Where a tyre manufacturer produces a range of tyres, it is not neces-
sary to carry out load/speed performance tests and dynamic growth
tests on each type of tyre in the range. The option of choosing the
least favourable case is left to the discretion of the authorities
responsible for component type approval.
3.5. A modification of the tread pattern of a tyre is deemed not to neces-
sitate repetition of the test specified in sections 3.2 and 3.3 of this
Annex.
3.6. Extensions of approval for tyres suitable for speeds over 240 km/h
for tyres identified by means of letter code ‘V’ within the size desig-
nation (or 270 km/hfor tyres identified by means of letter code ‘Z’
within the size designation), with a view to certification for different
maximum speeds and/or loads, are permitted, provided that a new
test report relating to the new maximum speed and load rating is
supplied by the technical service responsible for carrying out tests.
Suchnew load/speed capabilities must be specified in Appendix 2
of Annex I.1997L0024 — EN — 10.09.2003 — 002.001 — 19
▼B
Appendix 1
Explanatorydiagram
(see item 1 in this Annex)
1997L0024 — EN — 10.09.2003 — 002.001 — 20
▼B
Appendix 2
Arrangementoftyremarkings
Example of the markings which must appear on type approved types of tyres
b 100/80 B 18 53 S TUBELESS M + S 013
These markings define a tyre:
— having a nominal section width of 100,
— having a nominal aspect ratio of 80,— being of bias-belted structure (B),— having a rim diameter of 457 mm, the code for which is 18,— having a load capacity of 206 kg, corresponding to load index 53 (see list in
appendix 3),
— classified in the speed category S (maximum speed 180 km/h),— which may be fitted without an inner tube (tubeless),— being of the snow type (M + S),— manufactured during week 1 (01) of the year 1993 (3).
The position and order of the markings constituting the tyre designation shall be
as follows:
(a) the tyre size designation including the nominal section width, the nominal
aspect ratio, the symbol of the structure, where appropriate, and the nominal
rim diameter shall be combined as shown in the above example i.e. 100/80
B 18;
(b) the load capacity index and the speed category symbol shall be placed near
the tyre size designation. They may either precede or follow this or be
located above or below it;
(c) the descriptions ‘TUBELESS’ and ‘REINFORCED’ or ‘REINF’ and ‘M +
S’ or ‘M.S.’ or ‘M & S’ and ‘MST’ and/or ‘MOPED’, ‘CICLOMOTORE’
or ‘CYCLOMOTEUR’ may be further away from the dimensional descrip-
tion;
(d) In the case of tyres suitable for speeds above 240 km/h, the letter codes ‘V’
or ‘Z’, as applicable, must be marked in front of the structure marking (e.g.
140/60ZR18). The reference load capacity index and speed category symbol
must be marked within parentheses as applicable (see Item 2.1.13 of Annex
II).1997L0024 — EN — 10.09.2003 — 002.001 — 21
▼B
Appendix 3
Listofload-capacityindicesandcorrespondingpermissiblemaximummass
A = load capacity index
B = corresponding maximum mass (kg)
AB
04 5
1 46,22 47,5
3 48,7
45 0
5 51,5
65 3
7 54,5
85 6
95 8
10 60
11 61,5
12 63
13 65
14 67
15 69
16 71
17 73
18 75
19 77,5
20 8021 82,5
22 85
23 87,5
24 90
25 92,5
26 95
27 97,5
28 100
29 103
30 106
31 109
32 112
33 115
34 118
35 121
36 125
37 128
38 132
39 136
40 140
41 14542 1501997L0024 — EN — 10.09.2003 — 002.001 — 22
▼B
AB
43 155
44 16045 16546 17047 17548 18049 18550 19051 19552 20053 20654 21255 21856 22457 23058 23659 24360 25061 257
62 265
63 27264 28065 29066 30067 30768 31569 32570 33571 34572 35573 36574 37575 38776 40077 41278 42579 43780 45081 462
82 475
83 48784 50085 51586 53087 54588 56089 58090 6001997L0024 — EN — 10.09.2003 — 002.001 — 23
▼B
AB
91 615
92 630
93 650
94 670
95 690
96 710
97 730
98 750
99 775
100 800
101 825
102 850
103 875
104 900
105 925
106 950
107 975
108 1 000109 1 030
110 1 060
111 1 090
112 1 120
113 1 150
114 1 180
115 1 215
116 1 250
117 1 285
118 1 320
119 1 360
120 1 4001997L0024 — EN — 10.09.2003 — 002.001 — 24
▼B
Appendix 4
Markinganddimensionsofcertain typesoftyre
(See Annex II, items 3.1.1.2, 3.1.2.2, 3.1.4.2 and 3.1.5.1)
TABLE 1 A
Mopedtyres
Descriptions and rim diameter up to code 12
Tyre size
designationWidthof
theoretical
RIM (code)
(A1)Overall diameter (mm) Nominal
(S1)
(mm)
section widthMaximum
overall width
(mm) DminDDmax
2 —12 1.35 413 417 426 55 59
2¼—12 1.50 425 431 441 62 67
2½— 8 1.75 339 345 356 70 76
2½— 9 1.75 365 371 382 70 76
2¾— 9 1.75 375 381 393 73 79
3 —10 2.10 412 418 431 84 91
3 —12 2.10 463 469 482 84 911997L0024 — EN — 10.09.2003 — 002.001 — 25
▼B
TABLE 1 B
Motorcycle tyres
Descriptions and rim diameter up to code 12
Tyre size desig-
nationWidthof th eo-
retical RIM
(code)
(A1)Overall diameter (mm) Nominal
(S1)
(mm)
section widthMaximum
overall width
(mm) DminDDmax
2.50— 8
1.50328 338 352
65 702.50— 9 354 364 378
2.50—10 379 389 4032.50—12 430 440 451
2.75— 8
1.75338 348 363
71 772.75— 9 364 374 383
2.75—10 389 399 4082.75—12 440 450 462
3.00— 4
2.10241 251 264
80 863.00— 5 266 276 291
3.00— 6 291 301 3143.00— 7 317 327 3423.00— 8 352 362 3783.00— 9 378 388 4013.00—10 403 413 4223.00—12 454 464 473
3.25— 8
2.50362 372 386
88 953.25— 9 388 398 412
3.25—10 414 424 4413.25—12 465 475 492
3.50— 4
2.50264 274 291
92 993.50— 5 289 299 316
3.50— 6 314 324 3413.50— 7 340 350 3673.50— 8 376 386 3973.50— 9 402 412 4303.50—10 427 437 4483.50—12 478 488 506
4.00— 5
2.50314 326 346
105 1134.00— 6 339 351 368
4.00— 7 365 377 3944.00— 8 401 415 4274.00—10 452 466 4784.00—12 505 517 538
4.50— 6
3.00364 376 398
120 1304.50— 7 390 402 424
4.50— 8 430 442 4644.50— 9 456 468 4904.50—10 481 493 5154.50—12 532 544 568
5.00— 8
3.50453 465 481
134 145 5.00—10 504 516 532
5.00—12 555 567 5831997L0024 — EN — 10.09.2003 — 002.001 — 26
▼B
Tyre size desig-
nationWidthof th eo-
retical RIM
(code)
(A1)Overall diameter (mm) Nominal
(S1)
(mm)
section widthMaximum
overall width
(mm) DminDDmax
6.00— 6
4.00424 436 464
154 1666.00— 7 450 462 490
6.00— 8 494 506 5346.00— 9 520 532 5621997L0024 — EN — 10.09.2003 — 002.001 — 27
▼B
TABLE 2
Motorcycle andmopedtyres
Normal profile
Tyre size
designationWidthof
theoretical
RIM (code)
(A1)Overall diameter (mm)Nominal
(S1)
(mm)
section widthMaximum
overall width
(mm)
DminDDmax(1)Dmax(2)(1)(2)
1¾—19 1.20 582 589 597 605 50 54 58
2 —14
1.35461 468 477 484
55 58 632 —15 486 493 501 509
2 —16 511 518 526 534
2 —17 537 544 552 5602 —18 562 569 577 5852 —19 588 595 603 6112 —20 613 620 628 6362 —21 638 645 653 661
2 —22 663 670 680 686
2¼—14
1.50474 482 492 500
62 66 712¼—15 499 507 517 525
2¼—16 524 532 540 5502¼—17 550 558 566 5762¼—18 575 583 591 6012¼—19 601 609 617 6272¼—20 626 634 642 6522¼—21 651 659 667 677
2¼—22 677 685 695 703
2½—14
1.60489 498 508 520
68 72 782½—15 514 523 533 545
2½—16 539 548 558 5702½—17 565 574 584 5962½—18 590 599 609 6212½—19 616 625 635 6472½—20 641 650 660 6722½—21 666 675 685 697
2½—22 692 701 711 723
2¾—14
1.85499 508 518 530
75 80 862¾—15 524 533 545 555
2¾—16 549 558 568 580
2¾—17 575 584 594 606
2¾—18 600 609 621 631
2¾—19 626 635 645 657
2¾—20 651 660 670 682
2¾—21 676 685 695 707
2¾—22 702 711 721 733
3 —16
1.85560 570 582 594
81 86 933 —17 586 596 608 620
3 —18 611 621 633 6453 —19 637 647 659 6711997L0024 — EN — 10.09.2003 — 002.001 — 28
▼B
Tyre size
designationWidthof
theoretical
RIM (code)
(A1)Overall diameter (mm)Nominal
(S1)
(mm)
section widthMaximum
overall width
(mm)
DminDDmax(1)Dmax(2)(1)(2)
3¼—16
2.15575 586 598 614
89 94 1023¼—17 601 612 624 640
3¼—18 626 637 651 6653¼—19 652 663 675 691
(1) Tyres for normal use.
(2) Multiservice and snow tyres.1997L0024 — EN — 10.09.2003 — 002.001 — 29
▼B
TABLE 3
Motorcycle tyres
Normal profile
Tyre size
designationWidthof
theoretical
RIM (code)
(A1)Overall diameter (mm)Nominal
(S1)
(mm)
section
widthMaximum overall
width(mm)
DminDDmax(1)Dmax(2)(3)(4)(5)
2.00—14
1.20460 466 478
52 57 60 652.00—15 485 491 503
2.00—16 510 516 5282.00—17 536 542 5542.00—18 561 567 5792.00—19 587 593 605
2.25—14
1.60474 480 492 496
61 67 70 752.25—15 499 505 517 521
2.25—16 524 530 542 5462.25—17 550 556 568 5722.25—18 575 581 593 5972.25—19 601 607 619 623
2.50—14
1.60486 492 506 508
65 72 75 792.50—15 511 517 531 533
2.50—16 536 542 556 558
2.50—17 562 568 582 5842.50—18 587 593 607 6092.50—19 613 619 633 6352.50—21 663 669 683 685
2.75—14
1.85505 512 524 530
75 83 86 912.75—15 530 537 549 555
2.75—16 555 562 574 5802.75—17 581 588 600 6062.75—18 606 613 625 6312.75—19 632 639 651 6572.75—21 682 689 701 707
3.00—14
1.85519 526 540 546
80 88 92 973.00—15 546 551 565 571
3.00—16 569 576 590 5963.00—17 595 602 616 6223.00—18 618 627 641 6473.00—19 644 653 667 6733.00—21 694 703 717 7233.00—23 747 754 768 774
3.25—14
2.15531 538 552 560
89 98 102 1083.25—15 556 563 577 585
3.25—16 581 588 602 6103.25—17 607 614 628 6363.25—18 630 639 653 6613.25—19 656 665 679 6873.25—21 708 715 729 7371997L0024 — EN — 10.09.2003 — 002.001 — 30
▼B
Tyre size
designationWidthof
theoretical
RIM (code)
(A1)Overall diameter (mm)Nominal
(S1)
(mm)
section
widthMaximum overall
width(mm)
DminDDmax(1)Dmax(2)(3)(4)(5)
3.50—14
2.15539 548 564 572
93 102 107 1133.50—15 564 573 589 597
3.50—16 591 598 614 622
3.50—17 617 624 640 6483.50—18 640 649 665 6733.50—19 666 675 691 6993.50—21 716 725 741 749
3.75—16
2.15601 610 626 634
99 109 114 1213.75—17 627 636 652 660
3.75—18 652 661 677 6853.75—19 678 687 703 711
4.00—16
2.50611 620 638 646
108 119 124 1304.00—17 637 646 664 672
4.00—18 662 671 689 6974.00—19 688 697 715 723
4.25—16
2.50623 632 650 660
112 123 129 1374.25—17 649 658 676 686
4.25—18 674 683 701 7114.25—19 700 709 727 737
4.50—16
2.75631 640 658 665
123 135 141 1424.50—17 657 666 684 694
4.50—18 684 691 709 7194.50—19 707 717 734 745
5.00—16
3.00657 666 686 698
129 142 148 1575.00—17 683 692 710 724
5.00—18 708 717 735 7495.00—19 734 743 761 775
(1) Tyres for normal on-road use
(2) Special-purpose and snow tyres
(3) Tyres for normal on-road use up to and including speed rating P
(4) Tyres for normal on-road use beyond speed rating P and snow tyres
(5) Special-purpose tyres1997L0024 — EN — 10.09.2003 — 002.001 — 31
▼B
TABLE 4
Motorcycle tyres
Low profile
Tyre size
designationWidthof
theoretical
rim
(code)
(A1)Overall diameter (mm) Nominal
(S1)
(mm) section
widthMaximum overall
width(mm)
DminDDmax(1)Dmax(2)(3)(4)(5)
3.60—18
2.15605 615 628 633
93 102 108 1133.60—19 631 641 653 658
4.10—18
2.50629 641 654 663
108 119 124 1304.10—19 655 667 679 688
5.10—16
3.00615 625 643 651
129 142 150 157 5.10—17 641 651 670 677
5.10—18 666 676 694 702
4.25/85—18 2.50 649 659 673 683 112 123 129 137
4.60—16
2.75594 604 619 628
117 129 136 1424.60—17 619 630 642 654
4.60—18 644 654 670 678
(1) Tyres for normal on-road use
(2) Special-purpose and snow tyres
(3) Tyres for normal on-road use up to and including speed rating P
(4) Tyres for normal on-road use beyond speed rating P and snow tyres
(5) Special-purpose tyres1997L0024 — EN — 10.09.2003 — 002.001 — 32
▼B
TABLE 5
Tyresformotorcycle derivatives
Tyre size desig-
nationWidthof th eo-
retical rim
(code)
(A1)Overall diameter (mm)Nominal (S1)
(mm) section
widthMaximum
overall width
(mm) DminDDmax
3.00— 8C
2.10359 369 379
80 86 3.00—10C 410 420 430
3.00—12C 459 471 479
3.50— 8C
2.50376 386 401
92 99 3.50—10C 427 437 452
3.50—12C 478 488 513
4.00— 8C
3.00405 415 427
108 117 4.00—10C 456 466 478
4.00—12C 507 517 529
4.50— 8C
3.50429 439 453
125 135 4.50—10C 480 490 504
4.50—12C 531 541 555
5.00— 8C
3.50455 465 481
134 1455.00—10C 506 516 532
5.00—12C 555 567 581
TABLE 6
Low-pressuremotorcycle tyres
Tyre size desig-
nationWidthof th eo-
retical rim
(code)
(A1)Overall diameter (mm)Nominal (S1)
(mm) section
widthMaximum
overall width
(mm) DminDDmax
5.4— 6
4.00373 379 395
135 1465.4—10 474 481 497
5.4—12 525 532 5475.4—14 576 582 5985.4—16 626 633 649
6.7—10
5.00532 541 561
170 1846.7—12 583 592 612
6.7—14 633 642 6621997L0024 — EN — 10.09.2003 — 002.001 — 33
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TABLE 7
Motorcycle tyres
Descriptions and dimensions of American tyres
Tyre size designationWidthof th eo-
retical rim
(code)
(A1)Overall diameter (mm)Nominal (S1)
(mm) section
widthMaximum
overall width
(mm) DminDDmax
MH90—21 1.85 682 686 700 80 89
MJ90 —18 2.15 620 625 640
89 99MJ90 —19 2.15 645 650 665
ML90 —18 2.15 629 634 650
93 103ML90 —19 2.15 654 659 675
MM90—19 2.15 663 669 685 95 106
MN90—18 2.15 656 662 681 104 116
MP90 —18 2.15 667 673 692 108 120
MR90 —18 2.15 680 687 708 114 127
MS90 —17 2.50 660 667 688 121 134
MT90 —16 3.00 642 650 672
130 144MT90 —17 3.00 668 675 697
MU90 —15M/C 3.50 634 642 665
142 158MU90 —16 3.50 659 667 690
MV90 —15M/C 3.50 643 651 675 150 172
MP85 —18 2.15 654 660 679 108 120
MR85 —16 2.15 617 623 643 114 127
MS85 —18 2.50 675 682 702 121 134
MT85 —18 3.00 681 688 709 130 144
MV85 —15M/C 3.50 627 635 658 150 1721997L0024 — EN — 10.09.2003 — 002.001 — 34
▼B
Appendix 5
Methodofmeasuringtyredimensions
1. The tyre is fitted to the measuring rim and inflated to the pressure (1) speci-
fied by its manufacturer.
2. The tyre mounted on its rim is left at ambient laboratory temperature for at
least 24 hours.
3. The pressure is reset at the value specified in Item 1.
4. The overall width is measured by means of a calliper gauge at six equally
spaced points, account being taken of the thickness of the ribs or bands.
The highest measurement thus obtained shall be retained as the overall width.
5. The outer diameter is determined as follows: the maximum circumference is
measured and the figure thus obtained is divided by π (3,1416).1997L0024 — EN — 10.09.2003 — 002.001 — 35
(1) The inflation pressures may also be specified as follows:
Tyre version Speed category symbolPressure
bar kPa
MOPEDS
standard B 2,25 225
reinforced B 2,80 280
MOTORCYCLES F, G, J, K, L, M, N, P, Q, R, S 2,25 225
standard T, U, H, V, W
2,80 280
reinforcedFt oP
Q, R, S, T, U, H 3,30 330
MOTORCYCLE DERIVA-
TIVES4PR
Ft oM3,50 350
6PR 4,00 4008PR 4,50 450
Other tyre versions must be inflated to the pressure specified by their manufacturer.
▼B
Appendix 6
Procedure fortestingload/speedperformance
1. TYRE PREPARATION
1.1. A new tyre shall be fitted to the test rim identified by the manufac-
turer.
1.2. It shall be inflated to the appropriate pressure as set out in the
following table:
TEST INFLATION PRESSURE
Tyre version Speed categoryPressure
bar kPa
MOPEDS
standard B 2,25 225
reinforced B 3,00 300
MOTORCYCLES
standardF, G, J, K 2,50 250
L, M, N, P 2,50 250
Q, R, S 3,00 300
T, U, H, V(1) 3,50 350
reinforcedF, G, J, K, L, M, N, P 3,30 330
Q, R, S, T, U, H 3,90 390
MOTORCYCLE DERI-
VATIVES4PR
F, G, J, K, L, M3,70 370
6PR 4,50 450
8PR 5,20 520
(1) For speeds above 240 km/hth e test pressure is 3,20 bar (320 kPa).
Other types of tyre shall be inflated to the pressure quoted by their
manufacturer.
1.3. The tyre manufacturer may request, giving reasons, the use of an
inflation pressure differing from those listed in section 1.2. In such
a case the tyre is inflated to that pressure (see item 1.12.13 in Annex
I).
1.4. The wheel/tyre combination shall be stored at the temperature of the
test chamber for at least three hours.
1.5. The tyre pressure shall be brought to that specified in Items 1.2 or
1.3.
2. TEST SEQUENCE
2.1. The tyre/wheel combination shall be fitted to a test spindle and
pressed against the outer surface of a smooth flywheel having a
diameter of 1,7 m ± 1 % or 2,0 m ± 1 %.
2.2. A load which is equal to 65 % of the following shall be applied to
the test spindle:
2.2.1. The load rating corresponding to the load capacity index for tyres
bearing speed symbols up to and including ‘H’,
2.2.2. The load rating associated with a maximum speed of 240 km/h for
tyres bearing speed symbol ‘V’ (see paragraph1.31.3 in th is Annex),1997L0024 — EN — 10.09.2003 — 002.001 — 36
▼B
2.2.3. The loading rating associated with a maximum speed of 270 km/h
for tyres withspeed symbol ‘W’ (see paragraph1.31.3 of th is
Annex),
2.2.4. The load rating associated with the maximum speed specified by the
tyre manufacturer for tyres suitable for speeds above 240 km/h(or
270 km/has applicable) (see paragraph3.2.1.1),
2.2.5. In the case of moped tyres (speed category symbol B), the test load
shall be 65 % on a test drum which is 1,7 m in diameter and 67 %
on a test drum which is 2,0 m in diameter.
2.3. Throughout the test the tyre pressure shall not be reset and the test
load shall be held constant.
2.4. During the test the temperature in the test room shall be kept at
between 20 and 30 ºC or at a higher temperature if so accepted by
the manufacturer.
2.5. The test shall proceed uninterrupted, in accordance with the
following criteria:
2.5.1. time for transition from speed 0 to initial test speed: 20 minutes,
2.5.2. Initial test speed: equal to the maximum speed intended for the type
of tyre, reduced by 30 km/hif th e test is carried out on a 2 m-
diameter drum or by 40 km/hif th e test is carried out on a 1,7 m-
diameter drum,
2.5.2.1. The maximum speed to be considered for the second test in the case
of tyres suitable for speeds above 240 km/hfor tyres identified by
means of letter code ‘V’ within the size designation (or 270 km/h
for tyres identified by means of letter code ‘Z’ within the size desig-
nation) is the maximum speed specified by the tyre manufacturer
(see 1.2.15 of Annex I).
2.5.3. successive speed increments: 10 km/h,
2.5.4. duration of test at eachspeed-range: 10 minutes,
2.5.5. total duration of test: one hour,2.5.6. maximum test speed: maximum speed intended for the type of tyre
if the test is carried out on a 2 m-diameter drum and maximum
speed intended for the type of tyre reduced by 10 km/h if the test
is carried out on a 1,7 m-diameter drum,
2.5.7. In the case of moped tyres (speed-category symbol B), the test speed
shall be 50 km/h, the time taken to accelerate from 0 to 50 km/h
being 10 minutes, a steady state speed then being held for 30
minutes and the total duration of the test being 40 minutes.
2.6. However, if a second test is performed to assess the top perfor-
mances of tyres suitable for speeds above 240 km/h, the procedure
shall be as follows:
2.6.1. Twenty minutes to build up from zero to the initial test speed,
2.6.2. Twenty minutes at the initial test speed,
2.6.3. Ten minutes to build up to the maximum test speed,2.6.4. Five minutes at the maximum test speed.
3. EQUIVALENT TEST METHODS
If a test method other than that described in Item 2 is used, its
equivalence shall be demonstrated.1997L0024 — EN — 10.09.2003 — 002.001 — 37
▼B
Appendix 7
Variationofloadcapacityasafunctionofspeed
Speed
(km/h)Variation in load carrying capacity (%)
Moped rim diameter code ≤12 rim diameter code ≥13
speed symbol speed symbol
B J K L J K L M N P and above
30 + 30 + 30 + 30 + 30 + 30 + 30 + 30 + 30 + 30 + 30
50 0 + 30 + 30 + 30 + 30 + 30 + 30 + 30 + 30 + 30
60 + 23 + 23 + 23 + 23 + 23 + 23 + 23 + 23 + 23
70 + 16 + 16 + 16 + 16 + 16 + 16 + 16 + 16 + 1680 + 10 + 10 + 10 + 10 + 10 + 10 + 10 + 10 + 1490 + 5 + 5 + 7,5 + 5 + 5 + 7,5 + 7,5 + 7,5 + 12
1 0 0 0 0 +5 0 0 +5 +5 +5 +1 0
110 − 7 0 + 2,5 0 + 2,5 + 2,5 + 2,5 + 8120 − 15 − 6 0 0 0 0 + 6130 − 25 − 12 − 5 0 0 + 4
140 001997L0024 — EN — 10.09.2003 — 002.001 — 38
▼B
Appendix 8
Methodfordeterminingthedynamicgrowthoftyres
1. SCOPE AND EXTENT
1.1. This test method shall apply to motorcycle tyres of the types referred
to in Item 3.4.1 of this Appendix.
1.2. It is intended to determine the maximum growth of the tyre which is
due to the effect of the centrifugal force at the maximum permissible
speed.
2. DESCRIPTION OF TEST PROCEDURE
2.1. The test axle and the rim shall be checked in order to ensure that
radial eccentricity is less than ± 0,5 mm and that lateral displace-
ment is less than ± 0,5 mm when measured at the outer periphery
of the bead seat of the wheel.
2.2. Contour-outline device
Any device (projection grid camera, spotlights and others) enabling
the outer contour of the cross section of the tyre to be outlined
distinctly or to establish an enveloping curve, at right angles to the
equator of the tyre at the point of maximum tread deformation.
This device shall reduce any deformation to a minimum and ensure
a constant (known) ratio (K) between the contour plotted and the
acutual diemensions of the tyre.
This device will enable the tyre contour to be determined in relation
to the wheel axis.
3. EXECUTION OF TEST
3.1. During the test the temperature in the test room shall be held
between 20 ºC and 30 ºC or at a higher temperature if so accepted
by the tyre manufacturer.
3.2. The tyres to be tested must have undergone the load/speed perfor-
mance test in accordance withAppendix 6 with out any faults
having emerged.
3.3. The tyre to be tested shall be fitted to a wheel the rim of which
conforms to the applicable standard.
3.4. The tyre inflation pressure (test inflation pressure) shall be adjusted
to the values indicated in Item 3.4.1.
3.4.1. Diagonal or bias ply (cross-ply) and bias-belted tyres.
Speed category
symbolTyre versionTest inflation pressure
bar kPa
P/Q/R/S standard 2,50 250
T and above standard 2,90 290
3.5. The wheel/tyre combination shall be stored at the temperature of the
test room for at least three hours.
3.6. Following that period of storage the inflation pressure shall be
corrected to the value laid down in Item 3.4.1.
3.7. The wheel/tyre combination shall be mounted on the test axle and
checked to ensure that it turns freely. The tyre may be rotated by a
motor acting on the test axle or else via pressure against a test drum.
3.8. The entire assembly shall be accelerated without interruption in
order to achieve, within five minutes, the maximum speed capability
of the tyre.
3.9. The contour-outline device shall be installed, care being taken to
ensure that it is at right angles to the (direction of) rotation of the
tread of the tyre being tested.1997L0024 — EN — 10.09.2003 — 002.001 — 39
▼B
3.10. A check shall be made that the peripheral speed of the tread surface
is equal to the maximum speed capability of the tyre ± 2 %. The
equipment shall be kept at a constant speed for five minutes at least
and then the cross section of the tyre shall be traced in the area of
maximum deformation or a check should be made that the tyre does
not exceed the enveloping curve.
4. ASSESSMENT OF RESULTS
4.1. The envelope of the tyre/wheel assembly shall be as in the example
below.
With reference to items 3.1.4 and 3.1.5 in this Annex, the limit
values for the envelope outline are laid down as follows:
Tyre speed categoryHdyn(mm)
Category of use:
NormalCategory of use: Snow
and special
P/Q/R/S H × 1,10 H × 1,15
T/U/H H × 1,13 H × 1,18
Over 210 km/hH × 1,16 —
4.1.1. The main dimensions of the enveloping curve must be adjusted, if
applicable, taking into account the constant ratio K (see paragraph
2.2 above).
4.2. The tyre contour deformation at maximum speed shall not go
beyond the envelope outline when related to the tyre axes.
4.3. No other test is carried out on the tyre.
5. EQUIVALENT TEST METHODS
If a method other than that described in item 2 is used its equiva-
lence shall be demonstrated.1997L0024 — EN — 10.09.2003 — 002.001 — 40
▼B
ANNEX III
REQUIREMENTSFOR VEHICLESWITH REGARDTO THE FITTING
OFTHEIRTYRES
1. GENERAL
1.1. Subject to the provisions of section 2, every tyre fitted to a vehicle,
including any spare, shall be type-approved in accordance with the
provisions of this Directive.
1.2.TyreFitment
1.2.1. All tyres fitted to a vehicle shall be identical as regards the aspects
covered by Annex II, item 1.1.5,
1.2.2. All tyres fitted to a given axle shall be of the same type (see Annex
II, item 1.1),
1.2.3. The manufacturer of the vehicle shall indicate the designations of
tyres in accordance with the requirements of this Chapter. This or
these tyre(s) made by the tyre manufacturer to the tolerances laid
down in Annex II, items 3.1.4, 3.1.5 and 3.3 shall move freely in
their intended position. The space in which the wheel revolves
must be such as to allow unrestricted movement when the maximum
permissible size of tyres is used within the suspension, steering and
wheel guard constraints provided by the vehicle manufacturer,
1.3.Loadcapacity
1.3.1. The maximum load rating, as defined in item 1.31 of Annex II and
account being taken of the requirements set out in Appendix 7 to
Annex II, of every tyre with which the vehicle is fitted shall be at
least equal to the following:
— the maximum permissible axle mass where the axle is equipped
withone tyre only;
— half of the maximum permissible axle mass where the axle is
equipped withtwo tyres in single formation;
— 0,54 times the maximum permissible axle mass where the axle is
equipped withtwo tyres in dual (twin) formation;
— 0,27 times the maximum permissible axle mass where the axle is
equipped withtwo sets of tyres in dual (twin) formation,
withreference to th e maximum permissible axle mass declared by
the vehicle manufacturer.
1.4.Speedcapability
1.4.1. Every tyre with which a vehicle is normally fitted must have a speed
category symbol (see Annex II section 1.28) compatible withth e
maximum design speed of the vehicle (as declared by the vehicle
manufacturer including the tolerance permitted for series production
conformity checks) or the applicable load/speed combination (see
Annex II section 1.27),
1.4.2. The above specification does not apply: in the case of vehicles
normally equipped withordinary tyres and occasionally supplied
withsnow tyres or multiservice tyres.
However, in this case the speed category symbol of the snow tyres
or multiservice tyres must correspond to a speed either greater than
the maximum design speed of the vehicle (as declared by the vehicle
manufacturer) or of not less than 130 km/h (or both).
If, nevertheless, the maximum design speed of the vehicles (as
declared by the vehicle manufacturer) is greater than the speedcorresponding to the speed category symbol of the snow tyres or
multiservice tyre, a maximum speed warning label specifying the
maximum speed capability of the snow tyres must be displayed
inside the vehicle in a prominent position readily visible to the
driver.1997L0024 — EN — 10.09.2003 — 002.001 — 41
▼B
2. SPECIAL CASES
2.1. Tyres which have been component type approved according to
Directive 92/23/EEC may also be fitted to motorcycles withside-
car, three-wheel mopeds, tricycles and quadricycles.
2.2. Motorcycle tyres may also be fitted to mopeds.2.3. In the case of a vehicle which is fitted with tyres which are not
motorcycle tyres, passenger car tyres or commercial vehicle tyres,
due to special conditions of use (e.g. agricultural tyres, industrial
truck tyres, all terrain vehicle tyres), the requirements of Annex II
do not apply, provided that the approval authority is satisfied that
the tyres fitted are suitable for the operating conditions of the
vehicle.
2.4. Tyres fitted to low performance mopeds as defined in the note set
out in Annex I to Directive 92/61/EEC on the type approval of two
or three-wheel motor vehicles may be of a different type from those
covered by the requirements of this Chapter, owing to special condi-
tions of use, provided that the authority responsible for vehicle type
approval receives an assurance that the tyres fitted are appropriate to
the conditions of use of the vehicle.1997L0024 — EN — 10.09.2003 — 002.001 — 42
▼B
Appendix 1
1997L0024 — EN — 10.09.2003 — 002.001 — 43
▼B
Appendix 2
1997L0024 — EN — 10.09.2003 — 002.001 — 44
▼B
CHAPTER 2
LIGHTING AND LIGHT-SIGNALLING DEVICES OF TWO ORTHR EE-WHEEL MOTOR
VEHICLES
LISTOFANNEXES
ANNEX I General requirements applying to the component type-approval of a type of
lighting and light-signalling device for two or three-wheel motor vehicles
…
Appendix 1 Colours of light emitted — Trichromatic coordinates …
Appendix 2 Examples of arrangements of approval marks …
ANNEX II Requirements concerning the component type-approval of front position
(side) lamps, rear lamps, stop lamps, direction indicator lamps, rear registra-
tion-plate illuminating device, front fog lamps, rear fog lamps, reversing
lamps and retro-reflectors fitted to two or three-wheel motor vehicles …
Appendix 1 Minimum horizontal (H) and vertical (V) angles of spatial light distribution
…
Appendix 2 Photometric measurements …Appendix 3 Photometric measurements of the rear registration-plate illuminating device
…
Appendix 4 Information document …Appendix 5 Component type-approval certificate …
ANNEX III Requirements relating to the component type-approval of devices (head-
lamps) using incandescent or halogen filament lamps emitting a passing
and/or driving beam fitted to two or three-wheel motor vehicles …
ANNEX III-A Headlamps for mopeds …
Appendix 1 Photometric tests on headlamps equipped with category S
3and S4lamps …
Appendix 2 Photometric tests on headlamps equipped with category HS2halogen lamps
…
Appendix 3 Information document in respect of a type of headlamp intended for mopeds
…
Appendix 4 Component type-approval certificate in respect of a type of headlamp
intended for mopeds …
ANNEX III-B Headlamps for motorcycles and tricycles emitting a symmetrical passing
beam and a driving beam by means of filament lamps …
Appendix 1 Photometric tests …
Appendix 2 Test on the stability of the photometric behaviour of headlamps in operation
…
Appendix 3 Requirements for lamps incorporating lenses of plastic material and testing
of lens or material samples and of complete lamps …
Appendix 4 Information document in respect of a type of headlamp fitted with filament
lamps, emitting a symmetrical passing beam and a driving beam and
intended to be fitted to motorcycles and tricycles …
Appendix 5 Component type-approval certificate in respect of a type of headlamp fitted
withfilament lamps, emitting a symmetrical passing beam and a driving
beam and intended for motorcycles and tricycles …
ANNEX III-C Headlamps for motorcycles and tricycles emitting an asymmetrical passing
beam and a driving beam and fitted withh alogen filament lamps (HS1lamps) or filament lamps of category R2…
Appendix 1 Measuring screen …
Appendix 2 Test on the stability of the photometric performance of headlamps in opera-
tion
Appendix 3 Requirements for lamps incorporating lenses of plastic material and testing
of lens or material samples and of complete lamps …1997L0024 — EN — 10.09.2003 — 002.001 — 45
▼B
Appendix 4 Information document in respect of a type of headlamp fitted with halogen
filament lamps (HS1lamps) or filament lamps of category R2, emitting an
asymmetrical passing beam and a driving beam and intended to be fittedto motorcycles and tricycles …
Appendix 5 Component type-approval certificate in respect of a type of headlamp fitted
withh alogen filament lamps, (HS
1lamps) or filament lamps of category R2,
emitting an asymmetrical passing beam and a driving beam and intended to
be fitted to motorcycles and tricycles …
ANNEX III-D Headlamps for motorcycles and tricycles emitting an asymmetrical passing
beam and a driving beam and fitted with halogen filament lamps other than
HS1lamps …
Appendix 1 Measuring screen …
Appendix 2 Tests on the stability of the photometric performance of headlamps in
operation
Appendix 3 Requirements for lamps incorporating lenses of plastic material and testing
of lens or material samples and of complete lamps …
Appendix 4 Information document in respect of a type of headlamp fitted with halogen
filament lamps, emitting an asymmetrical passing beam and a driving beam
and intended to be fitted to motorcycles and tricycles …
Appendix 5 Component type-approval certificate in respect of a type of headlamp fitted
withh alogen filament lamps, emitting an asymmetrical passing beam and a
driving beam and intended to be fitted to motorcycles and tricycles …
ANNEX IV Incandescent lamps intended for use in component type-approved lamps for
mopeds, motorcycles and tricycles …
Appendices 1 to 22 (See Annex IV) …Appendix 23 Example of the arrangement of the approval mark …
Appendix 24 Luminous centre and shapes of lamp filaments …1997L0024 — EN — 10.09.2003 — 002.001 — 46
▼B
ANNEX I
GENERAL REQUIREMENTS APPLYING TO THE COMPONENT
TYPE-APPROVAL OF A TYPE OF LIGHTING AND LIGHT-SIGNAL-
LINGDEVICEFORTWOORTHREE-WHEELMOTORVEHICLES
1. For the purposes of this Chapter:
‘type of device’
means devices which do not differ among themselves in such essen-
tial respects as the following:
1.1. make or trade name;1.2. the characteristics of the optical system;1.3. the addition or deletion of components likely to alter the optical
results as a result of reflection, refraction or absorption and/or defor-
mation during their operation;
1.4. their intended use in either right-hand or left-hand driving or both;
1.5. the materials constituting the lenses and coatings, if any.
2. APPLICATION FOR THE COMPONENT TYPE-APPROVAL OF
A TYPE OF DEVICE
2.1. The application for the component type-approval of a type of device
submitted in compliance withArticle 3 of Council Directive 92/61/
EEC of 30 June 1992 on the type-approval of two or three-wheel
motor vehicles must, moreover, provide the following details:
2.1.1. the intended function(s) of the device;2.1.2. in the case of a headlamp, if designed for running on either side of
the road or for left-hand or right-hand running only;
2.1.3. in the case of a direction indicator: its category.2.2. For eachtype of device for wh ichcomponent type-approval is
requested the application must be accompanied by:
2.2.1. drawings, in triplicate, in sufficient detail to permit identification of
the type and setting out the geometrical conditions under which it is
fitted to the vehicle, together with the direction of observation which
must be taken into account as the reference axis during the tests
(horizontal angle H = 0, vertical angle V = 0)and the point which
must be taken as the centre of reference during these tests; in the
case of a headlamp the drawings must show a vertical (axial) section
and a head-on view with, where appropriate, details of the lens
fluting; the drawings must also illustrate the position intended for
the mandatory component type-approval mark and, where appro-
priate, additional symbols in relation to the rectangle for that mark;
2.2.2. a brief technical description giving details, in particular, with the
exception of lamps with non-replaceable light sources, of the
intended category or categories of filament lamp.
2.3. Applicants must also submit two samples of the device for which
component type-approval is requested.
2.4. For the test of the plastic material of which the lenses of head-
lamps (
1) and front fog-lamps are made, the following must be
supplied:
2.4.1. thirteen lenses:
2.4.1.1. six of these lenses may be replaced by six samples of material at
least 60 mm × 80 mm in size, having a flat or convex outer surface
and a substantially flat area (radius of curvature not less than
300 mm) in the middle measuring at least 15 mm × 15 mm;
2.4.1.2. every suchlens or sample of material must be produced by th e
method to be used in series production;
2.4.2. a reflector to which the lens can be fitted in accordance with the
manufacturer's instructions.1997L0024 — EN — 10.09.2003 — 002.001 — 47
(1) Headlamps of Annex III-B, III-C and III-D.
▼B
2.5. The materials making up the lenses and coatings, if any, must be
accompanied by the test report on the characteristics of these mate-
rials and coatings if they have already been tested.
2.6. The competent authority must verify the existence of satisfactory
arrangements for ensuring effective control of the conformity of
production before type-approval is granted.
3. ADDITIONAL REQUIREMENTS CONCERNING THE
MARKING OF AND MARKS ON DEVICES
3.1. Devices must bear the following in a clearly visible and indelible
manner:
3.1.1. make or trade name;3.1.2. a statement of the intended category or categories of filament
lamp(s): this is not valid for lamps with non-replaceable light
sources;
3.1.3. in the case of lamps with non-replaceable light sources the rated
voltage and rated wattage should be stated;
3.1.4. the component type-approval mark in accordance with the provisions
of Article 8 of Directive 92/61/EEC. In the case of headlamps the
marks must be placed on the lens or main body of the lamp (the
mirror being considered to be a main body). If the lens cannot be
separated from the main body a position on the lens will suffice.
That position must be shown on the designs referred to in 2.2.1.
For examples, see Appendix 2 to this Annex.
4. COMPONENT TYPE-APPROVAL OF A DEVICE
4.1. When at least two devices form part of the same device component
type-approval can be granted only if each of those devices meets the
requirements of this Chapter.
5. MINIMUM REQUIREMENTS FOR CONFORMITY OF PRODUC-
TION CONTROL PROCEDURES
5.1.General
5.1.1. The conformity requirements are considered satisfied from a
mechanical and geometric standpoint, if the differences do not
exceed inevitable manufacturing deviations within the requirements
of this Directive.
5.1.2. With respect to photometric performances, the conformity of series-
produced devices must not be contested if, when testing photometric
performances of any device chosen at random and in the case of
signalling lamps, headlamps or front fog-lamps equipped with stan-
dard filament-lamps, no measured value deviates unfavourably by
more than 20 % from the minimum values prescribed in this Direc-
tive.
5.1.3. If the results of the test described above do not meet the require-
ments, in the case of signalling lamps, headlamps or front fog-
lamps, tests on devices must be repeated using another standard fila-
ment-lamp.
5.1.4. Devices withapparent defects are disregarded.5.1.5. The trichromatic coordinates must be complied with in the case of
signalling lamps, headlamps or front fog-lamps when these are
equipped withfilament lamps set to Standard A colour temperature.
5.2.Minimum requirements for verification of conformity by the
manufacturer
For each type of device the holder of the approval mark must carry
out at least the following tests at appropriate intervals. The tests
must be carried out in accordance with the provisions of this Direc-
tive.
If any sampling shows non-conformity with regard to the type of test
concerned, further samples are taken and tested. The manufacturer
must take steps to ensure the conformity of the production
concerned.1997L0024 — EN — 10.09.2003 — 002.001 — 48
▼B
5.2.1. Nature of tests
Tests of conformity to this Directive must cover the photometric and
colorimetric characteristics for headlamps of motorcycles and
tricycles and the verification of the change in vertical position of
the cut-off line unde the influence of heat.
5.2.2. Methods used in tests
5.2.2.1. Tests must generally be carried out in accordance with the methods
set out in this Directive.
5.2.2.2. In any test of conformity carried out by the manufacturer, equivalent
methods may be used with the consent of the competent authority
responsible for approval tests. The manufacturer is responsible for
proving that the methods applied are equivalent to those laid down
in this Directive.
5.2.2.3. The application of 5.2.2.1 and 5.2.2.2 requires regular calibration of
test apparatus and its correlation withmeasurements made by a
competent authority.
5.2.2.4. In all cases, the reference methods must be those laid down in this
Directive, particularly for the purpose of administrative verification
and sampling.
5.2.3. Nature of sampling
Samples of devices are selected at random from the production of a
uniform batch. A uniform batch means a set of devices of the same
type, defined according to the production methods of the manufac-
turer.
The assessment must in general cover series production from indivi-
dual factories. However, a manufacturer may group together records
concerning the same type from several factories, provided these
operate under the same quality system and quality management.
5.2.4. Measured and recorded photometric and colorimetric characteristics
The sampled device is subjected to photometric measurements at the
points provided for in the relevant Annexes unless otherwise
prescribed. The trichromatic coordinates must be complied with.
5.2.5. Criteria governing acceptability
The manufacturer is responsible for carrying out a statistical study of
the test results and for defining, in agreement with the competent
authority, criteria governing the acceptability of his products, in
order to meet the specifications laid down for the verification of
conformity of products in Annex VI to Directive 92/61/EEC.
The criteria governing the acceptability must be such that, with a
confidence level of 95 %, the minimum probability of passing a
spot check in accordance with section 6 (first sampling) would be
0,95.
6. MINIMUM REQUIREMENTS FOR SAMPLING BY AN
INSPECTOR
6.1.General
6.1.1. The conformity requirements are considered satisfied from a
mechanical and a geometric standpoint if the differences do not
exceed inevitable manufacturing deviations within the requirements
of this Directive.
6.1.2. With respect to photometric performance, the conformity of series-
produced devices must not be contested if, when testing photometric
performances of any device chosen at random and in the case of
signalling lamps, headlamps or front fog-lamps equipped with stan-
dard filament lamps, no measured value deviates unfavourably by
more than 20 % from the minimum values prescribed in this Direc-
tive.
6.1.3. The trichromatic coordinates must be complied with in the case of
signalling lamps, headlamps or front fog-lamps when these are
equipped withfilament lamps set to Standard A colour temperature.1997L0024 — EN — 10.09.2003 — 002.001 — 49
▼B
6.2.Firstsampling
In the first sampling four devices are selected at random. The first
sample of two is marked A, the second sample of two is marked B.
6.2.1. Instances where conformity is not contested.6.2.1.1. Following the sampling procedure shown in Figure 1 of this Annex
the conformity of series-produced devices must not be contested if
the deviation of the measured values of the device in the unfavour-
able directions are:
6.2.1.1.1. sample A
A1: one device 0 %,
one device not more than 20 %;
A2: bothdevices more th an 0 %,
but not more than 20 %,
go to sample B
6.2.1.1.2. sample B
B1: bothdevices 0 %.
6.2.2. The conformity is contested.
6.2.2.1. Following the sampling procedure shown in Figure 1 of this Annex
the conformity of series-produced devices must be contested and the
manufacturer requested to make his production meet the require-
ments (alignment) if the deviations of the measured values of the
devices are:
6.2.2.1.1. sample A
A3: one device not more than 20 %,
one device more than 20 %,
but not more than 30 %.
6.2.2.1.2. sample B
B2: in the case of A2
one device more than 0 %,but not more than 20 %,
one device not more than 20 %;
B3: in the case of A2
one device 0 %,
one device more than 20 %,
but not more than 30 %.
6.2.3. Approval withdrawn
Conformity must be contested and Article 10 of Directive 92/61/
EEC applied if, following the sampling procedure in Figure 1 of
this Annex, the deviations of the measured values of the devices are:
6.2.3.1. sample A
A4: one device not more than 20 %,
one device more than 30 %;
A5: bothdevices more th an 20 %.
6.2.3.2. sample B
B4: in the case of A2
one device more than 0 %,
but not more than 20 %,
one device more than 20 %;1997L0024 — EN — 10.09.2003 — 002.001 — 50
▼B
B5: in the case of A2
bothdevices more th an 20 %;
B6: in the case of A2
one device 0 %,one device more than 30 %.
6.3.Repeatedsampling
In the cases of A3, B2, B3 a repeated sampling, third sample C of
two devices and fourthsample D of two special warning lamps,
selected from stock manufactured after alignment, is necessary
within two months following the notification.
6.3.1. The conformity is not contested.6.3.1.1. Following the sampling procedure shown in Figure 1 of this Annex
the conformity of series-produced devices must not be contested if
the deviations of the measured values of the devices are:
6.3.1.1.1. sample C
C1: one device 0 %,
one device not more than 20 %;
C2: bothdevices more th an 0 %,
but not more than 20 %,
go to sample D
6.3.1.1.2. sample D
D1: in the case of C2
bothdevices 0 %.
6.3.2. The conformity is contested.
6.3.2.1. Following the sampling procedure shown in Figure 1 of this Annex
the conformity of series-produced devices must be contested and the
manufacturer requested to make his production meet the require-
ments (alignment) if the deviations of the measured values of the
devices are:
6.3.2.1.1. sample D
D2: in the case of C2
one device more than 0 %,
but not more than 20 %,
one device not more than 20 %.
6.3.3. Approval withdrawn
Conformity must be contested and Article 10 of Directive 92/61/
EEC applied if, following the sampling procedure in Figure 1 of
this Annex, the deviations of the measured values of the devices are:
6.3.3.1. sample C
C3: one device not more than 20 %,
one device more than 20 %;
C4: bothdevices more th an 20 %.
6.3.3.2. sample D
D3: in the case of C2
one device egual to or more than 0 %,
one device more than 20 %.1997L0024 — EN — 10.09.2003 — 002.001 — 51
▼B
Figure 1
1997L0024 — EN — 10.09.2003 — 002.001 — 52
▼B
Appendix 1
ColoursofLightemitted
Trichomatic co-ordinates
RED: limit towards yellow: y ≤0,335
limit towards purple: z ≤0,008
WHITE: limit towards blue: x ≥0,310
limit towards yellow: x ≤0,500
limit towards green: y ≤0,150 + 0,640 ×
limit towards green: y ≤0,440
limit towards purple: y ≥0,050 + 0,750 ×
limit towards red: y ≥0,382
AMBER: limit towards yellow: y ≤0,429
limit towards red: y ≥0,398
limit towards white: z ≤0,007
For verifying the limits above, a source of light at a colour temperature of
2 856 K (illuminant A of the International Commission on Illumination (CIE)),in combination withappropriate filters, may be used.
For retro-reflectors the device is illuminated by CIE standard illuminant A, with
an angle of divergence of 1/3º and an illumination angle V = H = 0º, or, if this
produces a colourless surface reflection, an angle V = ± 5º, H = 0º, the tricho-
matic co-ordinates of the reflected luminous flux must be within the limits
above.1997L0024 — EN — 10.09.2003 — 002.001 — 53
▼B
Appendix 2
Examplesofarrangementsofapprovalmarks
Figure 1
A device bearing the EC component type-approval mark shown above is a
direction indicator of category 11 approved in the Netherlands (e4) under the
number 00243. The first two digits of the approval number indicate that the
approval was granted in accordance with the requirements of Annex II to this
Directive in its original version.
For a direction indicator, the arrow indicates that the luminous distribution is
asymmetrical in a horizontal plane and that the photometric values required are
satisfied up to an angle of 80º to the right, the device being seen in the opposite
sense of the light emitted. The example shows a direction indicator mounted on
the right-hand side of the vehicle.1997L0024 — EN — 10.09.2003 — 002.001 — 54
▼B
Simplified marking of grouped, combined or reciprocally incorporated lamps
when two or more lamps are part of the same assembly.
Figure 1a
(The vertical and horizontal lines schematize the shape of the light-signalling
device. These are not part of the approval mark.)
Note:
These three examples of approval marks (models A, B and C) represent three
possible variables for the marking of a lighting device when two or more lamps
are part of the same assembly of grouped, combined or reciprocally incorporated
lamps.
They indicate that the device was approved in the Netherlands (e4) under
approval number 3333 and comprises:
— a retro-reflector of Class 1, approved in accordance withDirective 76/757/
EEC in its original version;
— a red rear-position (side) lamp (R) approved in accordance withAnnex II to
this Directive in its original version;
— a rear fog-lamp (F) approved in accordance withDirective 77/538/EEC in its
original version;
— a reversing lamp (AR) approved in accordance withDirective 77/539/EEC
in its original version;
— a stop-lamp (S) approved in accordance withAnnex II to th is Directive in its
original version.1997L0024 — EN — 10.09.2003 — 002.001 — 55
▼B
ExampleofECcomponenttype-approvalmark
Figure 1b
Figure 1c
 Figure 1d
The retro-reflector bearing the EC component type-approval mark shown above is a Class 1 reflector
approved in the Netherlands (4) under the number 216 in accordance with Directive 76/757/EEC; the
requirements for retro-reflectors in section 9.1 of Annex II to this Directive apply where a ≥4 mm.1997L0024 — EN — 10.09.2003 — 002.001 — 56
▼B
Figure 2
The headlamp bearing the above EC component type-approval mark was
approved in the Netherlands (e4) pursuant to Annex III-A to this Directive in
its original version, under approval number 00243. The first two digits of the
approval number indicate that the approval was granted in accordance with the
requirements of this Directive in its original version.
Figure 3
The headlamp bearing the above EC component type-approval mark is a head-
lamp meeting the requirements of Annex III-B to this Directive in its original
version and is designed for right-hand traffic only.1997L0024 — EN — 10.09.2003 — 002.001 — 57
▼B
Figure 4
 Figure 5
The headlamp bearing the above EC component type-approval mark is a headlamp meeting the requirements of
Annex III-B to this Directive in its original version and is designed:
For left-hand traffic only. For both traffic systems by means of an appropriate
adjustment of the setting of the optical unit or the lamp
on the vehicle.
Figure 6
The headlamp bearing the above EC component type-approval mark is a head-
lamp incorporating a lens of plastic material and meeting the requirements of
Annex III-C to this Directive in its original version.
It is so designed that the filament of the passing beam can be lit together simul-
taneously with the driving beam and/or another reciprocally incorporated
lighting function.1997L0024 — EN — 10.09.2003 — 002.001 — 58
▼B
Figure 7
 Figure 8
The headlamp bearing the EC component type-approval mark shown above is a headlamp meeting the requirements
of Annex III-D to this Directive in its original version.
Withrespect to th e passing beam only, and designed for
left-hand traffic only.Withrespect to th e driving beam only.
Figure 9
 Figure 10
The headlamp bearing the EC component type-approval mark shown above is a headlamp incorporating the lens of
plastic material meeting the requirements of Annex III-D to this Directive in its original version with respect to the
passing beam only, and designed:
For both traffic systems For right-hand traffic only.1997L0024 — EN — 10.09.2003 — 002.001 — 59
▼B
Simplified marking for grouped, combined or reciprocally incorporated lamps
Figure 11
(The vertical and horizontal lines schematize the shape of the light-signalling
device. These are not part of the EC component type-approval mark.)
Note:
The four examples shown above correspond to a lighting device bearing an EC
component type-approval mark relating to:
— a front position (side) lamp (A) approved in accordance withAnnex II to
this Directive in its original version;
— a headlamp (HCR) with a passing beam designed for right-hand and left-
hand traffic and a driving beam with a maximum intensity comprised
between 86.250 and 101.250 candelas (as indicated by the number 30),
approved in accordance withAnnex III-D to th is Directive in its original
version and incorporating a lens of plastic material;
— a front fog-lamp B approved in accordance withDirective 76/762/EEC in its
original version and incorporating a lens of plastic material;
— a front direction-indicator lamp of category 11 approved in accordance with
Annex II to this Directive in its original version.1997L0024 — EN — 10.09.2003 — 002.001 — 60
▼B
Figure 12
 Figure 13
The headlamp bearing the EC component type-approval mark shown above is a headlamp meeting the requirements
of Directive 76/761/EEC:
Withrespect to th e passing beam only, and designed for
left-hand traffic only.Withrespect to th e driving beam only.
Figure 14
 Figure 15
Identification of a headlamp incorporating the lens of plastic material meeting the requirements of Directive 76/761/
EEC withrespect to Appendix 3 of Annex III-D to th is Directive.
For both the passing beam and the driving beam and
designed for right-hand traffic only.For the passing beam only and designed for left-hand
traffic only.
The passing lamp filament must not be lit simultaneously with the driving lamp filament and/or any other headlamp
withwh ichit is reciprocally incorporated.1997L0024 — EN — 10.09.2003 — 002.001 — 61
▼B
ANNEX II
REQUIREMENTS CONCERNING THE COMPONENT TYPE-
APPROVAL OF FRONT POSITION (SIDE) LAMPS, REAR LAMPS,
STOP LAMPS, DIRECTION-INDICATOR LAMPS, REAR REGISTRA-
TION-PLATE ILLUMINATING DEVICE, FRONT FOG-LAMPS, REAR
FOG-LAMPS, REVERSING LAMPS AND RETRO-REFLECTORS
FITTEDTOTWOORTHREE-WHEELMOTORVEHICLES
1. DEFINITIONS
The relevant definitions set out in Annex I to Council Directive 93/
92/EEC of 29 October 1993 on the fitting of lighting and light-
signalling devices to two or three-wheel motor vehicles apply.
1.1. ‘Lens’ means the outermost component of the lamp (device) which
transmits light through the illuminating surface;
1.2. ‘Coating’ means any product or products applied in one or more
layers to the outer face of a lens;
1.3. ‘Devices of different types’ are devices which differ in such essen-
tial respects as:
1.3.1. the make or trade name,1.3.2. the characteristics of the optical system,1.3.3. the inclusion or elimination of components capable of altering the
optical effects by reflection, refraction, absorption and/or deforma-
tion during operation,
1.3.4. the type of filament lamp,
1.3.5. the materials constituting the lenses and coating, if any.
2. INFORMATION THAT IS ADDITIONAL TO THE COMPONENT
TYPE-APPROVAL MARK FOR DIRECTION INDICATORS:
2.1. In the general case of a direction indicator a number stating that it is
a front direction-indicator (category 11) or a rear direction-indicator
(category 12) must be affixed close to the rectangle for the compo-
nent type-approval mark and opposite the component type-approval
number.
2.2. In the case of a direction indicator which does not, in accordance
with 4.7.1. on one side achieve the minimum luminous intensity
required up to an angle of H = 80º, a horizontal arrow, the tip of
which is pointing in the direction where the minimum luminous
intensity in accordance with4.7.1 is ach ieved up to an angle of at
least H = 80º, must be affixed below the rectangle for the component
type-approval mark.
3. GENERAL REQUIREMENTS
Devices must be designed and constructed in sucha way th at, under
their normal conditions of use and despite any vibrations to which
they may be submitted, their proper functioning remains unimpaired
and they retain the characteristics required by this Annex.
4. INTENSITY OF THE LIGHT EMITTED
Within the reference axis the intensity of the light emitted by each
of the two devices must be at least equal to the two minimum values
and at most equal to the maximum values set out in the table below.
In no direction must the maximum values stated be exceeded.
min (cd) max (cd)
4.1. Rear position (side) lamps 4 12
4.2. Front position (side) lamps 4 604.3. Stop lamps 40 100
4.4. Direction-indicator lamps
4.4.1. Front (category 11)
(see Appendix 1)90 700(
1)1997L0024 — EN — 10.09.2003 — 002.001 — 62
▼B
min (cd) max (cd)
4.4.2. Rear (category 12)
(see Appendix 1)50 200
(1) Applies solely to the area between the two vertical lines passing through
V = 0º/H = ± 5º and two horizontal lines passing through V = ± 10º/H
= 0º. A maximum of 400 cd is applicable to all other directions.
4.5. Outside the reference axis the intensity of the light emitted within
the angular fields defined in the diagrams in Appendix 1 must, in
each direction corresponding to the points in the light distribution
table set out in Appendix 2, be at least equal to the product of the
minima set out in 4.1 to 4.4 and to the percentage set out in that
table for the direction at issue.
4.6. By way of derogation from 4.1 a maximum luminous intensity of
60 cd is permitted for rear position (side) lamps that are reciprocally
incorporated withstop lamps below a plane forming an angle of 5º
downwards from the horizontal plane.
4.7. Moreover:4.7.1. Throughout the fields defined in Appendix 1 the intensity of the
light emitted must be at least 0,05 cd for position (side) lamps and
at least 0,3 cd for stop lamps and direction-indicator lamps.
4.7.2. When a position (side) lamp has been grouped together or recipro-
cally incorporated with a stop lamp the ratio of the actually
measured light intensities from the two lamps when lit simulta-
neously to the intensity of the rear position (side) lamp when lit
alone must be at least 5:1 at the eleven measuring points defined in
Appendix 2 and located within the field bounded by the vertical
straight lines passing through 0º V/± 10º H and the horizontal
straight lines passing through ± 5º V/0º H shown in the light distri-
bution table.
4.7.3. The requirements set out in section 2.2 of Appendix 2 concerning
local variations in intensity must be met.
4.8. The light intensities must be measured with the lamp constantly lit.
Where lamps operate intermittently it must be ensured that the
device does not overheat.
4.9. Appendix 2 as referred to in 4.5 provides details on the methods of
measurement to be used.
4.10. The rear registration-plate illuminating device must meet the condi-
tions set out in Appendix 3.
4.11. The photometric performance of lamps equipped with several light
sources must be checked in accordance with the provisions of
Appendix 2.
5. CONDITIONS ATTACHED TO THE TESTS
5.1. All the measurements must be carried out with a standard colourless
lamp falling within the category intended for the device and adjusted
in order to emit the reference light flux required for the lamp at
issue. However, for lamps equipped withnon-replaceable ligh t
sources, all measurements must be made at 6,75 V and 13,5 V
respectively.
5.2. The vertical and horizontal edges of the light-emitting surface of the
device are determined and dimensioned in relation to its reference
centre.
6. COLOUR OF LIGHT EMITTED
Stop lamps and rear position (side) lamps must emit red light, front
position (side) lamps must emit white light, and direction indicators
amber light.
The colour of the light emitted, measured by using a filament lamp
of the category specified by the manufacturer, must be within the
limits of the trichromatic coordinates prescribed in Appendix 1 to
Annex I when this filament lamp is operated at its test voltage as
specified in Annex IV.1997L0024 — EN — 10.09.2003 — 002.001 — 63
▼B
However, for lamps equipped with non-replaceable light sources, the
colorimetric characteristics must be verified with the light sources
present in the lamps at a voltage of 6,75 V, 13,5 V or 28,0 V.
7. FRONT AND REAR FOG-LAMPS
The requirements of Directive 76/762/EEC on front fog-lamps and
of Directive 77/538/EEC on rear fog-lamps apply.
8. REVERSING LAMPS
The requirements of Directive 77/539/EEC on reversing lamps
apply.
9. RETRO-REFLECTORS
9.1.Pedalretro-reflectors
9.1.1. The shape of the retro-reflectors must be so that these are able to fit
into a rectangle, the side dimensions of which are in a ratio of not
more than 8.
9.1.2. The pedal retro-reflectors must meet the requirements set out in
Annex VIII to Directive 76/757/EEC in amber colour.
9.1.3. The functioning reflecting surface of each of the four pedal retro-
reflectors must not be less than 8 cm2.
9.2.Otherretro-reflectors
The requirements set out in Directive 76/757/EEC on retro-reflectors
apply.1997L0024 — EN — 10.09.2003 — 002.001 — 64
▼B
Appendix 1
Minimumhorizontal(H)andvertical (V)anglesofspatiallightdistribution
1997L0024 — EN — 10.09.2003 — 002.001 — 65
▼B
Appendix 2
Photometricmeasurements
1. METHODS OF MEASUREMEMT
1.1. Interference reflections during the photometric measurements must
be avoided by means of appropriate masking.
1.2. Should the results of the measurements be contested, they must be
carried out in sucha way th at:
1.2.1. the measuring distance is such that the inverse square law of the
distance applies;
1.2.2. the measuring apparatus is such that the angular aperture of the
receiver viewed from the centre of reference of the lamp lies
between ten minutes of an angle and one degree;
1.2.3. the intensity requirement for a given direction of observation is satis-
factory provided that requirement is met in a direction not diverging
by more than a quarter of a degree from the direction of observation.
2. STANDARDIZED TABLE SHOWING SPATIAL DISTRIBUTION
OF LIGHT
2.1. Direction H = 0º and V = 0º corresponds to the axis of reference (on
the vehicle it is horizontal and parallel to the median longitudinal
plane of the vehicle and pointing towards the required field of
view). It passes through the centre of reference. The values set out
in the table give the minimum intensities for the various directions
of measurement as a percentage of the minimum required for each
lamp within the axis (in direction H = 0º and V = 0º).
2.2. Within the field of light distribution represented in diagrammatic
form in section 2 by a grid, the distribution of the light must essen-
tially be uniform in such a way that the light intensity in each
direction of a part of the field formed by the lines of the grid reaches
at least the lowest minimum value specified as a percentage (or the
lowest available value) on the lines of the grid which surround the
direction at issue.
3. PHOTOMETRIC MEASUREMENT OF LAMPS EQUIPPED WITH
SEVERAL LIGHT SOURCES
The photometric performance must be checked:
3.1. For non-replaceable (fixed) filament lamps or other light sources:
at the voltage prescribed by the manufacturer; the technical service
may require from the manufacturer the special power supply needed
to supply suchlamps.1997L0024 — EN — 10.09.2003 — 002.001 — 66
▼B
3.2. For replaceable filament lamps:
when equipped with mass-production filament lamps at 6,75 V,
13,5 V or 28,0 V the luminous intensity values produced must lie
between the maximum limit and the minimum limit given in this
Annex increased in accordance withth e permissible deviation of
the luminous flux permitted for the type of filament lamp chosen,
as stated in Annex IV for production filament lamps; alternatively a
standard filament lamp may be used in turn, in eachof th e inidvi-
dual positions, operated at its reference flux, the individual
measurements in eachposition being added.1997L0024 — EN — 10.09.2003 — 002.001 — 67
▼B
Appendix 3
Photometricmeasurementsoftherearregistration-plateilluminatingdevice1. POSITION TO BE ILLUMINATED
Devices may fall within category 1 or 2. The category 1 devices must be
designed in sucha way as to illuminate a position measuring at least
130 × 240 mm and the category 2 devices in such a way as to illuminate a
position measuring at least 200 × 280 mm.
2. COLOUR OF LIGHT EMITTED
The colour of the light emitted by the lamp used in the device must be white,
but sufficiently neutral so as not to cause any appreciable change in the
colour of the registration plate.
3. LIGHT INDICENCE
The manufacturer of the illuminating device must lay down the conditions
for the fitting of the device in relation to the position intended for the regis-
tration plate. That device must occupy a position such that at none of the
points on the surface to be illuminated with the angle of incidence of the
light on the surface of the plate exceed 82º, that angle being measured in
relation to the extremity of the light-emitting surface of the device that is
furthest from the surface of the plate. Where there is more than one optical
component this requirement applies only to the part of the plate intended to
be illuminated by the relevant component.
The device must be designed in such a manner that no ray of light shines
directly towards the rear with the exception of rays of red light where the
device is combined or grouped witha rear lamp.
4. METHOD OF MEASUREMENT
The levels of luminance are measured on a sheet of clean white blotting
paper having a minimum factor of diffuse reflection of 70 % and the same
dimensions as the registration plate and placed at the position it would
normally occupy but 2 mm in front of its support.
The level of luminance is measured at right angles to the surface of the paper
at the points shown in the diagram in section 5 below, each point repre-
senting a circular area 25 mm in diameter.
5. PHOTOMETRIC CHARACTERISTICS
Luminance B must be at least 2 cd/m
2at eachof th e measuring points
defined below.
Figure 1
Measuring point for category 1
Figure 2
Measuring points for category 2
The luminance gradient between values B1and B2, measured at any two
points 1 and 2 selected from among the points referred to above must not
exceed 2 × Bo/cm, Bobeing the minimum luminance recorded at the various1997L0024 — EN — 10.09.2003 — 002.001 — 68
▼B
measuring points, or in other words
B2/C0B1
distance 1—2 in cm/C202/C2Bo=cm1997L0024 — EN — 10.09.2003 — 002.001 — 69
▼B
Appendix 4
1997L0024 — EN — 10.09.2003 — 002.001 — 70
▼B
Appendix 5
1997L0024 — EN — 10.09.2003 — 002.001 — 71
▼B
ANNEX III
REQUIREMENTS RELATING TO THE COMPONENT TYPE-
APPROVAL OF DEVICES (HEADLAMPS) USING INCANDESCENT
ORHALOGEN FILAMENT LAMPS EMITTING A PASSING AND/OR
DRIVING BEAM FITTED TO TWO OR THREE-WHEEL MOTOR
VEHICLES
1. DEFINITIONS
The relevant definitions set out in Annex I to Directive 93/92/EEC
apply.
1.1. ‘Lens’ means the outermost component of the headlamp (unit) which
transmits light through the illuminating surface;
1.2. ‘Coating’ means any product or products applied in one or more
layers to the outer face of a lens;
1.3. ‘Headlamps of different types’ are headlamps which differ in such
essential respects as:
1.3.1. the make or trade name;
1.3.2. the characteristics of the optical system;
1.3.3. the inclusion or elimination of components capable of altering the
optical effects by reflection, refraction, absorption and/or deforma-
tion during operation. However, the fitting or elimination of filters
designed to change the colour of the beam and not its light distribu-
tion does not constitute a change in the type;
1.3.4. suitability for right-hand or left-hand traffic or for both traffic
systems;
1.3.5. the kind of beam produced (passing beam, driving beam or both);
1.3.6. the holder intended to accommodate the filament lamp (or lamps) of
one of the relevant categories;
1.3.7. the materials constituting the lenses and coating, if any.
2. HEADLAMPS
A distinction is drawn between:
2.1.Headlampsformopeds
(see Annex III-A)
2.1.1 witha single-filament
lamp 15 W (category S3)
2.1.2. witha two-filament
lamp 15/15 W (category S4)
2.1.3. witha single-filament
halogen lamp 15 W (category HS2)
2.2.Headlampsformotorcycles andtricycles
(see Annexes IIIB and IIIC)
2.2.1. witha two-filament
lamp 25/25 W (category S1)
2.2.2. witha two-filament
lamp 35/35 W (category S2)
2.2.3. witha two-filament
halogen lamp 35/35 W (category HS1)
2.2.4. witha two-filament
lamp 40/45 W (category R2)1997L0024 — EN — 10.09.2003 — 002.001 — 72
▼B
2.3.Headlampsformotorcycles andtricycles
(see Annex III-D — headlamps with halogen filament lamps other
than HS1)
2.3.1. witha single filament lamp 55 W (category H1)
2.3.2. witha single filament lamp 55 W (category H2)
2.3.3. witha single filament lamp 55 W (category H3)
2.3.4. witha single filament lamp 60 W (category HB3)
2.3.5. witha single filament lamp 51 W (category HB4)
2.3.6. witha single filament lamp 55 W (category H7)
2.3.7. witha two-filament lamp 55/60 W (category H4)1997L0024 — EN — 10.09.2003 — 002.001 — 73
▼B
ANNEX III-A
HEADLAMPSFORMOPEDS
1. GENERAL REQUIREMENTS
1.1. Headlamps must be designed and manufactured in sucha way th at,
under normal conditions of use and despite any vibrations to which
they may be exposed, they continue to function correctly and retain
the characteristics laid down in this Annex.
1.2. The parts intended to attach the lamp must be designed in such a
way that, even in the dark, the lamp may be correctly fitted in itsappropriate position.
2. SPECIFIC REQUIREMENTS
2.1. The correct position of the lens in relation to the optical system must
be clearly marked and locked in position in order to prevent rotation
during use.
2.2. A measuring screen as described in Appendix 1 or 2 and a standard
lamp using a smoothcolourless filament lamp falling with in one of
the categories provided for in section 2.1 and in Annex III must be
used in order to check the illumination provided by the headlamp.
The standard lamps must be adjusted to the relevant reference light
flux in accordance with the values laid down for those lamps in the
relevant technical document (see Annex IV).
2.3. The passing beam must produce a cut-off of such sharpness that
correct adjustment by means thereof is a practical possibility. The
cut-off must be perceptibly horizontal and as straight as possible
over a horizontal length of at least ± 900 mm, measured at a
distance of 10 m (in the case of a halogen lamp): length of at least
± 2 250 mm measured at a distance of 25 m; see Appendix 2). When
adjusted in accordance with Appendix 1 headlamps must meet the
conditions set out therein.
2.4. The light distribution must not vary in lateral terms in a way that
impairs good visibility.
2.5. The illumination on the screen referred to in 2.2 must be measured
by means of a photo receiver for a usable area lying within a 65 mm
square.
3. ADDITIONAL REQUIREMENTS ATTACHED TO ANY INSPEC-
TIONS WHICH MAY BE CARRIED OUT BY THE COMPETENT
AUTHORITIES WHEN CHECKING CONFORMITY OF
PRODUCTION IN ACCORDANCE WITH SECTION 5.2.4 OF
ANNEX I
Any records of the photometric characteristics of headlamps taken in
accordance withth e general requirements concerning conformity
testing must be restricted to points HV — LH — RH — L600 —
R600 (see figure in Appendix 1).1997L0024 — EN — 10.09.2003 — 002.001 — 74
▼B
Appendix 1
PhotometrictestsonheadlampsequippedwithcategoryS3andS4lamps
1. For the measurements the measuring screen is placed at a distance of
10 m in front of the headlamp and at right angles to the line joining
the driving beam filament of the lamp and point HV (see figure
below); line H-H must be horizontal.
2. REQUIREMENTS ATTACHED TO PASSING BEAM
2.1. In lateral terms the headlamp must be aligned in such a way that its
beam is as symmetrical as possible in relation to line V-V.
2.2. In vertical terms the headlamp must be adjusted in such a manner
that its cut-off is 100 mm below line H-H.
2.3. When the headlamp has been adjusted in accordance with 2.1 and
2.2 the illumination values shall be as follows:
2.3.1. On line H-H and above: 2 lux at the most;2.3.2. On a line situated 300 mm below line H-H and over a widthof
900 mm either side of vertical line V-V: 8 lux at least;
2.3.3. On a line 600 mm below line H-H and over a width900 mm eith er
side of the vertical line V-V: at least 4 lux.
3. REQUIREMENTS CONCERNING THE DRIVING BEAM (if any)
3.1. When it has been adjusted in accordance with 2.1 and 2.2 the head-
lamps must meet the following requirements in respect of the driving
beam:
3.1.1. The point of intersection (HV) of lines H-H and V-V must lie within
the isolux denoting 80 % of maximum illumination.
3.1.2. Maximum illumination (E
max) of the driving beam must not be less
than 50 lux.
3.1.3. Starting from point HV the illumination by the driving beam to the
right and left must be at least Emax/4 up to a distance of 0,90 m.1997L0024 — EN — 10.09.2003 — 002.001 — 75
▼B
MEASURING SCREEN
(dimensions in mm over a distance of 10 m)
Figure
1997L0024 — EN — 10.09.2003 — 002.001 — 76
▼B
Appendix 2
Photometrictestsonheadlampsequippedwithcategory HS2halogenlamps
1. For the measurements the measuring screen is placed 25 m in front
of the headlamp in such a way that it is at right angles to the line
joining the filament of the lamp and pont HV (see figure below);
line H-H must be horizontal.
2. In lateral terms the headlamp must be aligned in such a way that the
distribution of the beam is symmetrical in relation to line V-V.
3. In vertical terms the headlamp must be adjusted in such a way that
its cut-off is 250 mm below line H-H. It must also be as horizontal
as possible.
4. When the headlamp has been adjusted in accordance with sections 2
and 3 the following conditions must be met:
Measuring pointIlumination
E/lux
Eachpoint on and above line H-H ≤0,7
Eachpoint on line 35L-35R withth e exception of
35V≥1
Point 35V ≥2
Eachpoint on line 25L-25R ≥2
Eachpoint on line 15L-15R ≥0,5
5. Measuring screen1997L0024 — EN — 10.09.2003 — 002.001 — 77
▼B
MEASURING SCREEN
(dimensions in mm over a distance of 25 m)
Figure
1997L0024 — EN — 10.09.2003 — 002.001 — 78
▼B
Appendix 3
1997L0024 — EN — 10.09.2003 — 002.001 — 79
▼B
Appendix 4
1997L0024 — EN — 10.09.2003 — 002.001 — 80
▼B
ANNEX III-B
HEADLAMPS FOR MOTORCYCLES AND TRICYCLES EMITTING A
SYMMETRICALPASSINGBEAMANDADRIVINGBEAMBYMEANS
OFFILAMENTLAMPS
1. ADDITIONAL REQUIREMENTS CONCERNING MARKS AND
THE MARKING OF SPECIFIC DEVICES
1.1. Headlamps must bear in a clearly legible and indelible manner the
letters ‘MB’ (symbol for driving-beam headlamp) opposite the
component type-approval number.
1.2. All headlamps designed in such a way as to preclude any simulta-
neous lighting-up of the passing-beam filament and that of any
other light source with which they may be integrated may be marked
with an oblique stroke (/) following the symbol (MB) for the passing
beam in the component type-approval mark.
1.3. On headlamps incorporating a lens of plastic material, the letters
‘PL’ must be affixed near the symbol prescribed in 1.1.
2. GENERAL REQUIREMENTS
2.1. Each of the samples must meet the specifications set out in section 3
below.
2.2. Headlamps must be designed and manufactured in sucha way th at,
under normal conditions of use and despite any vibrations to which
they may be exposed, they continue to function properly and retain
the required characteristics.
2.2.1. Headlamps must be fitted witha device enabling th em to be adjusted
on the vehicle in accordance with the rules applying to them. A
device of this type may be dispensed with where headlamp units
consists of a reflector and lens which cannot be separated where
the use of units of this type is restricted to vehicles on which the
headlamps are adjusted by other means.
If headlamps specifically designed for driving-beam operation and
headlamps specifically designed for passing-beam operation, each
of which has an individual lamp, are grouped together or recipro-
cally incorporated in a single device, the setting device must enable
eachof th e optical systems to be adjusted individually in order to
achieve the offical settings.
2.2.2. However, these provisions do not apply to headlamp assemblies
whose reflectors are indivisible. For this type of assembly the
requirements set out in section 3.3 apply. Where more than one light
source is used to provide the main beam, the combined functions
must be used to determine the maximum value of the illumination
(Emax).
2.3. The parts intended to attach the filament lamp must be made in such
a way that, even in the dark, the filament lamp can be attached
without uncertainty in its appropriate position.
2.4. Additional tests meeting the requirements of Appendix 2 must be
carried out in order to ensure that there are no excessive variations
in photometric performance during use.
2.5. If the lens of the headlamp is of plastic material, additional tests
must be carried out in accordance withth e requirements of
Appendix 3.
3. SPECIFIC REQUIREMENTS
3.1. The correct position of the lens in relation to the optical system must
be clearly marked and locked in position in order to prevent rotation
during use.
3.2. In order to check the illumination produced by the headlamp a
measuring screen as described in Appendix 1 is used, together with
a standard lamp (S1and/or S2, see Annex IV) having a smooth
colourless filament lamp.
Standard lamps must be adjusted to the relevant reference light flux
applying in accordance withth e values required for suchlamps.1997L0024 — EN — 10.09.2003 — 002.001 — 81
▼B
3.3. The passing beam must produce a cut-off of such sharpness that
correct adjustment by means thereof is a practical possibility. The
cut-off must be as straight and as horizontal as possible over a hori-
zontal lengthof at least ± 5º. Wh en adjusted in accordance with
Appendix 1 headlamps must meet the conditions set out therein.
3.4. The light distribution must not vary in lateral terms in a way that
impairs good visibility.
3.5. The illumination on the screen referred to in 3.2 must be measured
by means of a functioning-surface photocell lying within a 65 mm
square.
4. ADDITIONAL REQUIREMENTS APPLYING TO ANY INSPEC-
TIONS WHICH MAY BE CARRIED OUT BY THE
COMPETENT AUTHORITIES WHEN CHECKING CONFOR-
MITY OF PRODUCTION IN ACCORDANCE WITH SECTION
5.1 OF ANNEX I
4.1. For value in zone III, the maximum unfavourable deviation may be
respectively:
— 0,3 lux equivalent 20 %
— 0,45 lux equivalent 30 %.
4.2. if, for the driving beam, HV being situated within the isolux
0,75 Emax, a tolerance of + 20 % for maximum values and − 20 %
for minimum values is observed for the photometric values at any
measuring point specified in sections 4.3 and 4.4 of Appendix 1 to
this Directive.
4.3. With respect to the verification of the change in the vertical position
of the cut-off line under the influence of heat, the following proce-
dure is applied:
One of the sampled headlamps is tested in accordance with the
procedure described in section 2.1 of Appendix 2 after being
subjected three consecutive times to the cycle described in section
2.2.2 of Appendix 2.
The headlamp is considered to be acceptable if ∆r does not exceed
1,5 mrad.
If this value exceeds 1,5 mrad but is not more than 2,0 mrad, a
second headlamp is subjected to the test, after which the mean of
the absolute values recorded on both samples may not exceed
1,5 mrad.1997L0024 — EN — 10.09.2003 — 002.001 — 82
▼B
Appendix 1
Photometrictests
1. For adjustment purposes the relevant screen must be placed at least 10 m
before the headlamp, line h-h being horizontal. For the measurements the
photocell must be 25 m in front of the headlamp and at right angles to the
line joining the incandescent filament lamp and point HV.
2. In lateral terms the headlamp must be aligned in such a way that the
distribution of the driving beam is symmetrical in relation to line v-v.
3. In vertical terms the headlamp must be adjusted in such way that the
passing beam cut-off is 250 mm below line h-h (at a distance of 25 m).
4. When the headlamp has been adjusted in accordance with sections 2 and
3, conditions for which are similar to those relating to driving beams, the
following conditions must be met:
4.1. the lighting centre of the driving beam must not be more than 0,6º above
or below line h-h;
4.2. the illumination provided by the driving beam must reach its maximum
value (Emax) at the centre of the entire light distribution and diminish
laterally;
4.3. the maximum illumination (Emax) of the driving beam must be at least 32
lux;
4.4. the illumination produced by the driving beam must correspond to the
following values:
4.4.1. the point of intersection between lines h-h and v-v HV must lie within the
isolux for 90 % of maximum illumination.
4.4.2. starting from HV horizontally to the right and left the illumination
provided by the driving beam must be at least 12 lux up to a distance of
1,125 m and not less than 3 lux up to a distance of 2,25 m.
4.5. The illumination provided by the passing beam must correspond to the
following values:
Eachpoint on and above line h -h ≤0,7 lux
Each point on the line 50L-50R with the exception of
50V(1)≥1,5 lux
Point 50V ≥3,0 lux
Eachpoint on th e line 25L-25R ≥3,0 lux
All points within zone IV ≥1,5 lux
(1) Intensity50R
50V¼0;25 min :1997L0024 — EN — 10.09.2003 — 002.001 — 83
▼B
5. MEASURING AND ADJUSTING SCREEN
(dimensions in mm for a distance of 25 m)
1997L0024 — EN — 10.09.2003 — 002.001 — 84
▼B
Appendix 2
Test on the stability of the photometric behaviour of headlamps in opera-
tion
Compliance with the requirements of this Appendix is not an adequate criterion
for the component type-approval of headlamps incorporating plastic lenses.
See Appendix 2 to Annex III-D.1997L0024 — EN — 10.09.2003 — 002.001 — 85
▼B
Appendix 3
Requirementsforlampsincorporatinglensesofplasticmaterialandtesting
oflensormaterial samplesandofcomplete lamps
See Appendix 3 to Annex III-D.1997L0024 — EN — 10.09.2003 — 002.001 — 86
▼B
Appendix 4
1997L0024 — EN — 10.09.2003 — 002.001 — 87
▼B
Appendix 5
1997L0024 — EN — 10.09.2003 — 002.001 — 88
▼B
ANNEX III-C
HEADLAMPSFORMOTORCYCLESANDTRICYCLESEMITTINGAN
ASYMMETRICAL PASSING BEAM AND A DRIVING BEAM AND
FITTEDWITHHALOGENFILAMENTLAMPS(HS1LAMPS)ORFILA-
MENTLAMPSOFCATEGORYR2
1. ADDITIONAL REQUIREMENTS CONCERNING MARKS AND
THE MARKING OF DEVICES
1.1. Headlamps designed in sucha way as to meet th e requirement of a
single rule of the road (driving on either the right or the left) must,
on the lens, bear the limits of the area which may possibly be
masked in order to avoid distracting road users in a country where
the rule of the road is not that for which the headlamp has beendesigned. However, when that area is directly identifiable by design
any suchdelimitation is not necessary.
1.2. Headlamps designed in sucha way as to meet th e requirements of
driving on the right and those for driving on the left must bear mark-
ings in order to locate the two positions for the fixing in position of
the light unit on the vehicle or the lamp on the reflector; these mark-
ings consist of the letters ‘R/D’ for the position corresponding to
driving on the right and the letters ‘L/G’ for the position corre-
sponding to driving on the left.
1.3. All headlamps designed in such a way as to preclude any simulta-
neous lighting-up of the dipped-beam filament and that of any other
light source with which they may be associated must be marked with
an oblique stroke (/) within the component type-approval mark, after
the passing beam headlamp symbol.
1.4. Where headlamps meet only the requirements of driving on the left,
a horizontal arrow pointing to the right of an observer looking at the
headlamp head on, i.e. towards the side of the road driven upon,
must be entered below the component type-approval mark.
1.5. Where, by means of a deliberate alteration in the adjustment of the
light unit or lamp, headlamps meet the requirements of both rules of
the road, a horizontal arrow having two tips pointing one to the left
and the other to the right must be entered below the component
type-approval mark.
1.6. The letters ‘MBH’ on headlamps with HS
1lamps are placed opposite
the component type-approval mark.
1.7. The marks and symbols referred to above must be clearly visible and
indelible.
1.8. On headlamps incorporating a lens of plastic material, the letters
‘PL’ must be affixed near the symbols prescribed in 1.2 to 1.7.
2. GENERAL REQUIREMENTS
2.1. Each of the samples must meet the specifications set out in sections
3t o5 .
2.2. Headlamps must be designed and manufactured in sucha way th at
under the normal conditions of use and despite any vibrations to
which they may be exposed they continue to function properly and
retain the characteristics required by this Annex.
2.2.1. Headlamps must be fitted witha device enabling th em to be adjusted
on the vehicle in such a way as to meet the rules applying to them.
This said device does not need to be attached to the parts within
which the reflector and diffuser lens cannot be separated, provided
that the use of those parts is restricted to vehicles on which the head-
lamps may be adjusted by other means.
Where a headlamp emitting a driving beam and a headlamp emitting
a passing beam, eachbeing equipped withits own lamp, are grouped
together to form a composite unit, the setting device must enable
eachindividual optical system to be set in an appropriate manner.
2.2.2. However, these provisions do not apply to headlamp assemblies
whose reflectors are indivisible. In this instance the requirements of
section 2 of this Annex shall apply. When more than one light
source provides the driving beam those sources must be combined
in order to determine the maximum illumination value (Emax).1997L0024 — EN — 10.09.2003 — 002.001 — 89
▼B
2.3. The parts intended to attach the filament lamp to the reflector must
be made in such a way that, even in the dark, the filament lamp can
be attached without uncertainty in its appropriate position.
2.4. The correct position of the lens in relation to the optical system must
be clearly marked and locked in position in order to avoid any rota-
tion.
2.5. Where headlamps have been designed in such a way as to meet the
requirements of driving on both the right and the left, adaptation to a
given rule of the road may be obtained by a suitable initial setting
when the vehicle is equipped or via a deliberate action on the part
of the user. That initial setting or that deliberate action must, for
example, consist of a specific angular setting either of the sealed-
beam assembly on the vehicle or of the lamp in relation to that
assembly. In all cases only two different setting positions that have
been clearly specified and correspond in eachcase to a rule of th e
road (driving on the right or left) must be possible and any shift
into an intermediate position must be made impossible. When the
lamp is able to occupy two different positions the parts intended to
attach the lamp to the reflector must be designed and manufactured
in such a way that, in each of those two positions, the lamp is
attached with the same precision as required for headlamps designed
for just one rule of the road. Conformity must be checked visually
and, where appropriate, by means of a test assembly.
2.6. In order to ensure that operation does not involve any excessive
variation in photometric performance, additional tests must be
carried out as required by Appendix 2.
2.7. If the lens of the headlamps is of plastic material, additional tests
must be carried out in accordance withth e requirements of
Appendix 3.
3. ILLUMINATION REQUIREMENTS
3.1.General requirements
3.1.1. Headlamps must be designed in sucha way th at, withadequate HS1or R2lamps, they emit a light that is not dazzling but is nevertheless
adequate on passing beam and provides good illumination on driving
beam.
3.1.2. A screen placed vertically at a distance of 25 m in front of the head-
lamp, as shown in Appendix 1, must be used to check the
illumination produced by the headlamp.
3.1.3. A colourless reference lamp designed for a nominal voltage of 12 V
must be used in examining headlamps. The current at the terminals
of the lamp during examination of the headlamp must be set to the
following characteristics:
Category HS1Consumption in
WattsLight flux in
lumens
Passing-beam filament
 35 450
Driving-beam filament
 35 700
Category R2Consumption in
WattsLight flux in
lumens
Passing-beam filament
 40 450
Driving-beam filament
 45 700
The headlamp must be considered acceptable if it meets the require-
ments set out in section 3 withat least one reference lamp wh ich
may be presented together with the headlamp.
3.1.4. The dimensions determining the position of the filaments within the
HS1or R2filament reference lamp are set out in Annex IV.
3.1.5. The bulb for the filament reference lamp must be of such a shape
and optical quality that it causes a minimum of reflection or refrac-
tion which may have an adverse effect on the light distribution.1997L0024 — EN — 10.09.2003 — 002.001 — 90
▼B
3.2.Requirementrelatingtothepassingbeam
3.2.1. The passing beam must produce a cut-off of such distinctness that it
is possible to carry out adjustments correctly using the said cut-off.
The cut-off must be a straight horizontal line on the side opposite to
the rule of the road for which the headlamp is intended. On the other
side the cut-off must not go beyond either broken line HV-H1and H4formed by a straight line formed by HV-H1lying at an angle of 45º
with the horizontal and a straight line H1-H4offset by 1 % in relation
to straight line h-h, or straight line HV-H3inclined by 15º to the
horizontal (see Appendix 1). In no case is a cut-off going beyond
bothline HV-H2and line H2-H4and resulting from the combination
of the two preceding possibilities acceptable.
3.2.2. The headlamp must be aligned in such a way that:
3.2.2.1. where headlamps are designed to meet the requirements of driving
on the right the cut-off on the left-hand half of the screen must be
horizontal and for headlamps designed to meet the requirements of
driving on the left the cut-off in the right-hand half of the screen
must be horizontal. The setting screen must be sufficiently wide to
permit examination of the cut-off over at least 5º on each side of
line v-v;
3.2.2.2. on the screen this horizontal part of the cut-off must be 25 cm below
the horizontal plane passing through the focal centre of the headlamp
(see Appendix 1);
3.2.2.3. the tip of the cut-off must be on straight line v-v. If the beam does
not have a cut-off, a clear ‘elbow’ lateral setting must be presented
in sucha way as best to meet th e illumination requirements applying
to points 75 R and 50 R for driving on the right and point 75 L and
50 L for driving on the left.
3.2.3. When aligned in this manner the headlamp must meet the require-
ments referred to in 3.2.5 to 3.2.7 and 3.3.
3.2.4. Where a headlamp aligned as referred to above does not meet the
requirements of 3.2.5 to 3.2.7 and 3.3 it is permissible to alter the
setting provided that the axis of the beam is not moved sideways
by more than 1º (= 44 cm) to the right or left. The incorrect setting
limit of 1º to the right or left is not compatible with a vertical incor-
rect setting upwards or downwards which is restricted only by the
requirements laid down in 3.3. However, the horizontal part of the
cut-off must not go beyond line h-h. In order to make settings easier
by means of the cut-off it is permissible partly to mask the headlamp
in order to make the cut-off more distinct.
3.2.5. The illumination produced on the screen by the passing beam must
meet the requirements set out in the following table:
Point on measuring screenIllumination
required, in
luxHeadlamps for on-road use/
Driving on the rightHeadlamps for on-road use/
Driving on the left
Point B 50 L Point B 50 R ≤0,3
Point B 75 R Point B 75 L ≥6
Point B 50 R Point B 50 L ≥6
Point B 25 L Point B 25 R ≥1,5
Point B 25 R Point B 25 L ≥1,5
All points within zone III ≤0,7
All points within zone IV ≥2
All points within zone I ≤20
3.2.6. In none of the zones I, II, III and IV must there be lateral variations
that impair good visibility.
3.2.7. Headlamps designed to meet the requirements of driving on the right
and those for driving on the left must, for each of the two locations
of the sealed beam unit or lamp meet the requirements set out above
for the rule of the road corresponding to the location under consid-
eration.1997L0024 — EN — 10.09.2003 — 002.001 — 91
▼B
3.3.Requirementsconcerningthedrivingbeam
3.3.1. The illumination produced on the screen by the driving beam must
be measured using the same headlamp setting as for the measure-
ments defined in 3.2.5 to 3.2.7.
3.3.2. The illumination produced on the screen by the driving beam must
meet the following requirements:
3.3.2.1. Point of intersection HV of lines h-h and v-v must be at the isolux
representing 90 % of maximum illumination. Maximum value Em
must be at least 32 lux. Its value must not exceed 240 lux.
3.3.2.2. Starting from the HV point horizontally to the right and to the left,
the illumination must be at least 16 lux at a distance of 1,125 m and
at least equal to 4 lux up to a distance of 2,25 m.
3.4. The illumination on the screen referred to in 3.2.5 to 3.2.7 and 3.3
must be measured by means of a useable-area photo receiver acting
within a 65 mm square.
4. REFRENCE HEADLAMP
A headlamp which:
4.1. meets the component type-approval requirements set out below;
4.2. has an effective diameter of at least 160 mm;
4.3. provides illumination, witha reference lamp, at various points with in
the various areas provided for in 3.2.5;
4.3.1. which is at least 90 % of the maximum values, and
4.3.2. at least 120 % of the minimum limits as required by the table in
3.2.5, is considered to be a reference headlamp.
5. ADDITIONAL REQUIREMENTS ATTACHED TO ANY INSPEC-
TIONS WHICH MAY BE CARRIED OUT, BY THE
COMPETENT AUTHORITIES WHEN CHECKING CONFOR-
MITY OF PRODUCTION ACCORDING TO SECTION 5.1 OF
ANNEX I
5.1. For values B 50 L (or R) and Zone III the maximum deviation may
be respectively
— B 50 L (or R): 0,2 lux equivalent 20 %
0,3 lux equivalent 30 %
— Zone III: 0,3 lux equivalent 20 %
0,45 lux equivalent 30 %
5.2. For the passing beam, the prescribed values in this Directive are met
at HV (witha tolerance of 0,2 lux) and related to th at aiming at least
one point of eacharea delimited on th e measuring screen (at 25 m)
by a circle 15 cm in radius around points B 50 L (or R) (witha
tolerance of 0,1 lux), 75 R (or L), 50 R (or L), 25 R, 25 L and in
the entire area of zone IV which is not more than 22,5 cm above
line 25 R and 25 L.
5.2.1. If, for the driving beam, HV being situated within the isolux 0,75
Emax, a tolerance of + 20 % for maximum values and − 20 % for
minimum values is observed for the photometric values at any
measuring point specified in section 3.2.5 of this Annex, the refer-
ence mark is disregarded.
5.3. If the results of the tests described above do not meet the require-
ments, the alignment of the headlamp may be changed, provided
that the axis of the beam is not displaced laterally by more than 1º
to the right or left.
5.4. Headlamps withapparent defects are disregarded.
5.5. The reference mark is disregarded.1997L0024 — EN — 10.09.2003 — 002.001 — 92
▼B
Appendix 1
Measuringscreen
UNIFORM EUROPEAN BEAM
Headlamp for driving on the right (1)
(dimensions in mm)
1997L0024 — EN — 10.09.2003 — 002.001 — 93
(1) The measuring screen for driving on the left must be symmetrical to line v-v shown in the diagram in this
Annex.
▼B
Appendix 2
Tests on the stability of the photometric performance of headlamps in
operation
Compliance with the requirements is not a sufficient criterion for the component
type-approval of headlamps fitted with plastic lenses.
See Appendix 2 to Annex III-D.1997L0024 — EN — 10.09.2003 — 002.001 — 94
▼B
Appendix 3
Requirementsforlampsincorporatinglensesofplasticmaterialandtesting
oflensormaterial samplesandofcomplete lamps
See Appendix 3 to Annex III-D.1997L0024 — EN — 10.09.2003 — 002.001 — 95
▼B
Appendix 4
1997L0024 — EN — 10.09.2003 — 002.001 — 96
▼B
Appendix 5
1997L0024 — EN — 10.09.2003 — 002.001 — 97
▼B
ANNEX III-D
HEADLAMPSFORMOTORCYCLESANDTRICYCLESEMITTINGAN
ASYMMETRICAL PASSING BEAM, A DRIVING BEAM AND FITTED
WITHHALOGENFILAMENTLAMPSOTHERTHANHS1LAMPS
1. ADDITIONAL REQUIREMENTS CONCERNING MARKS AND
THE MARKING OF DEVICES
1.1. Headlamps designed in sucha way as to meet th e requirement of a
single rule of the road (driving on either the right or the left) must,
on the lens, bear the limits of the area which may possibly be
masked in order to avoid distracting road users in a country where
the rule of the road is not that for which the headlamp has been
designed. However, when that area is directly identifiable by design
any suchdelimitation is not necessary.
1.2. Headlamps designed in sucha way as to meet th e requirements of
driving on the right and those for driving on the left must bear mark-
ings in order to locate the two positions for the fixing in position of
the light unit on the vehicle or the lamp on the reflector; these mark-
ings consist of the letters ‘R/D’ for the position corresponding to
driving on the right and the letters ‘L/G’ for the position corre-
sponding to driving on the left.
1.3. All headlamps designed in such a way as to preclude any simulta-
neous lighting-up of the dipped-beam filament and that of any other
light source with which they may be associated must be marked with
an oblique stroke (/) within the component type-approval mark, after
the passing beam-headlamp symbol.
1.4. Where headlamps meet only the requirements of driving on the left,
a horizontal arrow pointing to the right of an observer looking at the
headlamp head-on, i.e. towards the side of the road driven upon,
must be entered below the component type-approval mark.
1.5. Where by means of a deliberate alteration in the adjustment of the
light unit or lamp, headlamps meet the requirements of both rules
of the road, a horizontal arrow having two tips pointing one to the
left and the other to the right must be entered below the component
type approval mark.
1.6. The following additional symbol or symbols:
1.6.1. on headlamps meeting left-hand traffic requirements only, a hori-
zontal arrow pointing to the right of an observer facing the
headlamp, i.e. to the side of the road on which traffic moves;
1.6.2. on headlamps designed to meet the requirements of both traffic
systems by means of an appropriate adjustment of the setting of the
optical unit or the filament lamp, a horizontal arrow with a head at
each end, the heads pointing respectively to the left and to the right;
1.6.3. on headlamps meeting the requirements of this Directive in respect
of the passing beam only, the letters ‘HC’;
1.6.4. on headlamps meeting the requirements of this Directive in respect
of the driving beam only, the letters ‘HR’;
1.6.5. on headlamps meeting the requirements of this Directive in respect
of both the passing and the driving beam, the letters ‘HCR’;
1.6.6. on headlamps incorporating a lens of plastic material, the letters
‘PL’ to be affixed near the symbols prescribed in 1.6.3 to 1.6.5.
2. GENERAL SPECIFICATIONS
2.1. Eachsample must conform to th e specifications set out in sections 6
to 8.
2.2. Headlamps must be so made as to retain their prescribed photometric
characteristics and to remain in good working order when in normal
use, in spite of the vibrations to which they may be subjected.
2.2.1. Headlamps must be fitted witha device enabling th em to be so
adjusted on the vehicle in such a way as to comply with the rules
applicable to them. Such a device need not be fitted on components
in which the reflector and the lens cannot be separated provided the
use of such components is confined to vehicles on which the head-
lamp setting can be adjusted by other means. Where a headlamp1997L0024 — EN — 10.09.2003 — 002.001 — 98
▼B
providing a driving beam and a headlamp providing a passing beam,
eachequipped withits own filament lamp, are assembled to form a
composite unit, the adjusting device must enable each optical system
individually to be duly adjusted. However, this does not apply to
headlamp assemblies whose reflectors are indivisible. For this type
of assembly, the requiremens of section 6 apply.
2.3. The components by which the filaments lamp(s) is/are fixed to the
reflector must be made in such a way that, even in darkness, the fila-
ment lamp(s) can be fixed in no other position but the correct
one (1)(2).
The filament lamp-holder must conform to the dimensional charac-
teristics as given in the following data sheets of CIE Publication
61-2:
Filament lamps Holder Data Sheets
H1P 14.5s 7005.46.3
H2X 5111 7005.99.2
H3PK 22s 7005.47.1
HB3P 20d 7005.31.1
HB4P 22d 7005.32.1
H7PX 26d 7005.5.1
H4P43t-38 7005.39.2
2.4. Headlamps designed to satisfy the requirements of both right-hand
and left-hand traffic may be adapted for traffic on a given side of
the road either by an appropriate initial setting when fitted on the
vehicle or by selective setting by the user. Such initial or selective
setting may consist, for example, of fixing either the optical unit at
a given angle on the vehicle or the filament lamp at a given angle in
relation to the optical unit. In all cases, only two precise setting posi-
tions, one for right-hand and one for left-hand traffic, must be
possible, and the design must preclude inadvertent shifting of the
headlamp from one position to the other or its setting in an inter-
mediate position. Where two different setting positions are provided
for the filament lamp, the components attaching the filament lamp to
the reflector must be designed and made so that, in each of its two
settings, the filament lamp is held in position with the precision
required for headlamps intended for traffic on only one side of the
road. Conformity with the requirements of this section must be veri-
fied visually and, where necessary, by a test fitting.
2.5. Only for headlamps equipped with single-filament halogen lamps:
On headlamps designed to provide alternately a driving beam and a
passing beam, any mechanical, eletro-mechanical or other device
incorporated in the headlamp for switching from one beam to the
other (3) must be so constructed that:
2.5.1. the device is strong enough to be worked 50000 times without
suffering damage despite the vibration to which it may be subjected
in normal use;
2.5.2. in the case of failure it is possible to obtain the passing beam auto-
matically;
2.5.3. either the passing beam or the driving beam can always be obtained
without any possibility of the mechanism stopping in between the
two positions;
2.5.4. the user cannot, with ordinary tools, change the shape or position of
the moving parts.
2.6. Complementary tests must be carried out in accordance withth e
requirements of Appendix 2 to ensure that in use there is no exces-
sive change in photometric performance.1997L0024 — EN — 10.09.2003 — 002.001 — 99
(1) Technical requirements for filament lamps: see Annex IV.
(2) A headlamp is regarded as satisfying the requirements of this paragraph if the filament
lamp can easily be fitted into the headlamp and the positioning lugs can be correctlyfitted into their slots even in darkness.
(
3) These provisions do not apply to the control switch.
▼B
2.7. If the lens of the headlamp is of plastic material, tests must be
carried out in accordance withth e requirements of Appendix 3.
3. ILLUMINATION
3.1.General provisions
3.1.1. Headlamps must be made in sucha way th at, withsuitable H1,H2,
H3,H B3,H B4,H7and/or H4filament lamps, they provide adequate
illumination without dazzle in the case of the passing beam and
good illumination in the case of the driving beam.
3.1.2. The illumination produced by the headlamp must be checked on a
vertical screen set at a distance of 25 m in front of the headlamp
and at right angles to its axis (see Appendix 1).
3.1.3. The headlamps must be checked by means of (a) standard (refer-
ence) filament lamp(s) designed for a rated voltage of 12 V. During
the checking of the headlamp, the voltage at the terminals of the
filament lamp must be regulated so as to obtain the following char-
acteristics:
Filament lampsApproximate
supply voltage (in
V) for measure-
mentLight flux in
lumens
H112 1 150
H212 1 300
H312 1 100
HB312 1 300
HB412 825
H712 1 100
H4passing driving 12
12750
1 250
The headlamp is deemed satisfactory if the photometric requirements
are met withat least one standard (reference) 12-volt filament lamp
which may be supplied with the headlamp.
3.1.4. The dimensions determining the position of the filament inside the
standard (reference) 12-volt filament lamp are shown on the relevant
data sheet of Annex 4.
3.1.5. The bulb of the standard (reference) filament lamp must be of such
optical shape and quality that it does not cause any reflection or
refraction adversely affecting the light distribution. Compliance
with this requirement must be checked by measuring the light distri-
bution obtained when a standard headlamp is fitted with the standard
(reference) filament lamp.
3.2.Provisionsregardingpassingbeams
3.2.1. The passing beam must produce a sufficiently sharp cut-off to permit
satisfactory adjustment with its aid. The cut-off must be horizontalstraight line on the side opposite to the direction of traffic for which
the headlamps is intended; on the other side it must extend neither
beyond the broken line H-V, H
1-H4formed by a straight line HV-
H1standing at an angle of 45º to the horizontal and a straight line
H1-H4lying 25 cm above the straight line hh, nor beyond the straight
line HV-H3, inclined at an angle of 15º above the horizontal (see
Appendix 1). A cut-off extending beyond bothline HV-H2and H2-
H4and resulting from a combination of the above two possibilities
shall in no circumstances be permitted.1997L0024 — EN — 10.09.2003 — 002.001 — 100
▼B
3.2.2. The headlamp must aimed in such a way that:
3.2.2.1. in the case of headlamps designed to meet the requirements of right-
hand traffic, the cut-off on the left half of the screen (1) is horizontal
and in the case of headlamps designed to meet the requirements of
left-hand traffic, the cut-off on the right half of the screen is hori-
zontal.
3.2.2.2. this horizontal part of the cut-off is situated 25 cm below the line h-
h(see Appendix 1);
3.2.2.3. the elbow of the cut-off is on line v-v(2).
3.2.3. when so aimed the headlamp need, if its approval is sought solely
for a passing beam (3), comply only withth e requirements referred
to in 3.2.5 to 3.2.7 and 3.3.
3.2.4. Where a headlamp so aimed does not meet the requirements of 3.2.5
to 3.2.7 and 3.3, its alignment may be changed provided that the axis
of the beam is not laterally displaced by more than 1º (= 44 cm) to
the right or left (4). To faciltate adjustment by means of the cut-off,
the headlamp may be partially occluded in order to sharpen the cut-
off.
3.2.5. The illumination produced on the screen by the passing beam must
meet the following requirements:
Point on measuring screen
Illumination required, in lux
Headlamps for right-hand traffic Headlamps for left-hand traffic
Point B 50 L Point B 50 R ≤0,4
Point B 75 R Point B 75 L ≥12
Point B 75 L Point B 75 R ≤12
Point B 50 L Point B 50 R ≤15
Point B 50 R Point B 50 L ≥12
Point B 50 V Point B 50 V ≥6
Point B 25 L Point B 25 R ≥2
Point B 25 R Point B 25 L ≥2
Any point in zone III ≤0,7
Any point in zone IV ≥3
Any point in zone I ≤2×( E50 Rand E50
L)(1)
(1)E50 Rand E50 Lare the illuminations actually measured.
3.2.6. There must be no lateral variations detrimental to good visibility in
any of the zones I, II, III and IV.
3.2.7. The illumintation values in zones ‘A’ and ‘B’ as shown in figure C
in Annex IV must be checked by the measurement of the photo-
metric values of points 1 to 8 on this figure; these values must lie
within the following limits:
— 0,7 lux ≥1, 2, 3, 7 ≥0,1 lux
— 0,7 lux ≥4, 5, 6, 8 ≥0,2 lux1997L0024 — EN — 10.09.2003 — 002.001 — 101
(1) The test screen must be sufficiently wide to allow examination of the cut-off over a
range of at least 5º eachside of th e line v-v.
(2) If, in the case of headlamp designed to satisfy the requirements of this Directive with
respect to the passing beam only, the focal axis diverges appreciably from the generaldirection of the beam, or if, whatever the type of headlamp (passing only or combined
passing and driving), the beam does not have a cut-off with a clear elbow, the lateral
adjustment must be affected in the manner which best satisfies the requirements forillumunation at points 75 R and 50 R for right-hand traffic and at points 75 L and 50L for left-hand traffic.
(
3) A headlamp designed to emit a passing beam may incorporate a driving beam not
complying withth is specification.
(4) The limit of re-alignment of 1º towards the right or left is not incompatible with
upward or downward vertical re-alignment. The latter is limited only by the require-ments laid down in section 3.3; however, the horizontal part of the cut-off should notextend beyond the line h-h (the provisions of section 3.3 are not applicable to head-
lamps intended to meet the requirements of this Annex for passing beam only).
▼B
3.2.8. Headlamps designed to meet the requirements of both right-hand and
left-hand traffic must in each of the two setting positions of the
optical unit or of the filament lamp, meet the requirements set out
above for the corresponding direction of traffic.
3.3.Provisionsregardingdrivingbeams
3.3.1. In the case of a headlamp designed to provide a driving beam and a
passing beam, measurements of the illumination produced on the
screen by the driving beam must be taken with the same headlamp
alignment as for measurements under 3.2.5 to 3.2.7. In the case of a
headlamp providing a driving beam only, it must be adjusted that the
area of maximum illumination is centred on the point of intersection
of the lines h-h and v-v. Such a headlamp need meet only the
requirements referred to in 3.3.
3.3.2. The illumination produced on the screen by the driving beam must
meet the following requirements:
3.3.2.1. the point of intersection (HV) of lines h-h and v-v must be situated
within the isolux representing 90 % of maximum illumination. This
maximum value (Emax) must be not less than 48 lux. The maximum
value must in no case exceed 240 lux. Moreover, in the case of a
combined passing and driving headlamp, this maximum value must
not be more than 16 times the immumination measured for the
passing beam at point 75 R (or 75 L).
3.3.2.1.1. the maximum luminous intensity (lmax) of the driving beam expressed
in thousands of candelas must be calculated by means of the
formula:
lmax= 0,625 Emax
3.3.2.1.2. the refrence mark (l ′max) indicating this maximum intensity and
referred to in 1.6 must be obtained by means of the formula:
l0
max¼lmax
3¼0;208 Emax
this value being rounded to whichever is the nearest of the
following: 7,5, 10, 12,5, 17,5, 20, 25, 27,5, 30, 37,5, 40, 45, 50.
3.3.2.2. Starting from the HV point horizontally to the right and left, the illu-
mination must not be less than 24 lux up to a distance of 1,125 mand not less than 6 lux up to a distance of 2,25 m.
3.4. The screen illumination values referred to in 3.2.5 to 3.2.7 and 3.3
must be measured by means of a photoreceptor, the effective area
of which must be contained within a square of 65 mm side.
4. GAUGING DISCOMFORT
The discomfort caused by the passing beam of headlamps must be
gauged.
5. STANDARD HEADLAMP
5.1. A headlamp is deemed to be a standard (reference) headlamp if it:5.1.1. satisfies the abovementioned requirements for approval;5.1.2. has an effective diameter of not less than 160 mm;
5.1.3. provides witha standard filament lamp, at th e various points and in
the various zones referred to in 3.2.5, illumination equal to:
5.1.3.1. not more than 90 % of the maximum limits and
5.1.3.2. not less than 120 % of the minimum limits prescribed in the table in
3.2.5.
6. ADDITIONAL REQUIREMENTS ATTACHED TO ANY INSPEC-
TIONS WHICH MAY BE CARRIED OUT BY THE COMPETENT
AUTHORITIES WHEN CHECKING CONFORMITY OF
PRODUCTION IN ACCORDANCE WITH SECTION 5.1 OF
ANNEX I
6.1. For values B 50 L (or R) and Zone III the maximum deviation may
be respectively1997L0024 — EN — 10.09.2003 — 002.001 — 102
▼B
— B 50 L (or R): 0,2 lux equivalent 20 %
0,3 lux equivalent 30 %
— Zone III: 0,3 lux equivalent 20 %
0,45 lux equivalent 30 %
6.2. For the passing beam, the prescribed values in this Directive are met
at HV (witha tolerance of 0,2 lux) and related to th at aiming at least
one point of eacharea delimited on th e measuring screen (at 25 m)
by a circle 15 cm in radius around point B 50 L (or R) (witha toler-
ance of 0,1 lux), 75 R (or L), 50 R (or L), 25 R, 25 L and in the
entire area of zone IV which is not more than 22,5 cm above line
25 R and 25 L.
6.2.1. If, for the driving beam, HV being situated within the isolux 0,75
Emax, a tolerance of + 20 % for maximum values and − 20 % for
minimum values is observed for the photometric values at any
measuring point specified in section 3.2.5 of this Annex, the refer-
ence mark is disregarded.
6.3. If the results of the tests described above do not meet the require-
ments, the alignment of the headlamp may be changed, provided
that the axis of the beam is not displaced laterally by more than 1º
to the right or left.
6.4. Headlamps withapparent defects are disregarded.
6.5. The reference mark is disregarded.1997L0024 — EN — 10.09.2003 — 002.001 — 103
▼B
Appendix 1
Measuringscreen
StandardEuropeanbeam
A. Headlamp for right-hand traffic
(dimensions in mm)
1997L0024 — EN — 10.09.2003 — 002.001 — 104
▼B
B. Headlamp for left-hand traffic
(dimensions in mm)
1997L0024 — EN — 10.09.2003 — 002.001 — 105
▼B
C. Measuring points for illumination values
Note:
Figure C shows the measuring point for right-hand traffic. Points 7 and 8 move
to their corresponding location at the right-hand side of the picture for left-hand
traffic.1997L0024 — EN — 10.09.2003 — 002.001 — 106
▼B
Appendix 2
Tests on the stability of the photometric performance of headlamps in
operation
TESTS ON COMPLETE HEADLAMPS
Once the photometric values have been measured according to the requirements
of this Directive, in points Emaxfor driving beam and HV, 50 R, B 50 L for
passing beam (or HV, 50 L, B 50 R for headlamps designed for left-hand
traffic) a complete headlamp sample is tested for stability of photometric perfor-
mance in operation. ‘Complete headlamp’ is understood to mean the complete
lamp itself including those surrounding body parts and lamps which could influ-
ence its thermal dissipation.
1. TEST OF STABILITY OF PHOTOMETRIC PERFORMANCE
The tests are carried out in a dry and still atmosphere at an ambient
temperature of 23 ºC ± 5 ºC, the complete headlamp being mounted
on a base representing the correct installation on the vehicle.
1.1.Cleanheadlamp
The headlamp is operated for 12 hours as described in 1.1.1 and
checked as prescribed in 1.1.2.
1.1.1. Test procedure
The headlamp is operated for a period according to the specified
time, so that:
1.1.1.1. (a) in the case where only one lighting function (driving or passing
beam) is to be approved, the corresponding filament is for the
prescribed time (1),
(b) in the case of a reciprocally incorporated passing lamp and
driving lamp (dual-filament lamp or two filament lamps):
— If the applicant declares that the headlamp is to be used with
a single filament lit (2), the test is carried out in accordance
withth is condition activating (1) eachspecified function
successfully for half the time specified in 1.1,
— in all other cases (1)(2), the headlamp is subjected to the
following cycle until the time specified is reached:
— 15 minutes, passing beam filament lit
— 5 minutes, all filaments lit,
(c) in the case of grouped lighting functions all the individual func-
tions must be lit simultaneously for the time specified for
individual lighting functions (a) also taking into account the use
of reciprocally incorporated lighting functions (b), according to
the manufacturer's specifications.
1.1.1.2. Test voltage
The voltage must be adjusted so as to supply 90 % of the maximum
wattage specified in Annex IV. The applied wattage must in all
cases comply withth e corresponding value of a filament lamp of
12 V rated voltage, except if the applicant for approval specifies
that the headlamp may be used at a different voltage. In the latter
case, the test is carried out with the filament lamp whose wattage is
the highest that can be used.
1.1.2. Test results
1.1.2.1. Visual inspection
Once the headlamp has been stabilized to the ambient temperature,
the headlamp lens and the external lens, if any, must be cleaned
with a clean, damp cloth. It must then be inspected visually; no1997L0024 — EN — 10.09.2003 — 002.001 — 107
(1) When the tested headlamp is grouped and/or reciprocally incorporated with signalling
lamps, the latter must be lit for the duration of the test. In the case of a direction indi-cator lamp, it must be lit in flashing operation mode with an on/off time ratio ofapproximately one to one.
(
2) If two or more lamp filaments are simultaneously lit when headlamp flashing is used,
this is not considered as being normal use of the filament simultaneously.
▼B
distortion, deformation, cracking or change in colour of either the
headlamps or the external lens, if any, must be noticeable.
1.1.2.2. Photometric test
To comply with the requirements of this directive, the photometric
values must be verified in the following points:
Passing beam:
— 50 R — B 50 L — HV for headlamps designed for right-hand
traffic,
— 50 L — B 50 R — HV for headlamps designed for left-hand
traffic.
Driving beam:
— Point of Emax.
Another adjustment may be carried out to allow for any deforma-
tion of the headlamp base due to heat (the change of the position
of the cut-off line is covered in section 2 of this Appendix).
A 10 % discrepancy between the photometric characteristics and
the values measured prior to the test is permissible, including the
tolerances of the photometric procedure.
1.2.Dirtyheadlamp,
After being tested as specified in 1.1, the headlamp must be operated
for one hour as described in 1.1.1, after being prepared as prescribed
in 1.2.1, and checked as prescribed in 1.1.2.
1.2.1. Preparation of the headlamp
1.2.1.1. Test mixture
The mixture of water and polluting agent to be applied to the head-
lamp must be composed of nine parts (by mass) of silica sand witha
grain size distributed between 0 and 100 µm, one part (by mass) of
vegetal carbon dust of a grain size distributed between 0 and 100 µm,
0,2 (by mass) of NaCMC(1) and an appropriate quantity of distilled
water, the conductivity of which is lower than 1 mS/m for the
purpose of this test.
The mixture must not be more than 14 days old.
1.2.1.2. Application of the test mixture to the headlamp
The test mixture must be uniformly applied to the entire light-emit-
ting surface of the headlamp and then left to dry. This procedure is
repeated until the illuminating value has dropped to 15 — 20 % of
the values measured for each following point under the conditions
described in paragraph1 above:
—Emaxin driving beam for a driving/passing lamp,
—Emaxin driving beam for a driving lamp only.
— 50 R and 50 V(2) for a passing lamp only, designed for right-
hand traffic.
— 50 L and 50 V for a passing lamp only, designed for left-hand
traffic.
1.2.1.3. Measuring equipment
The measuring equipment must be equivalent to that used during
headlamp approval tests. A standard (reference) filament lamp is
used for the photometric verification.
2. TEST FOR CHANGE IN VERTICAL POSITION OF THE CUT-
OFF LINE UNDER THE INFLUENCE OF HEAT
This test consists of verifying that the vertical drift of the cut-off line
under the influence of heat does not exceed a specified value for an
operating passing lamp.1997L0024 — EN — 10.09.2003 — 002.001 — 108
(1) NaCMC represents the sodium salt of carboxymethylcellulose, customarily referred to
as CMC. The NaCMC used in the dirt mixture must have a degree of substitution (DS)of 0,6-0,7 and a viscosity of 200-300 cP for a 2 % solution 20 ºC.
(
2) 50 V is situated 375 mm below HV on the vertical line v-v on the screen at 25 m
distance.
▼B
The headlamp tested in accordance with section 1 must be subjected
to the test described in 2.1 without being removed from or read-
justed in relation to its test fixture.
2.1.Test
The test must be carried out in a dry and still atmosphere at an
ambient temperature of 23 ºC ± 5 ºC.
Using a series-production filament lamp which has been aged for at
least one hour the headlamp is operated on passing beam without
being removed from or readjusted in relation to its test fixture. (For
the purpose of this test, the voltage must be adjusted as specified in
1.1.1.2.) The position of the cut-off line in its horizontal part
(between VV and the vertical line passing through point B 50 R for
left-hand traffic or B 50 L for right-hand traffic) must be verified 3
minutes (r3) and 60 minutes (r60) after operation.
The measurement of the variation in the cut-off line position as
described above is carried out by any method giving acceptable
accuracy and reproducible results.
2.2.Testresults
The result expressed in milliradians (mrad) is considered as accep-
table when the absolute value ∆r1¼r3/C0r60 jj recorded on the
headlamp is not more than 1,0 mrad ( ∆r1≤1,0 mrad).
2.2.1. However, if this value is more than 1,0 mrad but not more than
1,5 mrad (1,0 mrad < ∆r1≤1,5 mrad) a second headlamp must be
tested as described in 2.1 after being subjected three consecutive
times to the cycle as described below, in order to stabilize the posi-
tion of mechanical parts of the headlamp on a base representative of
the correct installation on the vehicle:
— Operation of the passing lamp for one hour (the voltage must be
adjusted as specified in 1.1.1.2.)
— Period of rest for one hour.
The headlamp type is considered as acceptable if the mean value of
the absolute values ∆r1measured on the first sample and ∆r11measured on the second sample is not more than 1,0 mrad.
∆r1þ∆r11
2/C201;0 mrad1997L0024 — EN — 10.09.2003 — 002.001 — 109
▼B
Appendix 3
Requirementsforlampsincorporatinglensesofplasticmaterialandtesting
oflensormaterial samplesandofcomplete lamps
1. GENERAL SPECIFICATIONS
1.1. The samples supplied pursuant to section 2.4 of Annex I must satisfy
the specifications indicated in section 2.1 to 2.5 of this Appendix.
1.2. The two samples of complete lamps supplied in accordance with
section 2.3 of Annex I incorporating lenses of plastic material must,
with regard to the lens material, satisfy the specifications indicated insection 2.6 of this Appendix.
1.3. The samples of lenses of plastic material or samples of material are
subjected, with the reflector to which they are intended to be fitted
(where applicable), to approval tests in the chronological order indi-
cated in table A reproduced in Appendix 3.1.
1.4. However, if the lamp manufacturer can prove that the product has
already passed the tests prescribed in 2.1 to 2.5 below, or the equivalent
tests pursuant to another Directive, those tests need not be repeated;
only the tests prescribed in Appendix 3.1, table B, are mandatory.
2. TESTS
2.1.Resistancetotemperaturechanges
2.1.1.Tests
Three new samples (lenses) are subjected to five live cycles of tempera-
ture and humidity (RH = relative humidity) change in accordance with
the following programme:
— 3 hours at 40 ºC ± 2 ºC and 85 %—95 % RH;
— 1 hour at 23 ºC ± 5 ºC and 60 %—75 % RH;
— 15 hours at −30 ºC ± 2 ºC;
— 1 hour at 23 ºC ± 5 ºC and 60 %—75 % RH;— 3 hours at 80 ºC ± 2 ºC;
— 1 hour at 23 ºC ± 5 ºC and 60 %—75 % RH.
Before this test, the samples must be kept at 23 ºC ± 5 ºC and
60 %—75 % RH for at least four hours.
Note:
The periods of one hour at 23 ºC ± 5 ºC must include the periods of
transition from one temperature to another which are needed in order
to avoid thermal shock effect.
2.1.2.Photometric measurements
2.1.2.1. Method
Photometric measurements must be carried out on the samples before
and after the test.
These measurements must be made using a standard lamp, at the
following points:
B 50 L and 50 R for the passing beam of a passing lamp or a passing/
driving lamp (B 50 R and 50 L in the case of headlamps intended for
left-hand traffic) or B 50 and 50 R/L in the case of symmetrical passing
beam;
E
maxroute for the driving beam of a driving lamp or a passing/driving
lamp;
HV and Emaxzone D for a front fog-lamp.
2.1.2.2. Results
The variation between the photometric values measured on each sample
before and after the test must not exceed 10 % including the tolerances
of the photometric procedure.1997L0024 — EN — 10.09.2003 — 002.001 — 110
▼B
2.2.Resistancetoatmosphericandchemical agents
2.2.1.Resistance to atmospheric agents
Three new samples (lenses or samples of material) are exposed to radia-
tion from a source having a spectral energy distribution similar to that
of a black body at a temperature between 5 500 K and 6 000 K. Appro-
priate filters must be placed between the source and the samples so as
to reduce as far as possible radiations with wave lengths smaller than
295 nm and greater than 2 500 nm. The samples are exposed to an
energetic illumination of 1 200 W/m2± 200 W/m2for a period such
that the luminous energy that they receive is equal to 4 500 MJ/m2
± 200 MJ/m2. Within the enclosure, the temperature measured on the
black panel placed on a level withth e samples must be 50 ºC ± 5 ºC.
In order to ensure a regular exposure, the samples must revolve around
the source of radiation at a speed of between 1 and 5 1/min.
The samples are sprayed with distilled water of conductivity lower than
1 mS/m at a temperature of 23 ºC ± 5 ºC, in accordance withth e
following cycle:
— spraying: 5 minutes
— drying: 25 minutes
2.2.2.Resistance to chemical agents
After the test described in 2.2.1 and the measurement described in
2.2.3.1 have been carried out, the outer face of the said three samples
is treated as described in 2.2.2.2 withth e mixture defined in 2.2.2.1.
2.2.2.1. Test mixture
The test mixture is composed of 61,5 % n-heptane, 12,5 % toluene,
7,5 % ethyl tetrachloride, 12,5 % trichlorethylene and 6 % xylene (%
volume).
2.2.2.2. Application of the test mixture
A piece of cotton clothis soaked (as per ISO 105) until th e mixture is
saturated as defined in 2.2.2.1 and, within 10 seconds, applied for 10
minutes to the outer face of the sample at a pressure of 50 N/cm2,
corresponding to an effort of 100 N applied on a test surface fo
14 × 14 mm.
During this 10-minute period, the cloth pad must be soaked again with
the mixture so that the composition of the liquid applied is continuously
identical with that of the test mixture prescribed.
During the period of application, it is permissible to compensate the
pressure applied to the sample in order to prevent it from causing
cracks.
2.2.2.3. Cleaning
At the end of the application of the test mixture, the samples must be
dried in the open air and then washed with the solution described in 2.3
(Resistance to detergents) at 23 ºC ± 5 ºC.
Afterwards the samples must be carefully rinsed with distilled water
containing not more than 0,2 % impurities at 23 ºC ± 5 ºC and then
wiped off witha soft cloth .
2.2.3.Results
2.2.3.1. After the test for resistance to atmospheric agents, the outer face of the
samples must be free from cracks, scratches, chipping and deformation,
and the mean variation in transmission
∆t¼T2/C0T3
T2;
measured on the three samples according to the procedure described in
Appendix 3.2 to this Annex must not exceed 0,020 ( ∆tm≤0,020).
2.2.3.2. After the test of resistance to chemical agents, the samples must not
bear any traces of chemical staining likely to cause a variation of flux
diffusion, whose mean variation1997L0024 — EN — 10.09.2003 — 002.001 — 111
▼B
∆d¼T5/C0T4
T2;
measured on the three samples according to the procedure described in
Appendix 3.2 to this Annex must not exceed 0,020 ( ∆dm≤0,020).
2.3.Resistancetodetergentsandhydrocarbons
2.3.1.Resistance to detergents
The outer face of three samples (lenses or samples of material) is
heated to 50 ºC ± 5 ºC and then immersed for five minutes in a mixture
maintained at 23 ºC ± 5 ºC and composed of 99 parts distilled water
containing not more than 0,02 % impurities and one part alkylaryl
sulphonate.
At the end of the test, the samples are dried at 50 ºC ± 5 ºC. the surface
of the samples is cleaned with a moist cloth.
2.3.2.Resistance to hydrocarbons
The outer face of these three samples is then lightly rubbed for one
minute witha cotton clothsoaked in a mixture composed of 70 % n-
heptane and 30 % toluene (% volume), and then dried in the open air.
2.3.3.Results
After the above two tests have been performed successively, the mean
value of the variation in transmission
∆t¼T2/C0T3
T2;
measured on the three samples according to the procedure described in
Appendix 3.2 to this Annex must not exceed 0,010 ( ∆tm≤0,010).
2.4.Resistancetomechanicaldeterioration
2.4.1.Mechanical deterioration method
The outer face of the three new samples (lenses) is subjected to the
uniform mechanical deterioration test by the method described in
Appendix 3.3 to this Annex.
2.4.2.Results
After this test, the variations:
in transmission:
∆t¼T2/C0T3
T2
and in diffusion:
∆d¼T5/C0T4
T2
are measured according to the procedure described in Appendix 3.2 to
this Annex in the area specified in 2.2.4. The mean value of the three
samples must be suchth at
—∆tm≤0,100
—∆dm≤0,050.
2.5.Testofadherenceofcoatings,ifany
2.5.1.Preparation of the sample
A surface of 20 mm × 20 mm in area of the coating of a lens is cut
witha razor blade or a needle into a grid of squares approximately1997L0024 — EN — 10.09.2003 — 002.001 — 112
▼B
2 mm × 2 mm. The pressure on this blabe or needle must be sufficient
to cut at least the coating.
2.5.2.Description of the test
An adhesive tape is used with a force of adhesion of 2 N/(cm of width)
± 20 % measured under the standardized conditions specified in
Appendix 3.4 to this Annex. This adhesive tape, which must be at least
25 mm wide, is pressed for at least five minutes to the surface prepared
as prescribed in 2.5.1.
The end of the adhesive tape is then loaded in such a way that the force
of adhesion to the surface considered is balanced by a force perpendi-
cular to that surface. At this stage, the tape is torn off at a constant
speed of 1,5 m/s ± 0,2 m/s.
2.5.3.Results
There must be no appreciable impairment of the gridded area. Impair-
ments at the intersections between squares or at the edges of the cuts
are permitted, provided that the impaired area does not exceed 15 %
of the gridded surface.
2.6.Tests of the complete headlamp incorporating a lens of plastic
material
2.6.1.Resistance to mechanical deterioration of the lens surface
2.6.1.1. Tests
The lens of lamp sample No 1 is subjected to the test described in 2.4.1
above.
2.6.1.2. Results
After the test, the results of photometric measurements carried out on
the headlamp in accordance with this Directive must not exceed by
more than 30 % the maximum values prescribed at point B 50 L and
HV and not by more than 10 % below the minimum values prescribed
at point 75 R (in the case of headlamps intended for left-hand traffic,
the points to be considered are B 50 R, HV and 75 L). In the case of
the symmetrical crossing beam the points to be considered are B 50 and
H.
2.6.2.Test of adherence of coatings, if any
The lens of lamp sample No 2 is subjected to the test described in 2.5.
3. VERIFICATION OF THE CONFORMITY OF PRODUCTION
3.1. With regard to the materials used for the manufacture of lenses, the
lamps of a series are recognized as complying withth is Directive if:
3.1.1. After the test for resistance to chemical agents and the test for resis-
tance to detergents and hydrocarbons, the outer face of the samples
exhibits no cracks, chipping or deformation visible to the naked eye
(see 2.2.2, 2.3.1 and 2.3.2);
3.1.2. After the test described in 2.6.1.1, the photometric values at the points
of measurement considered in 2.6.1.2 are within the limits prescribed
for conformity of production by this Directive.
3.2. If the test results fail to satisfy the requirements, the tests must be
repeated on another sample of headlamps selected at random.1997L0024 — EN — 10.09.2003 — 002.001 — 113
▼B
Appendix 3.1
Chronologicalorderofapprovaltests
A. Tests on plastic materials (lenses or samples of material supplied pursuant to
section 1.2.4 of Annex I)
SamplesLenses or samples of material Lenses
Sample No
123456789 1 0 1 1 1 2 1 3
1.1. Limited photometry
(2.1.2)xxx
1.1.1. Temperature change (2.1.1) x x x
1.2. Limited photometry
(2.1.2)xxx
1.2.1. Transmission measurement xxxxxxxxx
1.2.2. Diffusion measurement x x x x x x1.3. Atmospheric agents (2.2.1) x x x1.3.1. Transmission measurement x x x1.4. Chemical agents (2.2.2) x x x
1.4.1. Diffusion measurement x x x
1.5. Detergents (2.3.1) x x x1.6. Hydrocarbons (2.3.2) x x x1.6.1. Transmission measurement x x x
1.7. Deterioration (2.4.1) x x x
1.7.1. Transmission measurement x x x1.7.2. Diffusion measurement x x x1.8. Adherence (2.5) x
B. Tests on complete headlamps (supplied pursuant to section 1.2.3 of Annex I)
TestsComplete headlamp
Sample No
12
2.1. Deterioration (2.6.1.1) x
2.2. Photometry (2.6.1.2) x2.3. Adherence (2.6.2) x1997L0024 — EN — 10.09.2003 — 002.001 — 114
▼B
Appendix 3.2
Methodofmeasurementofthediffusionandtransmissionoflight
1. EQUIPMENT (see figure)
The beam of a collimator K with a half divergence
β
2¼17;4/C210/C04rd
is limited by a diaphragm DTwithan opening of 6 mm against
which the sample stand is placed.
A convergent achromatic lens L2corrected for spherical aberrations,
links the diaphragm DTwith the receiver R; the diameter of the lens
L2must be such that it does not diaphragm the light diffused by the
sample in a cone witha h alf top angle
β
2¼14º
An annular diaphragm DDwithangles
α0
2¼1º andαmax
2¼12º is
placed in an image focal plane of the lens L2.
The non-transparent central art of the diaphragm is necessary in
order to eliminate the light arriving directly from the light source.
It must be possible to remove the central part of the diaphragm
from the light beam in such a manner that it returns exactly to its
original position.
The distance L2DTand the focal length F2(1) of the lens L2must be
so chosen that the image of DTcompletely covers the receiver R.
When the initial incident flux is referred to 1 000 units, the absolute
precision of eachreading must be better th an 1 unit.
2. MEASUREMENT
The following readings are taken:
Reading withsamplewithcentral part
of DDQuantity represented
T1no no Incident flux in initial reading
T2yes
(before test)no Flux transmitted by the new
material in a field of 24 ºC
T3yes
(after test)no Flux transmitted by the tested
material in a field of 24 ºC
T4yes
(before test)yes Flux diffused by the new mate-
rial
T5yes
(after test)yes Flux diffused by the tested mate-
rial1997L0024 — EN — 10.09.2003 — 002.001 — 115
(1) For L2the use of a focal distance of about 80 mm is recommended.
▼B
1997L0024 — EN — 10.09.2003 — 002.001 — 116
▼B
Appendix 3.3
Spraytestingmethod
1. TEST EQUIPMENT
1.1.Spraygun
The spray gun used must be equipped with a nozzle 1,3 mm in
diameter allowing a liquid flow-rate of 0,24 ± 0,02 1/minute at an
operating pressure of 6,0 bars − 0, + 0,5 bar.
Under these operating conditions the fan pattern obtained must be
170 mm ± 50 mm in diameter on the surface exposed to deteriora-
tion, at a distance of 380 mm ± 10 mm from the nozzle.
1.2.Testmixture
The test mixture is composed of:
— Silica sand of hardness 7 on the Mohs scale, with a grain size
between 0 and 0,2 mm and an almost normal distribution, with
an angular factor of 1,8 to 2;
— Water of hardness not exceeding 205 g/m3for a mixture
comprising 25 g of sand per litre of water
2. TEST
The outer surface of the lamp lenses is subjected once or more than
once to the action of the sand jet produced as described above. the
jet must be sprayed almost perpendicular to the surface to be tested.
The deterioration is checked by means of one or more samples of
glass placed as a reference near the lenses to be tested. The mixture
must be sprayed until the variation in the diffusion of light on the
sample or samples measured by the method described in Appendix
2 is suchth at:
∆d¼T5/C0T4
T2¼0;0250 ± 0 ;0025
Several reference samples may be used to check that the whole
surface to be tested has deteriorated homogeneously.1997L0024 — EN — 10.09.2003 — 002.001 — 117
▼B
Appendix 3.4
Adhesivetapeadherencetest
1. PURPOSE
This method allows to determination under standard conditions of
the linear force of adhesion of an adhesive tape to a glass plate.
2. PRINCIPLE
Measurement of the force necessary to unstick an adhesive tape from
a glass plate at an angle of 90º.
3. SPECIFIED ATMOSPHERIC CONDITIONS
The ambient conditions must be at 23 ºC ± 5 ºC and 65 % ± 15 %
relative humidity (RH).
4. TEST-PIECES
Before the test, the sample roll of adhesive tape must be conditioned
for 24 hours in the specified atmosphere (see section 3 above).
Five test-pieces each400 mm long are tested from eachroll. Th ese
test-pieces are taken from the roll after the first three turns have
been discarded.
5. PROCEDURE
The test must be carried out under the ambient conditions specified
in section 3.
The five test pieces are taken while the tape is radially unrolled at a
speed of approximately 300 mm/s, and the test-pieces are then
applied within 15 seconds in the following manner:
— The tape is applied to the glass plate progressively with a slight
lengthwise rubbing movement of the finger, without excessivepressure, in sucha manner as to leave no air bubble between
the tape and the glass plate.
— The assembly is left in the specified atmospheric conditions for
10 minutes.
— About 25 mm of the test-piece is unstuck from the plate in a
plane perpendicular to the axis of the test-piece.
— The plate is fixed and the free end of the tape folded back at 90º.
Force is applied in such a manner that the separation line
between the tape and the plate is perpendicular to this force and
perpendicular to the plate.
— The tape is then pulled to unstick at a speed of 300 mm/s and the
force required is recorded.
6. RESULTS
The five values obtained are arranged in order and the median value
taken as the results of the measurement. This value is expressed in
Newtons per centimetre of widthof th e tape.1997L0024 — EN — 10.09.2003 — 002.001 — 118
▼B
Appendix 4
1997L0024 — EN — 10.09.2003 — 002.001 — 119
▼B
Appendix 5
1997L0024 — EN — 10.09.2003 — 002.001 — 120
▼B
ANNEX IV
INCANDESCENT LAMPS INTENDED FORUSE IN COMPONENT
TYPE-APPROVED LAMPS FOR MOPEDS, MOTORCYCLES AND
TRICYCLES
Appendix 1 Category R2Filament lamps
Appendix 2 Category H1Filament lamps
Appendix 3 Category H2Filament lamps
Appendix 4 Category H3Filament lamps
Appendix 5 Category H4Filament lamps
Appendix 6 Category HS1Filament lamps
Appendix 7 Category HB3Filament lamps
Appendix 8 Category HB4Filament lamps
Appendix 9 Category H7Filament lamps
Appendix 10 Category HS2Filament lamps
Appendix 11 Category S1and S2Filament lamps
Appendix 12 Category S3Filament lamps
Appendix 13 Category S4Filament lamps
Appendix 14 Category P21W Filament lamps
Appendix 15 Category P21/5W Filament lampsAppendix 16 Category R5W Filament lamps
Appendix 17 Category R10W Filament lamps
Appendix 18 Category T4W Filament lampsAppendix 19 Category C5W Filament lamps
Appendix 20 Category C21W Filament lamps
Appendix 21 Category W3W Filament lampsAppendix 22 Category W5W Filament lamps
Appendix 23 Example of the arrangement of the approval mark of
a filament lamp
Appendix 24 Luminous centre and shapes of lamp filaments
1. APPLICATION FOR THE COMPONENT TYPE-APPROVAL OF
A FILAMENT LAMP
1.1. The application for the component type-approval of a filament lamp
submitted in compliance withArticle 3 of Directive 92/61/EEC
must, moreover, provide the following details:
1.1.1. drawings in triplicate, sufficiently detailed to permit identification of
the type;
1.1.2. a brief technical description;1.1.3. five samples of each colour which has been applied for;1.2. In the case of a type of filament lamp differing only by the make or
trade name from a type that has already been approved it is suffi-
cient to submit:
1.2.1. a declaration by the lamp manufacturer that the type submitted is
identical (except in the make or trade name) with and has been
produced by the same manufacturer as the type already approved,
the latter being identified by its approval code;
1.2.2. two samples bearing the new make or trade name.1997L0024 — EN — 10.09.2003 — 002.001 — 121
▼B
2. ADDITIONAL REQUIREMENTS CONCERNING THE
MARKING OF AND MARKS ON FILAMENT LAMPS
2.1. Filament lamps submitted for type-approval must bear on the cap or
bulb (in the latter case the luminous characteristics must not be
adversely affected);
2.1.1. the make or trade name of the applicant;
2.1.2. the rated voltage;
2.1.3. the international designation of the relevant category;2.1.4. the rated wattage (in the sequence, principal filament/secondary fila-
ment for dual filament lamps); this need not be indicated separately
if it is part of the international designation of the relevant filament-
lamp category;
2.1.5. a space of sufficient size to accommodate the approval mark.
2.2. The space mentioned in 2.1.5 must be indicated in the drawings
accompanying the application for type-approval.
2.3. Other inscriptions than those covered by 2.1 may be affixed,
providing they do not adversely affect the luminous characteristics.
3. COMPONENT TYPE-APPROVAL OF A FILAMENT LAMP
3.1. If all the samples of a type of filament lamp which are submitted in
pursuance of 1.1.3 or 1.2.2 meet the requirements of this Annex,
type-approval is granted.
3.2. A component type-approval mark in accordance withth e provisions
of Article 8 of Directive 92/61/EEC must be placed in the space
referred to in 2.1.5.
3.3. Appendix 23 to this Annex gives an example of the arrangement of
the approval mark.
4. TECHNICAL REQUIREMENTS
4.1. The technical requirements are those set out in sections 2.1 and 3 of
United Nations ECE Regulation 37 which has been consolidated by
the following document:
— Revision 2 incorporating the 02 and 03 series of amendments,
Corrigendum 2 and supplements 1 to 9 to the 03 series of
amendments.
5. CONFORMITY OF PRODUCTION
5.1. Filament lamps approved pursuant to this Annex must be manufac-
tured so as to conform to the type approved by meeting the marking
and technical requirements set forth in 2.1, 3.2 and 4 and in the rele-
vant Appendices to this Annex.
5.2. In order to verify that the requirements of 5.1 are met, checks on
production must be carried out as defined in paragraph4 and
Annexes 6, 7, 8 and 9 of United Nations ECE Regulation 37 as
referred to in 4.1.
5.3. The type-approval granted in respect of a type of filament lamp
pursuant to this Annex may be withdrawn if the requirements of
5.1 and 5.2 are not met or if a filament lamp bearing an approval
mark does not conform to the type approved.1997L0024 — EN — 10.09.2003 — 002.001 — 122
▼B
Appendix 1
CategoryR2lamps
SHEET R2/1
The drawings are intended only to illustrate the essential dimensions of the fila-
ment lamp
Electrical and photometric characteristics
Filament lamps of normal productionStandard filament
lamp
Rated values Volts 6 (1)1 2 (1)2 4 (1)1 2 (1)
Watts 45 40 45 40 55 50 45 40
Test voltage Volts 6,3 13,2 28 13,2Objective values Watts 53
max.47
max.57
max.51
max.76
max.69
max.52+0%
−1 0%46±5%
Luminous
flux lm720
min.570
±1 5%860
min.675
±1 5%1 000
min.860
±1 5%
Reference luminous flux at approximately 12 V 700 450
(1) The values indicated on the left and on the right refer to the driving-beam filament and the passing-beam fila-
ment respectively.1997L0024 — EN — 10.09.2003 — 002.001 — 123
(1) The reference axis is perpendicular to the reference plane and passes through the centre
of the 45 mm cap diameter.
(2) The colour of the light emitted must be white.
(3) No part of the cap may, by reflection of light emitted by the passing-beam filament,
throw any stray rising ray when the filament lamp is in the normal operating position
on the vehicle.
▼B
SHEET R2/2
Positionanddimensionsofshieldandfilaments
The drawings are not mandatory with respect to the design of the shield and
filaments.1997L0024 — EN — 10.09.2003 — 002.001 — 124
▼B
SHEET R2/3
Filaments and shield position and dimensions(1)
Dimensions in mm Tolerance
Filament lamps of normal productionStandard
filament
lamp
6 V 12 V 24 V 12 V
a 0,60 ± 0,35 ± 0,15
b1/30,0 (2)
b1/33,00,20
b1/30,0 mv (3)± 0,35 ± 0,15
b2/30,0 (2)
b2/33,00,20
b2/30,0 mv (3)± 0,35 ± 0,15
c/30,0 (2)
c/33,00,50
c/30,0 mv (3)± 0,30 ± 0,15
e 6 V, 12 V
24 V28,5
28,8± 0,35 ± 0,15
f 6 V, 12 V
24 V1,8
2,2± 0,40 ± 0,20
g 0 ± 0,50 ± 0,30
h/30,0 (2)
h/33,00
h/30,0 mv (3)± 0,50 ± 0,30
1/2 (p—q) 0 ± 0,60 ± 0,30
lc 5,5 ± 1,50 ± 0,50γ(
4) 15º nom.
Cap P45t-41 in accordance withIEC Publ. 61 (sh eet 7004-95-4)
(1) The position and dimensions of the shield and filaments must be checked by means of the method of measure-
ment as described in IEC Publication 809.
(2) To be measured at the distance from the reference plane indicated in millimetres behind the stroke.
(3) mv = measured value.
(4) The angle γis only for shield design and need not be checked on finished filament lamps.1997L0024 — EN — 10.09.2003 — 002.001 — 125
▼B
Appendix 2
CategoryH1lamps
SHEET H1/1
(Dimensions in mm)
The drawings are intended only to illustrate the essential dimensions of the
filament lamp.1997L0024 — EN — 10.09.2003 — 002.001 — 126
▼B
SHEET H1/2
Dimensions in mm Tolerances
Filament lamps of normal production Standard
filament
lamp 6V 1 2V 2 4V
b 0,7 f
e(5)(9) 25,0 (8) ± 0,15
f(5)(9) 6 V 4,5 ± 1,0
12 V 5,0 ± 0,5 + 0,5
0
24 V 5,5 ± 1,0
g(6) 0,5 d (7) ± 0,5 d ± 0,25 d
h10(8) ± 0,20 (4)
h2(8) ± 0,25 (4)
ε 45º ± 12º ± 3º
Cap P 14,5s in accordance withIEC Publication 61 (sh eet 7004-46-1)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 6 12 24 12
Watts 55 70 55
Test voltage Volts 6,3 13,2 28,0Objective values Watts max.
63max.
68max.
84max.
68 at
13,2 V
Luminous flux lm 1 350 1 550 1 900±% 1 5
Reference luminous flux for headlamp testing: 1 150 lm at approx. 12 V.1997L0024 — EN — 10.09.2003 — 002.001 — 127
▼B
SHEET H1/3
(1) The reference axis is the perpendicular to the reference plane and passing
through the point defined by the dimensions marked with (1).
(2) Both current lead-in electrodes must be positioned in the bulb, the longer
electrode above the filament (the lamp being viewed as shown in thefigure). The internal design of the lamp must then be such that stray light
images and reflections are reduced to the minimum, e.g. by fitting cooling
jackets over the non-coiled parts of the filament.
(
3) The cylindrical portion of the bulb over length ‘f’ must be such as not to
deform the projected image of the filament to such an extent as appreciably
to affect the optical results.
(4) The eccentricity is measured only in the horizontal and vertical directions of
the filament lamp as shown in the figure. The points to be measured are
those where the projection of the outside of the end turns nearest to or
furthest from the reference plane crosses the filament axis.
(5) The viewing direction is the perpendicular to the reference axis contained in
the plane defined by the reference axis and the centre of the second pin of
the cap.
(6) Offset of filament in relation to bulb axis measured at 27,5 mm from the
reference plane.
(7) d: diameter of filament.
(8) To be checked by means of a ‘box-system’, sheet H1/4.
(9) The ends of the filament are defined as the points where, when the viewing
direction is as defined in footnote 5 above, the projection of the outside of
the end turns nearest to or furthest from where the reference plane crosses
the reference axis (special instructions for coiled-coil filaments are under
consideration).1997L0024 — EN — 10.09.2003 — 002.001 — 128
▼B
SHEET H1/4
Screenprojectionrequirements
This test is used to determine, by checking whether the filament is correctly
positioned relatively to the reference axis and the reference plane, whether a
filament lamp complies withth e requirements.
(Dimensions in millimeters)
a1a2b1b2c1c2
6V
1,4 d 1,9 d 0,256 3,5
12 V 6 4,524 V 7 4,5
d = diameter of filament
The beginning of the filament as defined on sheet H
1/1, footnote 2, must lie
between lines Z1and Z2.
The filament position is checked solely in directions FH and FV as shown on
sheet H1/1.
The filament must lie entirely within the limits shown.1997L0024 — EN — 10.09.2003 — 002.001 — 129
▼B
Appendix 3
CategoryH2lamps
SHEET H2/1
(Dimensions in mm)
The drawings are intended only to illustrate the essential dimensions of the
filament lamp.1997L0024 — EN — 10.09.2003 — 002.001 — 130
▼B
SHEET H2/2
Dimensions in mm Tolerances
Filament lamp of normal production Standard
filament
lamp 6V 1 2V 2 4V
e(6) 12,25 (5) ± 0,15
f(6)6 V 4,5
± 1,0 12 V
5,5± 0,50
24 V
g(1)(2) 0,5 d ± 0,5 d ± 0,25 d
h1(2)
7,1(5) ± 0,20
h2(4)(5) ± 0,25
h3(1)(2)
0,5 d(5) ± 0,20
h4(1)(4)(5) ± 0,25
Cap X 511 in accordance withIEC Publication 61 (sh eet 7004-99-2)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 6 12 24 12
Watts 55 70 55
Test voltage Volts 6,3 13,2 28,0
Objective values Watts max.
63max.
68max.
84max.
68 at 13,2 V
Luminous flux lm 1 300 1 800 2 150±% 1 5
Reference luminous flux for headlamp testing: 1 300 lm at approx. 12 V.1997L0024 — EN — 10.09.2003 — 002.001 — 131
▼B
SHEET H2/3
(1) d: diameter of filament.
(2) These offsets must be measured in a cross-section perpendicular to the axis
of the bulb and passing through that end of the filament (*) which is nearer
to the cap.
(3) The three crosses on the supporting plane show the positions of the three
bosses defining this plane on the holder. Within a circle 3 mm in diameter
centred on these points there must be no apparent deformation and no
notches affecting the positioning of the filament lamp.
(4) These offsets must be measured in a cross-section perpendicular to the axis
of the bulb and passing through that end of the filament (*) which is further
from the cap.
(5) To be checked by means of a ‘box-system’, sheet H2/4.
(6) The ends of the filament are defined as the points where, when the viewing
direction is as defined by ‘D’ (sheet H2/1), the projection of the outside
of the end turns nearest to or furthest from the cap crosses a line parallel to
and at a distance of 7,1 mm from line ZZ (special instructions for coiled-
coil filaments are under consideration).1997L0024 — EN — 10.09.2003 — 002.001 — 132
(*) The points to be measured are those where the outside of the end turn that is nearest
to or furthest from the cap crosses the filament axis.
▼B
SHEET H2/4
Screenprojectionrequirements
This test is used to determine, by checking whether a filament is correctly posi-
tioned relatively to the references axes x-x, y-y and z-z (2), whether a filament
lamp complies withth e requirements.
(Dimensions in millimeters)
The end of the filament (3) which is nearer to the cap must lie between b1and
b2. The filament must lie entirely within the limits shown.
6V 1 2V 2 4V
a1d + 0,50 d + 1,0
a2d + 1,0
b1,b20,25
d17,1
d20,5 d − 0,35
h67
d = diameter of filament1997L0024 — EN — 10.09.2003 — 002.001 — 133
(1) See sheet H2/1.
(2) The cap must be pressed in these directions.
(3) The end of the filament is defined at sheet H2/3.
▼B
Appendix 4
CategoryH3lamps
SHEET H3/1
(Dimensions in millimetres)
The colour of the light emitted must be white.1997L0024 — EN — 10.09.2003 — 002.001 — 134
▼B
SHEET H3/2
Definition:Ringcentreandreference axis(2)
Filament dimensionsandtolerancesforstandardfilamentlamps,seesheetH3/3
(Dimensions in millimetres)
1997L0024 — EN — 10.09.2003 — 002.001 — 135
▼B
SHEET H3/3
Dimensions in mmFilament lamps of normal produc-
tion Standard filament
lamp
6V 1 2V 2 4V
e 18,0 (5) 18,0
f(7) 3,0 min 4,0 min 5,0 ± 0,50
k
(5)0 ± 0,20
h10 ± 0,15 (6)
h3
h20 ± 0,25 (6)
h4
Cap PK 22s in accordance withIEC Publication 61 (sh eet 7004-47-2)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 6 12 24 12
Watts 55 70 55
Test voltage Volts 6,3 13,2 28,0
Objective values Watts max 63 max 68 max 84 max 68 at 13,2 V
luminous flux lm 1 050 1 450 1750
±% 1 5
Reference luminous flux for headlamp testing: 1 100 lm at approx. 12 V.1997L0024 — EN — 10.09.2003 — 002.001 — 136
▼B
SHEET H3/4
(1) The distortion of the base-end portion of the bulb must not be visible from
any direction outside the obscuration angle of 80º max. The shields must
produce no inconvenient reflections. The angle between the reference axis
and the plane of each shield, measured on the bulb side, must not exceed
90º.
(2) The permissible deviation of the ring centre from the reference axis is
0,5 mm in the direction perpendicular to the Z-Z line and 0,05 mm in the
direction parallel to the Z-Z line.
(3) Minimum length above the height of the light-emitting centre (‘e’) over
which the bulb must be cylindrical.
(4) No part of the spring and no component of the lamp-holder may bear on the
prefocus ring elsewhere than outside the rectangle shown in discontinuous
outline.
(5) These dimensions of lamps of normal production must be checked by means
of a ‘box-system’ (sheet H3/5).
(6) For standard filament lamps the points to be measured are those where the
projection of the outside of the end turns crosses the filament axis.
(7) the positions of the first and the last turn of the filament are defined by the
intersections of the outside of the first and the outside of the last light-emit-
ting turn, respectively, with the plane parallel to and 13 mm distant from the
reference plane (additional instructions for coiled-coil filaments are under
consideration).1997L0024 — EN — 10.09.2003 — 002.001 — 137
▼B
SHEET H3/5
Screenprojectionrequirements
This test is used to determine, by checking whether the filament is correctly
positioned relatively to the reference axis and the reference plane, whether a
filament lamp complies withth e requirements.
(Dimensions in millimetres)
ackg
6V
1,8 d 1,6 d 1,02,0
12 V 2,824 V 2,9
d = diameter of the filament
The filament must lie entirely within the limits shown.The centre of the filament must lie within the limits of dimension k.1997L0024 — EN — 10.09.2003 — 002.001 — 138
▼B
Appendix 5
CategoryH4lamps
SHEET H4/1
(Dimensions in millimetres)
The drawings are not mandatory; their sole purpose is to show which dimen-
sions must be verified.
ReferenceDimension Tolerance
12 V 24 V 12 V 24 V
+ 0,45
e 28,5 29,0 − 0,25 ± 0,35
p 28,95 29,25 — —m(
1) max. 60,0 —
n(1) max. 34,5 —
s(2) 45,0 —
α(3) max. 40º —1997L0024 — EN — 10.09.2003 — 002.001 — 139
▼B
SHEET H4/2
Characteristics
Filament lamps of normal production Standard filament lamps
Rated values Volts 12 (4)2 4 (4)1 2 (4)
Watts 60 55 75 70 60 55
Test voltage Volts 13,2 28Objective values Watts max.
75max.
68max.
85max.
80max. 75
at 13,2 Vmax. 68
at 13,2 V
Luminous
flux lm1 650 1 000 1 900 1 200
±% 1 5
Reference luminous flux at approximately 12 V lm 1 250 750
Cap P43t-38 in accordance withIEC Publication 61 (sh eet 7004-39-2)1997L0024 — EN — 10.09.2003 — 002.001 — 140
▼B
SHEET H4/3
1997L0024 — EN — 10.09.2003 — 002.001 — 141
▼B
SHEET H4/4
1997L0024 — EN — 10.09.2003 — 002.001 — 142
▼B
SHEET H4/5
ADDITIONAL EXPLANATIONS TO SHEETS H4/3 AND H4/4
The dimensions below are measured in three directions:
for dimensions a, b1,c ,d ,e ,f ,lRand lC;
for dimensions g, h, p and q;
for dimensions b2.
Dimensions p and q are measured in a plane parallel to and 33 mm away from
the reference plane.
Dimensions b1,b2, c and hare measured in planes parallel to and 29,5 mm
(30,0 mm for 24-V lamps) and 33 mm away from the reference plane.
Dimensions a and g are measured in planes parallel to and 26,0 mm and
23,5 mm away from the reference plane.
Note:For the method of measurement, see Appendix E of IEC Publication 809.1997L0024 — EN — 10.09.2003 — 002.001 — 143
▼B
SHEET H4/6
Tableofthedimensionsreferred tointhediagramsonsheetsH4/3andH4/4(inmm)
Reference Dimension Tolerances
12 V 24 V 12 V 24 VFilament lamps of normal
productionStandard fila-
ment lamp
12 V 24 V 12 V
a/26 (*) 0,8 ± 0,35 ± 0,2
a/23,5 (*) 0,8 ± 0,60 ± 0,2
b1/29,5 (*) 30,0 (*) 0 ± 0,30 ± 0,35 ± 0,2
b1/33 (*) b1/
29,5 mv (**)30,0 mv (**) ± 0,30 ± 0,35 ± 0,15
b2/29,5 (*) 30,0 (*) 0 ± 0,30 ± 0,35 ± 0,2
b2/33 (*) b2/
29,5 mv (**)30,0 mv (**) ± 0,30 ± 0,35 ± 0,15
c/29,5 (*) 30,0 (*) 0,6 0,75 ± 0,35 ± 0,2
c/33 (*) c/
29,5 mv (**)30,0 mv (**) ± 0,35 ± 0,15
d min. 0,1 — —
e(7) 28,5 29,0 + 0,35
− 0,25± 0,35 + 0,2
− 0,0
f(5)(6)(8) 1,7 2,0 + 0,50
− 0,30± 0,40 + 0,3
− 0,1
g/26(*) 0 ± 0,5 ± 0,3
g/23,5 (*) 0 ± 0,7 ± 0,3
h/29,5 (*) 30,0 (*) 0 ± 0,5 ± 0,3
h/33(*) h/
29,5 mv (**)30,0 mv (**) ± 0,35 ± 0,2
lR(5)(8) 4,5 5,25 ± 0,8 ± 0,4
lC(5)(6) 5,5 5,25 ± 0,5 ± 0,8 ± 0,35
p/33(*) Depends on the shape of
the shield——
q/33(*)pþq
2± 0,6 ± 0,3
(*) Dimension to be measured at the distance from the reference plane indicated in mm after the stroke.
(**) ‘29,5 mv’ or ‘30,0 mv’ means the value measured at a distance of 29,5 mm or 30,0 mm from the reference
plane.1997L0024 — EN — 10.09.2003 — 002.001 — 144
▼B
SHEET H4/7
(1) ‘m’ and ‘n’ denote the maximum dimensions of the lamp
(2) It must be possible to insert the lamp into a cylinder of diameterr ‘s’
concentric withth e reference axis and limited at one end by a plane
parallel to and 20 mm distant from the reference plane and at the other
end by a hemisphere of radius
s
2:
(3) The obscuration must extend at least as far as the cylindrical part of the
bulb. It must also overlap the internal shield when the latter is viewed in
a direction perpendicular to the reference axis. The effect sought by
obscuration may also be achieved by other means.
(4) The values indicated in the left-hand column relate to the driving beam.
Those indicated in the right-hand column relate to the passing beam.
(5) The end turns of the filaments are defined as being the first luminous turn
and the last luminous turn that are at substantially the correct helix angle.
For coiled-coil filaments, the turns are defined by the envelope of the
primary coil.
(6) For the passing-beam filament the points to be measured are the intersec-
tions, seen in direction
 , of the lateral edge of the shield with the
outside of the end turns defined under footnote 5.
(7) ‘e’ denotes the distance from the reference plane to the beginning of the
passing-beam filament as defined above.
(8) For the driving beam filament the points to be measured are the intersec-
tions, seen in direction
 , of a plane, parallel to plane HH and situated
at a distance of 0,8 mm below it, withth e end turns defined under footnote
5.
(9) The reference axis is the line perpendicular to the reference plane and
passing through the centre of the circle of diameter ‘M’ (see sheet H4/1).
(10) Plane VV is the plane perpendicular to the reference plane and passing
through the reference axis and through the intersection of the circle of
diameter ‘M’ with the axis of the reference pin.
(11) Plane HH is the plane perpendicular to both the reference plane and plane
VV and passing through the reference axis.1997L0024 — EN — 10.09.2003 — 002.001 — 145
▼B
Appendix 6
CategoryHS1
SHEET HS1/1
(Dimensions in millimetres)
The drawings are not mandatory; their sole purpose is to show which dimen-
sions must be verified.
ReferenceDimension Tolerance
6V 1 2V 6V 1 2V
o 28,5 + 0,45
− 0,25
p 28,95 —
m(1) max. 60,0 —
n(1) max. 34,5 —
s(2) 45,0 —
α(3) max. 40º —1997L0024 — EN — 10.09.2003 — 002.001 — 146
▼B
SHEET HS1/2
Characteristics
Filament lamps of normal production Standard filament lamps
Rated values Volts 6 (4)1 2 (4)1 2 (4)
Watts 35 35 35 35 35 35
Test voltage Volts 6,3 13,2Objective values Watts 35 35 35 35 35
at 13,2 V35
at 13,2 V
± % 5555 5 5
Luminous
flux lm700 440 825 525
±% 1 5
Reference luminous flux at approximately 12 V lm 700 450Cap PX43t-38 in accordance withIEC Publication 61 (sh eet 7004-34-1).1997L0024 — EN — 10.09.2003 — 002.001 — 147
▼B
SHEET HS1/3
Tableofthedimensionsreferred tointhediagramsonsheetsHS1/4andHS1/5(inmm)
Reference Dimension Tolerances
6 V1 2 V6 V1 2 VFilament lamps of normal
productionStandard fila-
ment lamp
6V 1 2V 1 2V
a/26 (*) 0,8 ± 0,35 ± 0,2
a/25 (*) 0,8 ± 0,55 ± 0,2
b1/29,5 (*) 0 ± 0,35 ± 0,2
b1/33 (*) b1/29,5 mv ± 0,35 ± 0,15
b2/29,5 (*) 0 ± 0,35 ± 0,2
b2/33 (*) b2/29,5 mv ± 0,35 ± 0,15
c/29,5 (*) 0,5 ± 0,35 ± 0,2
c/31 (*) c/29,5 mv ± 0,30 ± 0,15
d min. 0,1
max. 1,5——
e(7) 28,5 + 0,45
− 0,25+ 0,2
− 0,0
f(5)(6)(8) 1,7 + 0,50
− 0,30+ 0,3
− 0,1
g/25(*) 0 ± 0,5 ± 0,3g/25(*) 0 ± 0,7 ± 0,3
h/29,5 (*) 0 ± 0,5 ± 0,3
h/31(*) h/29,5 ± 0,30 ± 0,2
l
R(5)(8) 3,5 4,0 ± 0,8 ± 0,4
lC(5)(6) 3,3 4,5 ± 0,8 ± 0,35
p/33(*) Depends on the shape of
the shield——
q/33(*)pþq
2± 0,6 ± 0,3
(*) Dimension to be measured at the distance from the reference plane indicated in mm after the stroke.1997L0024 — EN — 10.09.2003 — 002.001 — 148
▼B
SHEET HS1/4
Positionoffilaments (*)
(Dimensions in millimetres)
1997L0024 — EN — 10.09.2003 — 002.001 — 149
(*) The drawing is not mandatory with respect to the design of the shield.
▼B
SHEET HS1/5
Positionofshield (*)
(Dimensions in millimetres)
1997L0024 — EN — 10.09.2003 — 002.001 — 150
(*) The drawing is not mandatory with respect to the design of the shield.
▼B
SHEET HS1/6
ADDITIONAL EXPLANATION TO SHEETS HS1/4 AND HS1/5
The dimensions below are measured in three directions:
for dimensions a, b1,c ,d ,e ,f ,lRand lC;
for dimensions g, h, p and q;
for dimension b2.
Dimension p and q are measured in a plane parallel to 33 mm away from the
reference plane.
Dimensions b1and b2are measured in planes parallel to and 29,5 mm and 33 mm
away from the reference plane.
Dimensions a and g are measured in planes parallel to and 25 mm and 36 mm
away from the reference plane.
Dimensions c and hare measured in planes parallel to and 29,5 mm and 31 mm
away from the reference plane.1997L0024 — EN — 10.09.2003 — 002.001 — 151
▼B
SHEET HS1/7
(1) ‘m’ and ‘n’ denote the maximum dimensions of the lamp.
(2) it must be possible to insert the lamp into a cylinder of diameter ‘s’
concentric withth e reference axis and limited at one end by a plane
parallel to and 20 mm distant from the reference plane and at the other
end by a hemisphere of radius
s
2:
(3) The obscuration must extend at least as far as the cylindrical part of the
bulb. It must also overlap the internal shield when the latter is viewed in
a direction perpendicular to the reference axis. The effect sought by
obscuration may also be achieved by other means.
(4) The values indicated in the left-hand column relate to the driving beam.
Those indicated in the right-hand column relate to the passing beam.
(5) The end turns of the filaments are defined as being the first luminous turn
and the last luminous turn that are at substantially the correct helix angle.
For coiled-coil filaments, the turns are defined by the envelope of the
primary coil.
(6) For the passing-beam filament the points to be measured are the intersec-
tions, seen in direction
 , of the lateral edge of the shield with the
outside of the end turns defined under footnote 5.
(7) ‘e’ denotes the distance from the reference plane to the beginning of the
passing-beam filament as defined above.
(8) For the driving beam filament the points to be measured are the intersec-
tions, seen in direction
 , of a plane, parallel to plane HH and situated at
a distance of 0,8 mm below it, withth e end turns defined under footnote 5.
(9) The reference axis is the line perpendicular to the reference plane and
passing through the centre of the circle of diameter ‘M’ (see sheet
HS1/1).
(10) Plane VV is the plane perpendicular to the reference plane and passing
through the reference axis and through the intersection of the circle of
diameter ‘M’ with the axis of the reference pin.
(11) Plane HH is the plane perpendicular to both the reference plane and plane
VV and passing through the reference axis.1997L0024 — EN — 10.09.2003 — 002.001 — 152
▼B
Appendix 7
CategoryHB3
SHEET HB3/1
(Dimensions in millimetres)
The drawings are intended only to illustrate essential dimensions of the
filament lamp1997L0024 — EN — 10.09.2003 — 002.001 — 153
▼B
SHEET HB3/2
Dimensions in mm (11)Tolerances
Filament lamps of normal
productionStandard filament lamp
e(8)(4) 31,5 (7) ± 0,16
f(8)(4) 5,1 (7) ± 0,16
h1,h20(7) ± 0,15 (3)
h30(7) ± 0,08 (3)
γ1(5) 45º min. — —
γ2(5) 52º min. — —
Cap P 20d in accordance withIEC Publication 61 (sh eet 7004-31-1)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 12 12
Watts 60 60
Test voltage Volts 13,2 13,2
Objective values Watts 73 max. 73 max.
Luminous flux lm 1860±% 1 2
Reference luminous flux for headlamp testing: 1300 lm at approx. 12 V1997L0024 — EN — 10.09.2003 — 002.001 — 154
▼B
SHEET HB3/3
(1) The reference plane is the plane formed by the meeting points of the cap-
holder fit.
(2) The reference axis is the axis perpendicular to the reference plane and
concentric with the 17,46 mm diameter of the cap.
(3) The eccentricity is measured only in viewing directions (*) A and B as
shown in the figure on Sheet HB3/1. The points to be measured are those
where the projection of the outside of the end turns nearest to or furthest
from the reference plane crosses the filament axis.
(4) The viewing direction is direction (*) B as shown in the figure on Sheet
HB3/1.
(5) Glass bulb periphery must be optically distortion-free axially within the
angles γ1andγ2. This requirement applies to the whole bulb circumference
within the angles γ1andγ2. The colour of the light emitted must be white.
(6) Glass bulb and supports must not exceed the envelope and not interfere
with insertion past the lamp key. The envelope is concentric to the refer-
ence axis.
(7) To be checked by means of a ‘box-system’, Sheet HB3/4 (*).
(8) The ends of the filament are defined as the points where, when the viewing
direction (*) as defined in footnote 4 above, the projection of the outside of
the end turns crosses the filament axis.
(9) The keyway is mandatory.
(10) The filament lamp must be rotated in the measuring holder until the refer-
ence lug contacts plane C of the holder.
(11) Dimensions must be checked with O-ring removed.1997L0024 — EN — 10.09.2003 — 002.001 — 155
(*) Manufacturers may choose another set of perpendicular viewing directions. The
viewing directions specified by the manufacturer are to be used by the testing labora-
tory when checking filament dimensions and position.
▼B
SHEET HB3/4
Screenprojectionrequirements
This test is used to determine, by checking whether the filament is
correctly positioned relatively to the reference axis and the reference plane,
whether a filament lamp complies with the requirements.
(Dimensions in millimetres)
pqrstuv
12 V 1,3 d 1,6 d 3,0 2,9 0,9 0,4 0,7
d is the diameter of the filament
The filament position is checked solely in directions A and B als shown on
sheet HB3/1.
The beginning of the filament as defined on sheet HB3/3, note 8, must be
in volume ‘B’ and the end of the filament in volume ‘C’.
The filament must lie entirely within the limits shown. Volume ‘A’ does
not involve any filament centre requirement.1997L0024 — EN — 10.09.2003 — 002.001 — 156
▼B
Appendix 8
CategoryHB4
SHEET HB4/1
(Dimensions in millimetres)
The drawings are intended only to illustrate the essential dimensions of the
filament lamp1997L0024 — EN — 10.09.2003 — 002.001 — 157
▼B
SHEET HB4/2
Dimensions in mm (12)Tolerances
Filament lamps of normal
productionStandard filament lamp
e(4)(9) 31,5 (8) ± 0,16
f(4)(9) 5,1 (8) ± 0,16
h1,h20(8) ± 0,15 (3)
h30(8) ± 0,08 (3)
g(4) 0,75 ± 0,5 ± 0,3
γ1(5) 50º min. — —
γ2(5) 52º min. — —
γ3(7) 45º ± 5º ± 5º
Cap P 22d in accordance withIEC Publication 61 (sh eet 7004-32-1)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated Values Volts 12 12
Watts 51 51
Test voltage Volts 13,2 13,2Objective values Watts 62 max. 62 max.
luminous flux lm 1095
±% 1 5
Reference luminous flux for headlamp testing: 825 lm at approx. 12 V.1997L0024 — EN — 10.09.2003 — 002.001 — 158
▼B
SHEET HB4/3
(1) The reference plane is the plane formed by the meeting points of the cap-
holder fit.
(2) The reference axis is the axis perpendicular to the reference plane and
concentric with the 19,46 mm diameter of the cap.
(3) The eccentricity is measured only in viewing directions (*) A and B as
shown in the figure on Sheet HB4/1. The points to be measured are those
where the projection of the outside of the end turns nearest to or furthest
from the reference plane crosses the filament axis.
(4) The viewing direction is direction (*) B as shown in the figure on Sheet
HB4/1.
(5) Glass bulb periphery must be optically distortion-free axially within the
angles γ1andγ2. This requirement applies to the whole bulb circumference
within the angles γ1undγ2. The colour of the light emitted must be white.
(6) Glass bulb and supports must not exceed the envelope and not interfere
with insertion past the lamp key. The envelope is concentric to the refer-
ence axis.
(7) The obscuration must extend at least to angle γ3and be at least as far as
the undistorted part of the bulb defined by angle γ1.
(8) To be checked by means of a ‘box-system’, Sheet HB4/4 (*).
(9) The ends of the filament are defined on the points where, when the
viewing direction (*) as defined in footnote 4 above, the projection of the
outside of the end turns crosses the filament axis.
(10) The keyway is mandatory.
(11) The filament lamp must be rotated in the measuring holder until the refer-
ence lug contacts plane C of the holder.
(12) Dimensions must be checked with O-ring removed.1997L0024 — EN — 10.09.2003 — 002.001 — 159
(*) Manufacturers may choose another set of perpendicular viewing directions. The
viewing directions specified by the manufacturer are to be used by the testing labora-
tory when cheching filament dimensions and position.
▼B
SHEET HB4/4
Screenprojectionrequirements
This test is used to determine, by checking whether the filament is correctly
positioned relative to the reference axis and the reference plane, whether a fila-
ment lamp complies withth e requirements.
(Dimensions in millimetres)
pqrstuv
12 V 1,3 d 1,6 d 3,0 2,9 0,9 0,4 0,7
d is the diameter of the filament
The filament position is checked solely in directions A and B as shown on
sheet HB4/1.
The beginning of the filament as defined on sheet HB4/3, note 9, must be
in volume ‘B’ and the end of the filament in volume ‘C’.
The filament must lie entirely within the limits shown. Volume ‘A’ does
not involve any filament centre requirement.1997L0024 — EN — 10.09.2003 — 002.001 — 160
▼B
Appendix 9
CategoryH7
SHEET H7/1
Figure 1: Main drawing
(Dimensions in millimetres)
The drawings are intended only to illustrate the essential dimensions of the
filament lamp1997L0024 — EN — 10.09.2003 — 002.001 — 161
▼B
SHEET H7/2
Rated voltage 12 V
Dimensions in mmTolerances
Filament lamps of normal
productionStandard filament lamp
e(7) 25,0 (8) ± 0,1
f(7) 4,1 (8) ± 0,1
g(10) 0,5 min. u.c.
h1(9)0 (8) ± 0,1
h2(9)0 (8) ± 0,15
γ1(4) 40º min. — —
γ2(4) 50º min. — —
γ3(5) 30º min. — —
Cap PX 26d in accordance withIEC Publication 61 (sh eet 7004-5-1)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 12 12
Watts 55 55
Test voltage Volts 13,2 13,2
Objective values Watts max. 58 max. 58
luminous flux lm 1500±% 1 0
Reference luminous flux for headlamp testing: 1100 lm at approx. 12 V.1997L0024 — EN — 10.09.2003 — 002.001 — 162
▼B
SHEET H7/3
(1) The reference plane is defined by the points on the surface of the holder on
which the three supporting bosses of the cap ring will rest.
(2) The reference axis is perpendicular to the reference plane and crosses the
intersection of the two perpendiculars as indicated in figure 3 on Sheet H7/
1.
(3) Glass bulb and supports must not exceed the envelope as indicated in
figure 2 on Sheet H7/1. The envelope is concentric to the reference axis.
(4) Glass bulb must be optically distortion free within the angles γ1andγ2.
This requirement applies to the whole bulb circumference within the angles
γ1andγ2.
(5) The obscuration must extend at least to angle γ3and extend at least to the
cylindrical part of the bulb on the whole bulb top circumference.
(6) The internal design of the lamp must be such that stray light images and
reflections are only located above the filament itself seen from the hori-
zontal direction. (View
 as indicated in figure 1 on Sheet H7/1). No
metal parts other than filament turns may be located in the shaded areas
as seen in figure 5 on Sheet H7/1.
(7) The ends of the filament are defined as the points where, when the viewing
direction
 as shown in figure 1 on Sheet H7/1, the projection of the
outside of the end turns crosses the filament axis.
(8) To be checked my means of a ‘box-system’, Sheet H7/4.
(9) The offset of the filament with respect to the reference axis is measured
only in viewing directions
 and
 , as shown in figure 1
on Sheet H7/1. The points to be measured are those where the projection of
the outside of the end turns nearest to or furthest from where the reference
plane crosses the filament axis.
(10) Offset of filament in relation to bulb axis measured in two planes parallel
to the reference plane where the projection of the outside of the end turns
nearest to or furthest from the reference plane crosses the filament axis.
(11) The colour of the light emitted must be white.
(12) Notes concerning the filament diameter
— No actual diameter restrictions apply but the objective for future develop-
ments is to have d max. = 1,3 mm
— For the same manufacturer the design diameter of standard (étalon) fila-
ment lamp and filament lamp of normal production must be the same.1997L0024 — EN — 10.09.2003 — 002.001 — 163
▼B
SHEET H7/4
Screenprojectionrequirements
This test is used to determine, by checking whether the filament is correctly
positioned relative to the reference axis and the reference plane, whether a fila-
ment lamp complies withth e requirements.
(Dimensions in millimetres)
a1a2b1b2c1c2
12 V d + 0,30 d + 0,50 0,2 4,6 4,0
d is the diameter of the filament
The ends of the filament as defined on sheet H7/3, footnote (7), must lie between
lines Z1and Z2and between lines Z3and Z4.
The filament position is checked solely in directions
 and
 as
shown on sheet H7/1, figure 1.
The filament must lie entirely within the limits shown.1997L0024 — EN — 10.09.2003 — 002.001 — 164
▼B
Appendix 10
CategoryHS2
SHEET HS2/1
Dimensions in mmFilament lamps of normal productionStandard filament
lampMinimum Nominal Maximum
e 11,0 (3) 11,0 ± 0,15
f( 6V )(6) 1,5 2,5 3,5 2,5 ± 0,15
f (12 V) (6) 2,0 3,0 4,0
h1,h2(3) 0 ± 0,15
α(4)4 0
β(5) − 15º 90º + 15º 90º ± 5º
γ1(7) 15º 15º min.
γ2(7) 40º 40º min.
Cap P × 13,5s in accordance withIEC Publication 61 (sh eet 7004-35-1)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Values Volts (6) 6 12 6
Watts 15 15 151997L0024 — EN — 10.09.2003 — 002.001 — 165
▼B
Dimensions in mmFilament lamps of normal productionStandard filament
lampMinimum Nominal Maximum
Test voltage Volts 6,75 13,5
Objective value Watts 15 15 15,0 at 6,75 V
±% 6 6 6Luminous flux lm 320 320± % 15 15
Reference luminous flux: 320 lm at approximately 6,75 volts.
The colour of the light emitted must be white.1997L0024 — EN — 10.09.2003 — 002.001 — 166
▼B
SHEET HS2/2
(1) The reference axis is perpendicular to the reference plane and passes
through the intersection of this plane with the axis of the cap ring.
(2) To be reserved.
(3) To be checked by means of the ‘box-system’, sheet HS2/3.
(4) All parts which may obscure the light or may influence the light beam shall
lie within angle α.
(5) Angle βdenotes the position of the plane through the inner leads with refer-
ence to the reference notch.
(6) In order to avoid rapid lamp failure the supply voltage must not exceed
8,5 V for 6 V lamps and 15 V for 12 V filament lamps.
(7) In the area between the other legs of the angles γ1andγ2the bulb must have
no optically distorting areas and the curvature of the bulb must have a
radius not less than 50 % of the actual bulb diameter.1997L0024 — EN — 10.09.2003 — 002.001 — 167
▼B
SHEET HS2/3
Screenprojectionrequirements
This test is used to determine whether a filament lamp complies with the
requirements, by checking whether the filament is correctly positioned in
relation to the reference axis and the reference plane.
(All dimensions in mm)
View A + B
a1a2b1b2c1(6 V) c1(12 V) c2
12 V d + 1,0 d + 1,4 0,25 0,25 4,0 4,5 1,75
d = actual filament diameter
The filament must lie entirely within the limits shown.The beginning of the filament must lie between lines Z
1and Z2.1997L0024 — EN — 10.09.2003 — 002.001 — 168
▼B
Appendix 11
CategoryS1andS2
SHEET S1/S2/1
(Dimensions in millimetres)
Note
Plane V-V contains the reference axis and the centre line of the lugs.Plane H-H (the normal positions of the shield) is perpendicular to plane V-V
and contains the reference axis.1997L0024 — EN — 10.09.2003 — 002.001 — 169
▼B
SHEET S1/S2/2
CategoryS1andS2filamentlamps—Dimensions
Dimensions (mm)Filament lamps of normal production (5)Standard filament
lampmin. nom. max.
e 32,35 32,70 33,05 32,7 ± 0,15
f 1,4 1,8 2,2 1,8 ± 0,2
l 4 5,5 7 5,5 ± 0,5
c(3) 0,2 0,5 0,8 0,5 ± 0,15
b(3) − 0,15 0,2 0,55 0,2 ± 0,15
a(3) 0,25 0,6 0,95 0,6 ± 0,15
h− 0,5 0 0,5 0 ± 0,2g − 0,5 0 0,5 0 ± 0,2
β(
3)(4) − 2º 30 ′ 0º 2º 30 ′ 0º ± 1º
Cap BA 20d in accordance withIEC Publication 61 (sh eet 7004-12-5)1997L0024 — EN — 10.09.2003 — 002.001 — 170
▼B
SHEET S1/S2/3
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
CategoryS1filamentlamp
Filament lamps of (5) normal productionStandard filament
lamp
Rated values Volts 6 12 6
Watts 25 25 25 25 25 25
Test voltage Volts 6,75 13,5 —Objective values Watts 25 25 25 25 25 25
at 6,75 V
±% 5 5 5
Lumens 435 315 435 315 —± % 20 20 —
Reference luminous flux: 398 lm and 284 lm respectively at approx. 6 V
CategoryS
2filamentlamp
Filament lamps of (5) normal productionStandard filament
lamp
Rated values Volts 6 12 12
Watts 35 35 35 35 35 35
Test voltage Volts 6,3 13,5 —
Objective values Watts 35 35 35 35 35 35
at 13,5 V
±% 5 5 5
Lumens 650 465 650 465 —± % 20 20 —
Reference luminous flux: 568 lm and 426 lm respectively at approx. 12 V
Notes
(
1) The colour of the light emitted must be white.
(2) The reference plane is perpendicular to the reference axis and touches the
upper surface of the lug having a width of 4,5 mm.
(3) Dimensions a, b, c and βrefer to a plane parallel to the reference plane and
cutting the two edges of the shield at a distance of e + 1,5 mm.
(4) Admissible angular deviation of the shield plane position from the normal
position.
(5) Type approval requirements. Requirements for the conformity of production
are under consideration.1997L0024 — EN — 10.09.2003 — 002.001 — 171
▼B
Appendix 12
CategoryS3
SHEET S3/1
(Dimensions in mm)
Dimensions (mm)Filament lamps of normal productionStandard fila-
ment lampmin. nom. max.
e(2) 19,0 19,5 20,0 19,5 ± 0,25
f (6 V) 3,0 2,5 ± 0,5f (12 V) 4,0d
1,d2(3) − 0,5 0 + 0,5 ± 0,3
Cap P26s in accordance withPublication IEC 61 (sh eet 7004-36-1)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 6 12 6
Watts 15 15
Test voltage Volts 6,75 13,5 —Objective values Watts 15 15 at 6,75 V
±% 6 6
Lumen 240 —
± % 15 —
Reference luminous flux: 240 lm at approx. 6,75 V
Notes
(
1) The colour of the light emitted must be white.
(2) Distance related to the luminous centre of gravity.
(3) Lateral deviation of filament axis withrespect to th e reference axis. It is
sufficient to check this deviation in two reciprocally perpendicular planes.1997L0024 — EN — 10.09.2003 — 002.001 — 172
▼B
Appendix 13
CategoryS4
SHEET S4/1
(Dimensions in mm)
Notes
Plane VV contains the reference axis and the centre line of the reference pin.Plane HH contains the reference axis and is perpendicular to plane VV.
Objective position of plane SS through the shield edges parallel to plane HH.1997L0024 — EN — 10.09.2003 — 002.001 — 173
▼B
SHEET S4/2
S4filamentlampformopedheadlamp
Dimensions (mm)Filament lamps of normal production
Standard filament lamp
min. nom. max.
e 33,25 33,6 33,95 33,6 ± 0,15
f 1,45 1,8 2,15 1,8 ± 0,2
lC,lR2,5 3,5 4,5 3,5 ± 0,5
c(2) 0,05 0,4 0,75 0,4 ± 0,15
b(2) − 0,15 0,2 0,55 0,2 ± 0,15
a(2) 0,25 0,6 0,95 0,6 ± 0,15
h− 0,5 0 0,5 0 ± 0,2g − 0,5 0 0,5 0 ± 0,2
β(
2)(5) − 2º 30 ′02 º 3 0 ′ 0±1 º
BAX 15d (1)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated
voltageVolts 6 12 6
Rated
wattage (6)Watts 15 15 15 15 15 15
Test
voltageVolts 6,75 13,5
Objective
wattage (6)Watts 15 15 15 15 15 15
(at 6,75 V)
Tolerance ± % 6 6 6Objective
valueslum. flux
lm (
4)(6)180 125 190 180 125 190
min. min. max. min. min. max.
Reference luminous flux: 240 lm (driving beam), 160 lm (passing beam) at approx. 6 V (4)1997L0024 — EN — 10.09.2003 — 002.001 — 174
▼B
SHEET S4/3
Notes
(1) Cap in accordance withIEC Publication 61 in preparation.
(2) Dimensions a, b, c and βrefer to a plane parallel to the reference plane and
cutting the two edges of the shield at a distance of e + 1,5 mm.
(3) The reference plane is perpendicular to the reference axis and touches the
upper surface of the pin having a length of 2 mm.
(4) The colour of the light emitted must be white.
(5) Admissible deviation of the plane through the shield edges from the objec-
tive position.
(6) Values in the left-hand column refer to the driving beam filament, values in
the right-hand column refer to the passing beam filament.1997L0024 — EN — 10.09.2003 — 002.001 — 175
▼B
Appendix 14
CategoryP21W
SHEET P21W/1
Dimensions in mmFilament lamps of normal production Standard
filament
lamp min. nom. max.
e 31,8 (1) 31,8 ± 0,3
f12 V 5,5 6,0 7,0 6,0 ± 0,5
6, 24 V(4) 7,0
β 75º 90º 105º 90º ± 5º
Lateral deviation (1)(3) 0,3 max.
Cap BA 15s in accordance withIEC Publication 61 (sh eet 7004-11A-7)(2)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 6 12 24 12
Watts 21 21
Test voltage Volts 6,75 13,5 28,0
Objective values Watts 26 25 28 25 at
13,5 V
±% 6 6
Luminous
flux lm460
±% 1 5
Reference luminous flux: 460 lm at approximately 13,5 V
(1) Maximum lateral deviation of filament centre from two reciprocally perpendicular
planes bothcontaining th e reference axis of cap and one containing axis of pins.
(2) Lamps with cap BA 15d may be used for special purposes: they have the same dimen-
sions.
(3) To be checked by means of a ‘box-system’, sheet P21W/2.
(4) For 24 volt heavy-duty lamps having a different filament shape, additional specifica-
tions are under consideration.
The colour of the light must be white.1997L0024 — EN — 10.09.2003 — 002.001 — 176
▼B
SHEET P21W/2
Screenprojectionrequirements
This test is used to determine, by checking whether the filament is correctly
positioned relative to the reference axis and the reference plane and has an
axis perpendicular, within ± 15º, to the plane through the centres of the
pins and the reference axis, whether a filament lamp complies with the
requirements.
(Dimensions in millimetres)
reference a b hk
dimension 3,5 3,0 9,0 1,0
Testprocedureandrequirements
1. The lamp is placed in a holder (socket) capable of being rotated about its
axis and having either a calibrated scale or fixed stops corresponding to the
angular-displacement tolerance limits, i.e. ± 15º. The holder is then so
rotated that an end view of the filament is seen on the screen on to which
the image of the filament is projected. The end view of the filament is
obtained within the angular-displacement tolerance limits (± 15º).
2. Side elevation
The lamp being placed with the cap down, the reference axis vertical, and
the filament seen end-on, the projection of the filament must lie entirely
within a rectangle of height ‘a’ and width ‘b’ having its centre at the theo-
retical position of the centre of the filament.
3. Front elevation
The lamp being placed with the cap down and the reference axis vertical,
the lamp being viewed in a direction at right-angles to the filament axis:
3.1. the projection of the filament must lie entirely within a rectangle of height
‘a’ and width ‘b’ centred on the theoretical position of the centre of the
filament; and
3.2. the centre of the filament must not be offset by more than the distance ‘k’
from the reference axis.1997L0024 — EN — 10.09.2003 — 002.001 — 177
▼B
Appendix 15
CategoryP21/5W
SHEET P21/5W/1
Dimensions in mmFilament lamps of normal production Standard
filament
lamp min. nom. max.
e 31,8 (1) 31,8 ± 0,3
f 7,0 (1) 7,0 − 0
−2
Lateral deviation (1) 0,3 ma-
x.(2)
x, y (1) 2,8 ± 0,3
β 75º (1) 90º 105º (1) 90º ± 5º
Cap BAY 15d in accordance withIEC Publication 61 (sh eet 7004-11B-5)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 6 12 24(3)1 2
Watts 21 5 21 5 21 5 21/5
Test voltage Volts 6,75 13,5 28,0
Objective values Watts 26 6 25 6 28 10 25 and 6
at 13,5 V
± % 6 10 6 10 6 10 6 and 10
Luminous
flux lm440 35 440 35 440 40
± % 15 20 15 20 15 20
Reference luminous flux: 440 lm and 35 lm at approx. 13,5 V
(1) These dimensions should be checked by means of a ‘box-system’ (P21/5W/2, P21/5W/
3) based on the dimensions and tolerances shown above. ‘x’ and ‘y’ refer to the main
(high-wattage) filament, not to the lamp axis (P21/5W/2). Means of increasing the posi-1997L0024 — EN — 10.09.2003 — 002.001 — 178
▼B
tioning accuracy of the filament and of the cap-holder assembly are under considera-
tion.
(2) Maximum lateral deviation of main (high-wattage) filament centre from two mutually
perpendicular planes bothcontaining reference axis and one containing axis of pins.
(3) The 24 volt filament lamp is not recommended for future embodiments.
The colour of the light emitted must be white.1997L0024 — EN — 10.09.2003 — 002.001 — 179
▼B
SHEET P21/5W/2
Screenprojectionrequirements
This test is used to determine, by checking
a) whether the main (high-wattage) filament is correctly positioned relative to
the reference axis and the reference plane and has an axis perpendicular,
within ± 15º, to the plane through the centres of the pins and the reference
axis; and
b) whether the auxiliary (low-wattage) filament is correctly positioned relative
to the main (high-wattage) filament
whether a filament lamp complies with the requirements.
Testprocedureandrequirements
1. The lamp is placed in a holder (socket) capable of being rotated about its
axis and having either a calibrated scale or fixed stops corresponding to
the angular-displacement tolerance limits, i.e. ± 15º. The holder is then so
rotated that an end view of the main (high-wattage) filament is seen on
the screen onto which the image of the filament is projected. The end
view of the main (high-wattage) filament is obtained within the angular-
displacement tolerance limits (± 15º).
2. Side elevation
The lamp being placed with the cap down, the reference axis vertical, and
the main (high-wattage) filament seen end-on:
2.1. the projection of the main (high-wattage) filament lies entirely within a
rectangle of height ‘a’ and width ‘b’ having its centre at the theoretical
position of the centre of the filament.
2.2. the projection of the auxiliary (low-wattage) filament lies entirely:
2.2.1. within a rectangle of width ‘c’ and height ‘d’ having its centre at a
distance ‘v’ to the right of and at a distance ‘u’ above the theoretical
position of the centre of the main (high-wattage) filament;
2.2.2. above a straight line tangential to the upper edge of the projection of the
main (high-wattage) filament and rising from left to right at an angle of
25º;
2.2.3. to the right of the projection of the main (high-wattage) filament.
3. Front elevation
The lamp being placed with the cap down and the reference axis vertical,
the lamp being viewed in a direction at right-angles to the axis of the
main (high-wattage) filament:
3.1. the projection of the main (high-wattage) filament lies entirely within a
rectangle of height ‘a’ and width ‘h’ centred on the theoretical position
of the centre of the filament; and
3.2. the centre of the main (high-wattage) filament must not be offset by more
than the distance ‘k’ from the reference axis;
3.3. the centre of the auxiliary (low-wattage) filament must not be offset from
the reference axis by more than ± 2 mm (± 0,4 mm for standard filament
lamps).1997L0024 — EN — 10.09.2003 — 002.001 — 180
▼B
SHEET P21/5W/3
Side elevation
(Dimensions in millimetres)
Reference a b c d u v
Dimensions 3,5 3,0 4,8 2,8
Front elevation
Reference a hk
Dimensions 3,5 9,0 1,01997L0024 — EN — 10.09.2003 — 002.001 — 181
▼B
Appendix 16
CategoryR5W
SHEET R5W/1
Reference planeFilament lamps of normal production Standard
filament
lamp min. nom. max.
e 17,5 19,0 20,5 19,0 ± 0,3
Lateral deviation (2) 1,5 0,3 max.
β 60º 90º 120º 90º ± 5º
Cap BA 15s in accordance withIEC Publication 61 (sh eet 7004-11A-6) (1)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 6 12 24 (3)1 2
Watts 5 5
Test voltage Volts 6,75 13,5 28,0
Objective values Watts 5 7 5 at
13,5 V
± % 10 10
Luminous
flux lm50
±% 2 0
Reference luminous flux: 50 lm at approx. 13,5 V
The colour of the light emitted must be white.
(1) Filament lamps withcap BA 15d may be used for special purposes: th ey
have the same dimensions.
(2) Maximum lateral deviation of filament centre from two reciprocally perpen-
dicular planes bothcontaining reference axis and one containing axis of
pins.
(3) For 24 volt heavy-duty lamps having a different filament shape, additional
specifications are under consideration.
(4) See Appendix 24.1997L0024 — EN — 10.09.2003 — 002.001 — 182
▼B
Appendix 17
CategoryR10W
SHEET R10W/1
Dimensions in mmFilament lamp of normal production Standard
filament
lamp min. nom. max.
e 17,5 19,0 20,5 19,0 ± 0,3
Lateral deviation (2) 1,5 0,3 max.
β 60º 90º 120º 90º ± 5º
Cap BA 15s in accordance withIEC Publication 61 (sh eet 7004-11A-6) (1)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 6 12 24 (3)1 2
Watts 10 10
Test voltage Volts 6,75 13,5 28,0
Objective values Watts 10 12,5 10 at
13,5 V
± % 10 10
Luminous
flux lm125
±% 2 0
Reference luminous flux: 125 lm at approx. 13,5 V
The colour of the light emitted must be white.
(1) Filament lamps withcap BA 15d may be used for special purposes: th ey
have the same dimensions.
(2) Maximum lateral deviation of filament centre from two reciprocally perpen-
dicular planes bothcontaining reference axis and one containing axis of
pins.1997L0024 — EN — 10.09.2003 — 002.001 — 183
▼B
(3) For 24 volt heavy-duty filament lamps having a different filament shape,
additional specifications are under consideration.
(4) See Appendix 24.1997L0024 — EN — 10.09.2003 — 002.001 — 184
▼B
Appendix 18
CategoryT4W
SHEET T4W/1
Dimensions in mmFilament lamps of normal production Standard
filament
lamp min. nom. max.
e 13,5 15,0 16,5 15,0 ± 0,3
lateral deviation (1) 1,5 0,5 max.
β 90º 90º ± 5º
Cap BA 9s in accordance withIEC Publication 61 (sh eet 7004-14-6) (3)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 6 12 24 12
Watts 4 4
Test voltage Volts 6,75 13,5 28,0Objective values Watts 4 5 4 at
13,5 V
± % 10 10Luminous
flux lm35
±% 2 0
Reference luminous flux: 35 lm at approx. 13,5 V
(
1) Maximum lateral deviation of filament centre from two reciprocally perpen-
dicular planes bothcontaining reference axis and one containing axis of
pins.
(2) See Appendix 24.
(3) Over the entire length of the cap there must be no projections or soldering
extending beyond the permissible maximum diameter of the cap.1997L0024 — EN — 10.09.2003 — 002.001 — 185
▼B
Appendix 19
CategoryC5W
SHEET C5W/1
Dimensions in mmFilament lamps of normal production Standard
filament
lamp min. nom. max.
b(1) 34,0 35,0 36,0 35 ± 0,5
f(2)(3) 7,5(4)1 5 (5) 9 ± 1,5
Cap SV 8,5 in accordance withIEC Publication 61 (sh eet 7004-81-3)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 6 12 24 12
Watts 5 5
Test voltage Volts 6,75 13,5 28,0
Objective values Watts 5 7 5 at
13,5 V
± % 10 10
Luminous
flux lm45
±% 2 0
Reference luminous flux: 45 lm at approx. 13,5 V
(1) This dimension corresponds to the distance between two apertures of 3,5 mm diameter
eachbearing against one of th e caps.
(2) The filament must be housed in a cylinder 19 mm long co-axial with the filament lamp
axis and placed symmetrically about the lamp centre. The diameter of this cylinder isfor 6 volt and 12 volt filament lamps: d + 4 mm (for standard filament lamps: d + 2 mm)and for 24 volt filament lamps: d + 5 mm, ‘d’ being the nominal diameter of the fila-ment as stated by the manufacturer.
(
3) The deviation of the filament centre from the centre of the lamp's length should not be
more than ± 2 mm (for standard filament lamps: ± 0,5 mm) measured in the directionof the reference axis.
(
4) 4,5 mm for 6 volt filament lamps.
(5) 16,5 mm for 24 volt filament lamps.
The colour of the light emitted must be white.1997L0024 — EN — 10.09.2003 — 002.001 — 186
▼B
Appendix 20
CategoryC21W
SHEET C21W/1
Dimensions in mmFilament lamps of normal production Standard
filament
lamp min. nom. max.
b(1) 40,0 41,0 42,0 41 ± 0,5
f(2) 7,5 10,5 8 ± 1
Cap SV 8,5 in accordance withIEC Publication 61 (sh eet 7004-81-3)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 12 12
Watts 21 21
Test voltage Volts 13,5Objective values Watts 25 25 at
13,5 V
±% 6 6
Luminous
flux lm460
±% 1 5
Reference luminous flux: 460 lm at approx. 13,5 V
(1) This dimension corresponds to the distance between two apertures of 3,5 mm diameter.
(2) The position of the filament is checked by means of a ‘box-system’, sheet C21W/2.
The colour of the light emitted must be white.1997L0024 — EN — 10.09.2003 — 002.001 — 187
▼B
SHEET C21W/2
Screenprojectionrequirements
This test is used to determine whether a filament lamp complies with the
requirements, by checking whether the filament is correctly positioned rela-
tive to the reference axis and to the centre of the lamp's lenght.
(Dimensions in millimetres)
ahk
12 V 4,0 + d 14,5 2,0
d = nominal diameter of filament as stated by the manufacturer.
For standard filament lamp: a = 2,0 + d k = 0,5
Testprocedureandrequirements
1. The lamp is placed in a holder (socket) capable of being so rotated through
360º about the reference axis that the front elevation is seen on the screen
on to which the image of the filament is projected. The reference plane on
the screen must coincide with the centre of the lamp. The central axis
sought on the screen must coincide with the centre of the lamp's length.
2. Front elevation
2.1. The projection of the filament must lie entirely within the rectangle when
the lamp is rotated through 360º.
2.2. The centre of the filament must not be offset by more than the distance ‘k’
from the central axis sought.1997L0024 — EN — 10.09.2003 — 002.001 — 188
▼B
Appendix 21
CategoryW3W
SHEET W3W/1
Dimensions in mmFilament lamps of normal production Standard
filament
lamp min. nom. max.
e 11,2 12,7 14,2 12,7 ± 0,3
Lateral deviation (2) 1,5 0,5 max.
β − 15º 0º + 15º 0º ± 5º
Cap W 2,1 × 9,5d in accordance withIEC Publication 61 (sh eet 7004-91-2) (1)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 6 12 24 12
Watts 3 3
Test voltage Volts 6,75 13,5 28,0
Objective values Watts 3 4 3 at
13,5 V
± % 15 15
Luminous
flux lm22
±% 3 0
Reference luminous flux: 22 lm at approx. 13,5 V
The colour of the light emitted must be white.
(1) This type is protected by patents; ISO/IEC conditions apply.
(2) Maximum lateral deviation of filament centre from two reciprocally perpen-
dicular planes bothcontaining reference axis and one containing axis X-X.
(3) See Appendix 24.1997L0024 — EN — 10.09.2003 — 002.001 — 189
▼B
Appendix 22
CategoryW5W
SHEET W5W/1
Dimensions in mmFilament lamps of normal production Standard
filament
lamp min. nom. max.
e 11,2 12,7 14,2 12,7 ± 0,3
Lateral deviation (2) 1,5 0,5 max.
β − 15º 0º + 15º 0º ± 5º
Cap W 2,1 × 9,5d in accordance withIEC Publication 61 (sh eet 7004-91-2) (1)
ELECTRICAL AND PHOTOMETRIC CHARACTERISTICS
Rated values Volts 6 12 24 12
Watts 5 5
Test voltage Volts 6,75 13,5 28,0
Objective values Watts 5 7 5 at
13,5 V
± % 10 10
Luminous
flux lm50
±% 2 0
Reference luminous flux: 50 lm at approx. 13,5 V
The colour of the light emitted must be white.
(1) This type is protected by patents; ISO/IEC conditions apply.
(2) Maximum lateral deviation of filament centre from two reciprocally perpen-
dicular planes bothcontaining reference axis and one containing axis XX.
(3) See Appendix 24.1997L0024 — EN — 10.09.2003 — 002.001 — 190
▼B
Appendix 23
Exampleofthearrangementoftheapprovalmark
The above EC component type-approval mark affixed to a filament lamp indi-
cates that the lamp has been approved in Germany (e1) under the approval
number A3. The first character of the approval code (0) indicates that the
approval was granted in accordance with the requirements of Annex IV to this
Directive in its original form.1997L0024 — EN — 10.09.2003 — 002.001 — 191
▼B
Appendix 24
Luminouscentreandshapesoflampfilaments
Save as possibly otherwise indicated on the lamp data sheets, this standard is
applicable to the determination of the luminous centre of different filament
shapes if the filament is shown as a point in at least one view in the lamp data
sheets.
The position of the luminous centre depends upon the filament shape.
No Filament shapes Observations
1
 With b > 1,5 h, the deviation of
the filament axis with respect to
a plane normal to the reference
axis must not exceed 15º.
2
 Only applicable to filaments
which can be inscribed in a
rectangle of b > 3 h.
3
 Applicable to filaments which
can be inscribed in a rectangle ofb < 3 h, where however k < 2 h.
The side lines of the circumscribed rectangle in Nos 2 and 3 are parallel and
perpendicular, respectively, to the reference axis.
The luminous centre is the point of intersection of the dash-dot lines.1997L0024 — EN — 10.09.2003 — 002.001 — 192
▼B
CHAPTER 3
EXTERNALPROJECTIONSFROMTWOORTHREE-WHEELMOTORVEHICLES
LISTOFANNEXES
ANNEX I Requirements applying to external projections from unbodied two or three-
wheel motor vehicles …
Appendix Testing device and text conditions …
ANNEX II Requirements applying to external projections from bodied three-wheel
motor vehicles …
Appendix Measurement of projections and gaps …
ANNEX III …Appendix 1 Information document in respect of external projections from a type of two
or three-wheel motor vehicle …
Appendix 2 Certificate of component type approval in respect of external projections
from a type of two or three-wheel vehicle …1997L0024 — EN — 10.09.2003 — 002.001 — 193
▼B
ANNEX I
REQUIREMENTS APPLYING TO EXTERNAL PROJECTIONS FROM
UNBODIEDTWOORTHREE-WHEELMOTORVEHICLES
1. DEFINITIONS
For the purposes of this Annex:
1.1. ‘outer parts of the vehicle’: means the parts of the vehicle likely to be
involved withexternal obstacles in th e event of a collision;
1.2. ‘grazing’: means any contact which, under certain conditions, could
cause injury by laceration;
1.3. ‘collision’: means any contact which, under certain conditions could
cause penetration injuries;
1.4. ‘type of vehicle in respect of external projections’: means vehicles not
differing essentially from one another with regard, in particular, to the
shape, dimensions, direction of travel and hardness of the outer parts of
the vehicle;
1.5. ‘radius of curvature’: means radius ‘r’ of the arc of the circle most
closely approaching the rounded shape of the part under consideration.
2. CRITERIA FOR DISTINGUISHING BETWEEN ‘GRAZING’ AND
‘COLLISION’
2.1. When the testing device (shown in Figure A in the Appendix) is moved
along the vehicle as described in item 4.2 below, the parts of the
vehicle touched by that device must be considered to fall within:
2.1.1. group 1: if the parts of the vehicle graze the testing device; or2.1.2. group 2: if the parts of the vehicle collide with the testing device.2.1.3. In order to differentiate unequivocally between group 1 parts or compo-
nents and those falling within group 2, the testing device must be
applied in accordance with the method shown in the following diagram:
3. GENERAL REQUIREMENTS
3.1. Notwithstanding the requirements of item 3.2, the outside of all types of
vehicle shall incorporate no pointed, sharp or protruding parts, pointing
outwards, of such a shape, dimension, angle of direction or hardness
that it increases the risk or seriousness of body lesions suffered by any
person struck or grazed by the vehicle in the event of an accident.
3.2. Vehicles shall be designed in such a way that the parts with which
other road users are likely to come into contact comply with items 5
and 6, as appropriate.
3.3. All external projections covered by this Annex which are made of or
covered with soft rubber or plastic having a hardness of less than 60
Shore A are considered to meet the requirements set out in items 5
and 6.
3.4. However, the following specifications shall not apply to the space
between the side-car and motorcycle in motorcycle combinations.1997L0024 — EN — 10.09.2003 — 002.001 — 194
▼B
3.5. Where mopeds are fitted with pedals, compliance with all of the
requirements or parts of these laid down by this Directive in respect of
the pedals is optional. Where the requirements are not met, manufac-
turers' shall inform the authorities receiving the request for the
component type-approval of external projections from a type of vehicle
and shall at the same time describe the measures taken in order to
ensure safety.
4. TEST METHODS
4.1.Testingdeviceandtestconditions
4.1.1. The testing device shall be as described in the Appendix, Fig. A.
4.1.2. The test vehicle shall be held in a straight line and a vertical position
with both wheels touching the ground. The steering device shall be free
to move within its normal range.
An AM 50 percentile anthropomorphic dummy or a person of similar
physical characteristics shall be placed on the test vehicle in the normal
driving position in such a way that it does not hamper the free move-
ment of the steering device.
4.2.Testprocedure
The test device shall be moved from the front towards the rear of the
test vehicle and (if it is able to strike the testing device) the steering
control shall be rotated into its fully locked position. The test device
must remain in contact with the vehicle (see Figure B in the Appendix).
The test shall be carried out on both sides of the vehicle.
5. CRITERIA
5.1. The criteria set out in this item shall not apply to the parts covered by
the requirements of item 6 below.
5.2. Apart from the exemption set out in item 3.3 above, the following
minimum criteria shall apply:
5.2.1. Requirements applying to the group 1 parts:
5.2.1.1. Plates
— the corners of a single plate shall have a radius of curvature of at
least 3 mm,
— the edges of a single plate shall have a radius of curvature of at
least 0,5 mm.
5.2.1.2. Stems:
— stems shall have a diameter at least 10 mm
— the edges on the end of a stem shall have a radius of curvature of at
least 2 mm.
5.2.2. Requirements applying to group 2 parts:
5.2.2.1. Plates:
— the edges and corners shall have a radius of curvature of at least
2 mm;
5.2.2.2. Stems:
— shall not be longer than half of the diameter of the stem if that
diameter is less than 20 mm.
— the radius of curvature of the edges at the end of a stem shall be at
least 2 mm if the diameter of the stem is at least 20 mm;
6. SPECIFIC REQUIREMENTS
6.1. The upper edge of the windscreen of fairing shall have a radius of
curvature of at least 2 mm or else be covered withan edge-protection
material in accordance withitem 3.3.
6.2. The ends and the outer edges of the clutch and brake levers shall be
perceptibly spherical and have a radius of curvature of at least 7 mm.
6.3. The leading edge of the front mudguard shall have a radius of curvature
of at least 2 mm.
6.4. The rear edge of any filler cap located on the upper surface of the fuel
tank and thus likely to be struck by the rider in a collision shall not1997L0024 — EN — 10.09.2003 — 002.001 — 195
▼B
extend more than 15 mm above the underlying surface; any connection
with the underlying surface shall be smooth or perceptibly spherical. If
the 15 mm requirement cannot be met other measures — such as a
protective device located behind the filler neck — must be provided
(see, for example, the following sketch).
6.5. The ignition keys shall have protective cap. This requirement does not
apply to folding keys or keys which are flush with the surface.1997L0024 — EN — 10.09.2003 — 002.001 — 196
▼B
Appendix 1
Testingdeviceandtestconditions
Figure A
Figure B
1997L0024 — EN — 10.09.2003 — 002.001 — 197
▼B
ANNEX II
REQUIREMENTS APPLYING TO EXTERNAL PROJECTIONS FROM
BODIEDTHREE-WHEELMOTORVEHICLES
GENERAL
The requirements set out in Directive 74/483/EEC (1) relating to the external
projections of (category M1) motor vehicles shall apply to bodied three-wheel
motor vehicles intended for the carriage of passengers.
The following requirements shall apply to bodied three-wheel motor vehicles
intended for the carriage of goods.
1. SCOPE
1.1. This Annex shall apply to external projections ahead of the rear bulk-
head of the cab on vehicles intended for the carriage of goods, those
external projections being restricted to the outer surface as defined
below. It does not apply to outside rear view mirrors, including their
stem, or to accessories suchas radio aerials and luggage carriers.
1.2. The aim is to reduce the risk or seriousness of injuries sustained by any
person coming into contact with the outer surface of the vehicle in the
event of a collision.
2. DEFINITIONS
For the purpose of this Annex:
2.1. ‘outer surface’ means the part of the vehicle ahead of the rear bulkhead
of the cab as defined in 2.4 below, with the exception of the rear bulk-
head itself, but including components such as any front wing(s) and
front bumper and the front wheel(s) (if fitted);
2.2. ‘type of vehicle in respect of external projections’ means vehicles not
differing essentially from one another with regard, in particular, to the
shape, dimensions, direction of travel and hardness of the outer parts of
the vehicle;
2.3. ‘cab’ means that part of the bodywork constituting the compartment
reserved for the driver and passenger, including its doors;
2.4. ‘rear cab bulkhead’ means the part situated furthermost to the rear of
the outer surface of the compartment reserved for the driver and
passenger;
2.5. ‘reference plane’ a horizontal plane passing through the centre of the
front wheel(s), or a horizontal plane located 50 cm above the ground,
the lower of the two being selected. This plane is defined for a laden
vehicle;
2.6. ‘floor line’ means a line determined as follows: a vertical-axis cone of
an indeterminate height having a half-angle of 15 % is moved all
around the outside structure of the vehicle in such a way that it remains
tangent, as low as possible, to the outer surface of the bodywork. The
floor line is the geometrical trace of the tangency points.
When the floor line is determined, account shall not be taken of the
exhaust pipes, wheels or localized operational mechanical components
attached to the floor pan, such as jacking points, suspension mountings,
attachment points for towing or transport purposes. It is assumed that
any gaps directly above the wheel arches are filled by an imaginary
surface directly prolonging the adjacent outside surface. In order to
determine the floor line, depending upon the type of vehicle under
consideration, account shall be taken of the extremity of the profile of
the body panel, of any wing or wings (if fitted) and of any outside
angle of the bumper section (if fitted). If there are simultaneously two
or several tangency points, it is the lower or the lowest tangency point
which determines the floor line;
2.7. ‘radius of curvature’ means the radius of the arc of a circle closest to
the rounded shape of the part under consideration;1997L0024 — EN — 10.09.2003 — 002.001 — 198
(1) OJ No L 266, 2. 10. 1974, p. 4.
▼B
2.8. ‘laden vehicle’ means the vehicle bearing its maximum technically
permissible load, that load being distributed among the axles in accor-
dance withth e manufactuer's instructions.
3. GENERAL REQUIREMENTS
3.1. The provisions of this Annex shall not apply to the parts of the ‘outer
surface’ of the vehicle which, when the vehicle is unladen and the
doors, windows and hatches providing access to the cab etc. are in their
closed position, are located:
3.1.1. outside an area the upper limit of which is a horizontal plane located
2 m above the ground and, according to the manufacturer's choice, the
lower limit of which is either the reference plane defined in item 2.5
above or the floor line defined in item 2.6,
or
3.1.2. in such a way that they cannot be touched, under static conditions, by a
sphere 100 mm in diameter.
3.1.3. Where the reference plane is the lower limit of the zone, account is also
taken of the parts of the vehicle below the reference plane falling
between two vertical planes, one touching the external surface of the
vehicle and the other parallel to it and set at 80 mm, towards the
interior of the vehicle from the point at which the reference plane
touches the bodywork of the vehicle.
3.2. The ‘external surface’ of the vehicle shall not include any part, pointing
towards the outside, which could catch against pedestrians, cyclists or
motor cyclists.
3.3. None of the components defined in item 4 below may incorporate any
pointed or sharp component facing towards the outside, or any projec-
tion, shape, dimensions, direction or hardness of which would be likely
to increase the risk or seriousness of corporal lesions to a person hit or
grazed by the external surface in the event of a collision.
3.4. Projections from the external surface having a hardness of not more
than 60 Shore (A) may have a radius of curvature less than the values
laid down in item 4 below.
3.5. If, by way of a departure from the requirements of item 4, the radius of
curvature of any outer projection is less than 2,5 mm, it shall be
covered by a form of protection having the characteristics stated in 3.4.
4. SPECIFIC REQUIREMENTS
4.1.Ornamental motifs, trade symbols, commercial-logo letters and
digits
4.1.1. Ornamental motifs, trade symbols, trade-logo letters and digits shall not
include any radius of curvature of less than 2,5 mm. This requirement
shall not apply to components projecting by less than 5 mm from the
adjacent surface, provided that they do not have any cutting edges
pointing to the outside.
4.1.2. Ornamental motifs, trade symbols, trade-logo letters and digits
projecting by more than 10 mm from the surrounding surface shall
retract, detachor fold back under a force of 10 daN exerted on th eir
most projecting point in any direction within a plane roughly parallel
to the surface to which they relate.
The force of 10 daN shall be exerted by means of a flat-tipped punch
having a maximum diameter of 50 mm. Failing this, an equivalent
method shall be used. Once any ornamental motifs have been retracted,
detached or folded back the remaining parts shall not project by more
than 10 mm or incorporate any pointed, sharp or cutting edges.
4.2.Headlamppeaksandsurrounds
4.2.1. Projecting peaks and surrounds shall be permitted on headlamps
provided that they do not project by more than 30 mm from the outer
transparent surface of the headlamp and that their radius of curvature is
at no point less than 2,5 mm.
4.2.2. Pop-up headlamps shall meet the requirements set out in item 4.2.1
above in bothth eir operating and concealed position.
4.2.3. The provisions of item 4.2.1 above shall not apply to headlamps which
are embedded or recessed in the bodywork if this complies with item
3.2 above.1997L0024 — EN — 10.09.2003 — 002.001 — 199
▼B
4.3.Grills
Grill components shall have radii of curvature of
— at least 2,5 mm if the distance between consecutive components
exceeds 40 mm
— at least 1 mm if that distance lies between 25 mm and 40 mm
— at least 0,5 mm if that distance is less than 25 mm.
4.4.Windscreenandheadlampwash/wipesystem
4.4.1. The abovementioned devices shall be mounted in such a way that the
wiper-blade spindle is covered witha protector h aving a radius of
curvature of at least 2,5 mm and a minimum area of 150 mm2measured
in the form of a projection over a section which is at the most 6,5 mm
from the most projecting point.
4.4.2. The windscreen and headlamp-washer nozzles shall have a radius of
curvature of at least 2,5 mm. If they project by less than 5 mm their
sharp edges pointing to the outside shall be smooth polished.
4.5.Wing(iffitted)
If the wing is the part of the vehicle located furthest ahead of the cab,
its constituent parts shall be designed in such a way that all of the rigid
parts facing the outside have a radius of curvature of at least 5 mm.
4.6.Protective devices(bumpers)(iffitted)
4.6.1. The extremities of the front protective devices shall be turned down
towards the external surface of the bodywork
4.6.2. The components of the front protective devices shall be designed in
such a way that all of the rigid surfaces pointing to the outside cover
a radius of curvature of at least 5 mm.
4.6.3. Accessories such as tow hooks and winches shall not project beyond the
foremost surface of the bumpers. However, winches may project
beyond the foremost surface of the bumpers provided that they are
covered, when not in use, by an appropriate protective device having a
radius of curvature of at least 2,5 mm.
4.6.4. The requirements set out in item 4.6.2 shall not apply to components
relating to the bumpers or forming part thereof or to components inte-
gral with the bumpers and not projecting by more than 5 mm. The
edges of devices protruding by less than 5 mm shall be smooth
polished. The specific requirements relating to devices attached to the
bumpers and referred to in other items in this Annex shall remain
applicable.
4.7.Handles, hinges and push buttons for doors, bootlids and bonnets,
accessshuttersandflapsandgrabhandles
4.7.1. Push buttons shall not protrude by more than 30 mm, grab handles and
bonnet-locking grips by more than 70 mm or any other cases by more
than 50 mm. Their radius of curvature shall be at least 2,5 mm.
4.7.2. If the handles for the side doors are of the rotary type, they shall meet
one of the following two conditions:
4.7.2.1. where the handles pivot in parallel to the door plane, the open extremity
of the handle shall point towards the rear. That extremity shall be
folded towards the door plane and be located within a protective
housing or be recessed;
4.7.2.2. handles pivoting towards the outside in a direction which is not parallel
to the door plane shall, in the closed position, be located within a
protective housing or in a recess. The open extremity shall point either
rearward or downward. However, handles which do not meet this latter
requirement may be accepted if:
— they have an independent return mechanism;
— where the return mechanisms do not operate, they do not protrude
more than 15 mm;
— in that open position they have a radius of curvature of at least
2,5 mmm (that condition does not apply if, in the fully-open posi-
tion, the projection is less than 5 mm, in which case the angles of
the parts pointing outwards must be smooth polished);
— the area of their free extremity is not less than 150 mm2when
measured less than 6,5 mm from the point protruding furthest
forward.1997L0024 — EN — 10.09.2003 — 002.001 — 200
▼B
4.8.Sideairandraindeflectors andwindowdirtdeflectors
Edges which may point outwards shall have a radius of curvature of at
least 1 mm.
4.9.Sheetmetaledges
Sheet metal edges shall be permitted provided that they are covered
witha protector h aving a radius of curvature of at least 2,5 mm or
witha material meeting th e requirements stated in item 3.4.
4.10.Wheelnuts,hubcapsandprotective devices
4.10.1. Wheel nuts, hubcaps and protective devices shall not incorporate any
projections in the form of fins.
4.10.2. When the vehicle is travelling in a straight line no part of the wheels
other than the tyres located above the horizontal plane passing through
their axis of rotation shall extend beyond the vertical projection, in a
horizontal plane, of the edge of the body panel above the wheel.
However, where so justified by operating requirements, the protectors
covering the wheel nuts and hubs may extend beyond the vertical
projection of that edge provided that the radius of curvature of the
surface of the projecting part is at least 5 mm and that, in relation to
the vertical projection of the body-panel edge, the projection in no
case exceeds 30 mm.
4.10.3. Where the nuts and bolts extend outside the plane projection from the
outer surface of the tyres (part of the tyres located above the horizontal
plane passing through the axis of rotation of the wheel), a protector or
protectors complying withitem 4.10.2 above sh all be fitted.
4.11.Jackingpointsandexhaustpipe(s)
4.11.1. Jacking points and exhaust pipe(s), if any, shall not extend more than
10 mm beyond either the vertical projection of the floor line or the
vertical projection of the intersection of the reference plane with the
outer surface of the vehicle.
4.11.2. By way of departure from this requirement, an exhaust pipe may form a
projection of more than 10 mm provided that its extreme sharp ends are
rounded off to a minimum radius of curvature of 2,5 mm.
4.12. The projections and distances shall be measured in accordance with the
requirements referred to in the Appendix.1997L0024 — EN — 10.09.2003 — 002.001 — 201
▼B
Appendix
Measurementofprojectionsandgaps
1. METHOD OF DETERMINING THE EXTENT OF PROJECTION OF
A COMPONENT MOUNTED ON THE OUTER SURFACE
1.1. The extent of projection of a component mounted on a convex panel
may be determined either directly or by reference to a sketch of an
appropriate section of that component in its fitted position.
1.2. If the extent of the projection of a component mounted on a panel other
than convex cannot be determined by means of a simple measurement,it must be determined via the maximum variation in the distance
between the centre of a 100 mm diameter sphere and the nominal line
of the panel when the sphere is moved, while remaining constantly in
contact with that component. An example of the use of this method is
given in Figure 1.
1.3. The extent of projection of, in particular, grab handles shall be
measured in relation to a plane passing through the attachment points
for those handles. Figure 2 shows an example.
2. METHOD OF DETERMINING THE EXTENT OF PROJECTION OF
HEADLAMP PEAKS AND SURROUNDS
2.1. The projection beyond the outer surface of the headlamp shall be
measured horizontally from the point of tangency of a 100 mm-
diameter sphere as shown in Figure 3.
3. METHOD OF DETERMINING THE SIZE OF A GAP BETWEEN
GRILL COMPONENTS
3.1. The size of any gap between grill components shall be determined via
the distance between two planes passing through the points of tangency
of the sphere and at right angles to the line joining those same points of
tangency. Figures 4 and 5 give examples of the use of that method.1997L0024 — EN — 10.09.2003 — 002.001 — 202
▼B
1997L0024 — EN — 10.09.2003 — 002.001 — 203
▼B
ANNEX III
Appendix 1
1997L0024 — EN — 10.09.2003 — 002.001 — 204
▼B
Appendix 2
1997L0024 — EN — 10.09.2003 — 002.001 — 205
▼B
CHAPTER 4
REARVIEWMIRRORSFORTWOORTHREE-WHEELMOTORVEHICLES
LISTOFANNEXES
ANNEX I Definitions …
Appendix Procedure for the determination of the radius of curvature ‘r’ of the
reflecting surface of the rear view mirror …
ANNEX II Structural and testing requirements applying to the component type
approval of rear view mirrors …
Appendix 1 Test method intended to determine reflectiveness …
Appendix 2 Component type-approval and marking of rear view mirrors …Appendix 3 Information document in respect of a type of rear view mirror intended for
two or three-wheel motor vehicles …
Appendix 4 Certificate of component type-approval in respect of a type of rear view
mirror intended for two or three-wheel motor vehicles …
ANNEX III Requirements governing the fitting of rear view mirrors to vehicles …Appendix 1 Information document in respect of the fitting of a rear view mirror or rear
view mirrors to a type of two or three-wheel motor vehicle …
Appendix 2 Certificate of component type-approval in respect of the fitting of a rear
view mirror or rear view mirrors to a type of two or three-wheel motor
vehicle …1997L0024 — EN — 10.09.2003 — 002.001 — 206
▼B
ANNEX I
DEFINITIONS
1. ‘Rear view mirror’ means a device other than a complex optical system,
such as a periscope, the aim of which is to guarantee a clear view towards
the rear of the vehicle.
2. ‘Inside rear view mirror’ means a device as defined in Item 1 which is
intended, where appropriate, to be fitted inside the passenger compartment
of the vehicle.
3. ‘Outside rear view mirror’ means a device as defined in Item 1 which is
intended to be mounted on an outside surface of the vehicle.
4. ‘Type of rear view mirror’ means devices which do not differ significantly
from one another in respect of the following essential characteristics:
4.1. The dimensions and radius of curvature of the reflective surface of the
rear view mirror;
4.2. The design, shape or materials used in rear view mirrors, including their
attachment to the vehicle.
5. ‘Class of rear view mirrors’ means all of the devices having in common
certain characteristics of functions. These are subdivided as follows:
Class I: Inside mirrors,
Class L: ‘Main’ outside mirrors.
6. ‘r’ means the average of the radii of curvature measured on a reflecting
surface in accordance with the method described in Item 2 in Appendix 1.
7. ‘Main radius of curvature at a point on the reflecting surface’ means the
values obtained using the apparatus defined in Appendix 1 measured on
the major arc of the reflecting surface passing through the centre of that
surface and lying within a vertical plane (ri) passing through the centre of
that surface, and lying within a horizontal plant, (r ′i) and on the major arc
which is perpendicular to that segment.
8. ‘Radius of curvature at a point on the reflecting surface (rp)’ means the
arithmetical mean of the main radii of curvature riand r′i, or in other
words:
rp¼riþr0
i
2
9. ‘Centre of reflecting surface’ means the barycentre of the visible zone of
the reflecting surface.
10. ‘Radius of curvature of the constituent part of the rear view mirror’ means
the radius c of the arc of the circle which most closely approximates the
rounded form of the part under consideration.
11. ‘Type of vehicle in respect of rear view mirrors’ means motor vehicles do
not differ among themselves in respect of the following essential aspects:
11.1. The vehicle characteristics which may reduce the field of view and affect
the fitting of rear view mirrors;
11.2. The positions and types of mandatory and optional rear view mirror where
the latter is fitted.
12. ‘Driver's ocular points’ means two points 65 mm apart located 635 mm
vertically above the R point relating to the driving position defined in
the appendix to this Annex. The straight line joining these is at right
angles to the vertical median longitudinal plane of the vehicle.
The centre of the segment having as its extremities the two ocular points
is located within a vertical longitudinal plane which must pass through the
centre of the driver's seating position as specified by the manufacturer.
13. ‘Ambinocular vision’ means the entire field of vision obtained by super-
imposing the monocular fields for the right and left eyes (see figure
below).1997L0024 — EN — 10.09.2003 — 002.001 — 207
▼B
1997L0024 — EN — 10.09.2003 — 002.001 — 208
▼B
Appendix
Procedure for the determination of the radius of curvature ‘r’ of the
reflecting surfaceoftherear viewmirror
1. MEASUREMENTS
1.1.Apparatus
The piece of apparatus known as a ‘spherometer’ described in Figure 1
shall be used.
1.2.Measuringpoints
1.2.1. The main radii of curvature are measured at three points as close as
possible to one-third, one-half and two-thirds of the length of the major
arc of the reflecting surface passing through the centre of that surface, in
a vertical plane, or of the major arc passing through the centre of that
surface, in a horizontal plane, if the latter part is the longer.
1.2.2. However, if the dimensions of the reflecting surface make it impossible
to obtain the measurements defined in Item 7, the inspecting bodies
responsible for the tests may proceed with measurements at this point in
two perpendicular directions which are as close as possible to those
required above.
2. CALCULATION OF RADIUS OF CURVATURE ‘r’
‘r’, expressed in millimetres, is calculated via the formula:
r¼rp1þrp2þrp3
3
where
rp1= radius of curvature of the first measuring point,
rp2= radius of curvature of the second measuring point,
rp3= radius of curvature of the third measuring point.1997L0024 — EN — 10.09.2003 — 002.001 — 209
▼B
Figure 1
1997L0024 — EN — 10.09.2003 — 002.001 — 210
▼B
ANNEX II
STRUCTURAL AND TESTING REQUIREMENTS APPLYING TO THE
COMPONENTTYPE-APPROVALOFREAR-VIEWMIRRORS
1. GENERAL REQUIREMENTS
1.1. All mirrors shall be adjustable.1.2. The outer edges of the reflecting surface shall be encased in a protec-
tive housing (cup, etc.) which, throughout its perimeter, shall at all
points and in all directions have a ‘c’ value of not less than 2,5 milli-
metres. If the reflecting surface protrudes beyond the protective
housing, the radius of curvature ‘c’ on the perimeter protruding
beyond the protective casing shall be not less than 2,5 mm and the
reflecting surface shall retract into the protective housing under a
force of 50 Newtons applied to the most protruding point in relation
to the protective housing in a horizontal direction approximately
parallel to the median longitudinal plane of the vehicle.
1.3. Withth e rear view mirror mounted on a flat surface, all of its parts in
all positions of adjustment of the device and all of the parts remaining
attached to the supporting base after the test provided for in Item 4.2
which are likely to be struck, under static conditions, by a sphere
which is either 165 mm in diameter in the case of inside rear view
mirrors or 100 mm in diameter in the case of outside rear view
mirrors, shall have a radius of curvature ‘c’ of at least 2,5 mm.
1.3.1. The edges of the attachment holes or clearances, the largest diagonal
diameter of which is less than 12 mm, are not required to meet the
radius criteria laid down in Item 1.3, provided that they have been
rounded off.
1.4. The device used to attach a rear view mirror to a vehicle shall be
designed in such a way that a cylinder 50 mm in radius, the axis of
which is one of the swivel or rotation axes enabling the rear view
mirror as a whole to swing back in the direction under consideration
in the event of impact, shall at least partly intersect the surface to
which the device is attached.
1.5. The parts of the outside mirrors referred to in Items 1.2 and 1.3 of
which the Shore A-hardness does not exceed 60 shall be exempted
from the corresponding requirements.
1.6. Parts of inside mirrors having a Shore A-hardness of less than 50 and
which are attached to rigid supports shall not be subject to the provi-
sions of Items 1.2 and 1.3, save in respect of those supports.
2. DIMENSIONS2.1.Insidemirrors(classI)
The reflecting surface shall have dimensions such that it is possible to
prescribe on it a rectangle one side of which is 40 mm in length and
the other is ‘a’:
a¼150 mm /C2
1
1þ1000
r
2.2.‘Main’outsidemirrors (classL)
2.2.1. The minimum dimensions of the reflecting surface shall be such that:
2.2.1.1. Its area shall not be less than 6900 mm2;
2.2.1.2. The diameter of circular mirrors shall not be less than 94 mm;2.2.1.3. Where rear view mirrors are not circular, their dimensions shall
enable a 78 mm-diameter circle to be prescribed on their reflecting
surface.
2.2.2. The maximum dimensions of the reflecting surface shall be such that:
2.2.2.1. The diameter of any circular rear view mirror shall not be greater than
150 mm,1997L0024 — EN — 10.09.2003 — 002.001 — 211
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2.2.2.2. The reflecting surface of any non-circular rear view mirror shall lie
within a rectangle measuring 120 mm × 200 mm.
3. REFLECTING SURFACE AND COEFFICIENTS OF REFLECTION
3.1. The reflecting surface of a mirror shall be spherically convex.
3.2. The ‘r’ value shall not be less than:
3.2.1. 1200 mm in the case of inside mirrors (class I);3.2.2. Average ‘r’ of the radius of curvature measured at the reflecting
surface shall not be less than 1 000 mm or more than 1 500 mm in
the case of Class L rear view mirrors.
3.3. The value of the coefficient of regular reflection determined in accor-
dance with the method described in Appendix I to this Annex shall
not be less than 40 %. If the reflecting surface is of the dipping type
(with‘day’ and ‘nigh t’ positions) it must, in its ‘day’ position, enable
the colours of road traffic signs to be recognized. The value of the
coefficient of regular reflection in the ‘night’ position shall not be
less than 4 %.
3.4. The reflecting surface shall retain the characteristics required by Item
3.3 even after prolonged exposure to bad weather under normal condi-
tions of use.
4. TESTS
4.1. Rear view mirrors shall be subjected to the tests described in Items
4.2 and 4.3.
4.1.1. The test provided for in Item 4.2 is not required for all outside
mirrors no part of which is less than 2 m from the ground whatever
the setting selected, the vehicle being laden up to its technically
permissible all-up weight.
The above exception also applies where rear view mirror attachments
(attachment plates, stems, ball-joints, etc.) are at least 2 m above the
ground and within the overall width of the vehicle. That width shall
be measured in the transverse vertical plane passing through the
lower-most mirror attachments or through any other point ahead of
that plane when this latter configuration gives a greater overall width.
In this case, a description shall be supplied which states precisely that
the rear view mirror is to be fitted in such a way that its attachment
point shall be located on the vehicle as described above.
When this exemption applies, the stem shall be marked indelibly with
the symbol
, which must also be referred to on the component
type-approval certificate.
4.2.Impact-behaviourtest
4.2.1. Description of test device
4.2.1.1. The test device shall comprise a pendulum which is able to swing
about 2 horizontal axes at right angles to each other and one of which
is at right angles to the plane containing the release trajectory of the
pendulum.
The end of the pendulum shall comprise a hammer consisting of a
rigid sphere having a diameter of 165 ± 1 mm, covered by 5 mm of
rubber having a Shore A-hardness of 50.
Provision is made for a device enabling the maximum angle adopted
by the stem to be determined in the release plane.
A support rigidly attached to the body of the pendulum mounts the
samples under the impact conditions set out in Item 4.2.2.6.
Figure 1 below sets out the dimensions for the test rig and its specific
design features.1997L0024 — EN — 10.09.2003 — 002.001 — 212
▼B
Figure 1
4.2.1.2. The impact centre of the pendulum is identical with the centre of the
sphere acting as the hammer. Its distance ‘l’ from the swing axis in
the release plane is 1 metre ± 5 millimetres. The reduced mass of
the pendulum is mo= 6,8 ± 0,05 kilogrammes (‘mo’ is linked to the
total mass ‘m’ of the pendulum and distance ‘d’ between the centre of
gravity of the pendulum and its axis of rotation via relation
mo¼md
l).
4.2.2. Description of test4.2.2.1. The rear view mirror is attached to its base by means of the procedure
recognized by the manufacturer of the device or, where appropriate,
by the builder of the vehicle.
4.2.2.2. Directional positioning of the rear view mirror for the test.
4.2.2.2.1. The mirror is aligned on the testing device on the pendulum in such a
way that the axes which are horizontal and vertical when the mirror is
fitted to a vehicle in accordance with the applicants' instructions are
perceptibly in the same position.
4.2.2.2.2. When a mirror is adjustable against its base, the test shall be carried
out in the least acceptable fold-back position within the setting limits
provided for by the applicant.
4.2.2.2.3. Where the rear view mirror can be moved closer to or away from its
base, the relevant device shall be placed in the position in which the
distance between the housing and base is shortest.
4.2.2.2.4. Where the reflecting surface can be moved within the housing, its
setting shall be such that the upper edge furthest from the vehicle
shall be in the most protruding position in relation to the housing.
4.2.2.3. Withth e exception of test No 2 for inside rear view mirrors (see item
4.2.2.6.1), the pendulum is in the vertical position while the hori-
zontal and vertical longitudinal planes passing through the centre of
the hammer must pass through the centre of the reflecting surface as
defined in Annex 1, Item 9. The longitudinal direction of swing of the1997L0024 — EN — 10.09.2003 — 002.001 — 213
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pendulum must be parallel to the median longitudinal plane of the
vehicle.
4.2.2.4. When, under the setting conditions provided for in Items 4.2.2.1 and
4.2.2.2, the components of the rear view mirror restrict the return
movement of the hammer, the point of impact must be realigned in
a direction perpendicular to the axis of rotation or swivel under
consideration.
This shift must be that which is strictly necessary to the performance
of the test. It must be limited in such a way that:
— the sphere encompassing the hammer remains at least tangent to
the cylinder defined in Item 1.4,
— or hammer contact is at least 10 mm from the perimeter of the
reflecting surface.
4.2.2.5. The test consists of releasing the hammer form a height corresponding
to a pendulum angle of 60 degrees to the vertical in such a way that
the hammer strikes the rear view mirror when the pendulum reaches
its vertical position.
4.2.2.6. Mirrors shall be struck in the following different conditions:4.2.2.6.1. Inside mirrors (Class I)
Test No 1: The point of impact shall be that defined in Item 4.2.2.3,
the impact being such that the hammer strikes the rear view mirror on
the reflecting-surface side.
Test No 2: On the edge of the protective housing in such a way that
the resultant impact is at 45 degrees to the plane of the reflecting
surface and is within the horizontal plane passing through the centre
of that surface. The impact is directed to the reflecting-surface side.
4.2.2.6.2. Outside mirrors (Class L)
Test No 1: The point of impact is that defined in Item 4.2.2.3 or
4.2.2.2, the impact being such that the hammer strikes the rear view
mirror on its reflecting-surface side.
Test No 2: The point of impact shall be that defined in Item 4.2.2.3 or
4.2.2.4, the impact being such that the hammer strikes the rear view
mirror on the side opposite to its reflecting surface.
4.3.Bendingtestontheprotective housingattachedtothestem
4.3.1. Description of test
The protective housing is placed horizontally in a device in such a
way that it is possible to lock the attachement support adjusters
firmly. In the direction of the largest dimension of the housing, the
end closest to the point of attachment on the adjuster for the support
shall be immobilized by a 15 mm-wide rigid stop covering the entire
width of the housing.
At the other end, a stop identical to the one described above is placed
on the housing so that the specified test load can be applied to it
(Figure 2).
The end of the housing opposite to that where the force is exerted
may be locked rather than held in position as shown in Figure 2.1997L0024 — EN — 10.09.2003 — 002.001 — 214
▼B
Figure 2
Example of rear view mirror bending-test rig
4.3.2. The test loading shall be 25 kilogrammes and shall be maintained for
one minute.
5. TEST RESULTS
5.1. In the tests provided for in Item 4.2 the pendulum shall continue to
swing in such a way that the projection on the release plane and the
position adopted by the stem form an angle of at least 20 degrees with
the vertical.
The angle shall be measured to an accuracy of ± 1 degree.
5.1.1. This requirement shall not apply to rear view mirrors stuck to wind-
screens. In this case the requirements set out in Item 5.2 shall apply
after the test.
5.2. During the test provided for in Item 4.2, the remaining part of rear
view mirrors glued to windscreens after breakage of the support shall
not protrude beyond the base by more than 1 cm and its configuration
following the test shall meet the conditions set out in Item 1.3.
5.3. During the tests provided for in Items 4.2 and 4.3, the reflecting
surface shall not shatter. However, shattering of the reflecting surface
is acceptable if either of the following conditions is met:
5.3.1. the fragments stick to the base of the housing or to a surface which is
solidly linked with this; however, partial unsticking of the glass is
permitted provided that this does not exceed 2,4 mm either side of
the cracks. It is acceptable for small shards to detach themselves
from the surface of the glass at the point of impact;
5.3.2. the reflecting surface shall be made of safety glass.1997L0024 — EN — 10.09.2003 — 002.001 — 215
▼B
Appendix 1
Testmethodfordeterminingreflectiveness
1. DEFINITIONS
1.1. Standardized CIE A(1): illuminant colorimetric illuminant representing
a black body at T68= 2855,6 Kelvin.
1.2. Standardized CIE A(1): gaseous atmosphere tungsten filament lamp
operating at a proximal colour temperature of T68= 2855,6 Kelvin.
1.3. CIE 1931 (1) reference colorimetric observer: radiation receiver the
colorimetric characteristics of which correspond to trichromatic spec-
trum components xðλÞ;yðλÞ;zðλÞ(see table).
1.4. CIE trichromatic spectrum components: trichromatic components,
within the CIE (XYZ) system of the monochromatic parts of a spectrum
of equal energy.
1.5. Photopic vision(1): normal-eye vision when adapted to luminance levels
of at least several candelas per square meter.
2. APPARATUS
2.1.General
The apparatus shall incorporate a light source, a support for the test
piece, a photoelectric cell receiver and an indicator (see Figure 1),
together with the necessary means of suppressing the effects of stray
light.
The receiver may include an Ulbricht sphere in order to make it easier
to measure the coefficient of reflection of non-plane (i.e. convex) rear
view mirrors (see Figure 2).
2.2.Spectralcharacteristics ofthelightsourceandreceiver
The light source shall be a standardized CIE A source associated with
an optical system enabling a beam of almost parallel light rays to be
obtained. It is recommended that a voltage stabilizer be provided for
in order to maintain a fixed lamp voltage throughout the functioning
of the apparatus.
The receiver shall include a photoelectric cell the spectral response of
which is proportional to the photopic luminosity function of the CIE
(1931) reference colorimetric observer (see table). Any other illumi-
nant-filter-receiver combination providing an overall equivalence to the
standardized CIE A illuminant and photopic vision may also be
adopted. If the receiver incorporates an Ulbricht sphere, the inner
surface of the sphere shall be coated with matt (diffuse) white non-
selective paint.
2.3.Geometrical conditions
The beam of incident rays must preferably form an angle ( Θ)of
0,44 ± 0,09 radians (25 ± 5º) with the perpendicular to the test surface;
this angle must, however, not exceed the upper limit of the tolerance
i.e. 0,53 radians or 30º. The axis of the receiver must form an angle
(Θ)equal to that of the beam of the incident rays with said perpendi-
cular (see Figure 1). On its arrival at the test surface the incident beammust have a diameter of at least 19 mm. The reflected beam must not
be wider than the sensitive surface of the photoelectric cell, must not
cover less than 50 % of that surface and must, if possible, cover the
same portion of the surface as the beam used to calibrate the instru-
ment.
If the receiver includes an Ulbricht sphere, this shall have a minimum
diameter of 127 mm. The openings made for the testpiece and incident
beam in the wall of the sphere must be of sufficient size to allow the
incident and reflected light beams to pass through in their entirety. The
photoelectric cell must be positioned in such a way as not directly to
receive the light from the incident or reflected beams.1997L0024 — EN — 10.09.2003 — 002.001 — 216
(1) Definitions extracted from CIE publication 50 (45), international electrotechnical voca-
bulary, group 45, lighting.
▼B
2.4.Electrical characteristics ofthecombinedcell andindicator
The power of the photoelectric cell displayed on the indicator must be a
linear function of the light intensity of the photosensitive surface. Provi-
sion must be made for (electrical or optical) means (or both) of easing,
resetting and adjusting the calibration settings. These means must not
affect the linearity or spectral characteristics of the instrument. These
means must not affect the linearity or spectral characteristics of the
instrument. The accuracy of the combined receiver and indicator shall
be ± 2 % of the full scale or ± 10 % of the value measured in accor-
dance withth e smallest value.
2.5.Testpiecesupport
Its mechanisms must enable the sample to be located in such a way that
the axis of the source arm and that of the receiver arm meet at the level
of the reflecting surface. That reflecting surface may be within the
sample rear view mirror or its two sides, depending on whether this is
a primary or secondary surface mirror or a prismatic mirror of the ‘flip’
type.
3. METHOD OF PROCEDURE3.1.Directcalibrationmethod
Where the direct calibration method is used the reference shall be air.
This method can be applied with instruments which have been so
devised as to permit calibration at full scale by aligning the receiver
directly with the axis of the lights (see Figure 1).
In certain cases (in order, for example, to measure low-reflectiveness
surfaces), this method enables an intermediate calibration point to be
taken (between 0 and 100 % scale). In these instances it is necessary
to interpose a neutral-density filter having a known transmission factor
within the optical trajectory and to adjust the calibration system until
the indicator shows the percentage transmission corresponding to the
neutral-density filter. That filter must be removed before the reflective-
ness measurements begin.
3.2.Indirectcalibrationmeasurements
This calibration method shall apply to instruments having a source and
receiver witha fixed geometrical sh ape. It requires a suitably calibrated
and maintained reflection standard. That standard will preferably be a
plane rear view mirror the coefficient of reflection of which is as close
as possible to that of the examples tested.
3.3.Measurementsonaplanerear viewmirror
The coefficient of reflection of plane-mirror test pieces may be
measured using instruments employing the principle of direct or indirect
calibration. The value of the coefficient of reflection is read directly
from the instrument dial.
3.4.Measurementsonanon-plane(convex)rear viewmirror
Measurement of the coefficient of reflection of non-plane (convex) rear
view mirrors requires the use of instruments incorporating an Ulbrichtsphere within the receiver (see Figure 2). If with a standard mirror
having a coefficient of reflection of E %, the sphere read out gives n
edivisions withan unknown mirror, nxdivisions will correspond to a
coefficient of reflection of X %, as given by the following formula:
X¼Enx
ne:1997L0024 — EN — 10.09.2003 — 002.001 — 217
▼B
Figure 1: General layout drawing of the reflectivity measuring apparatus
using the two calibration methods
Figure 2: General layout drawing of the reflectivity measuring equipment
using an Ulbricht sphere in the receiver
1997L0024 — EN — 10.09.2003 — 002.001 — 218
▼B
Values for the spectral trichromatic componentsof the CIE 1931 (1)colori-
metric reference observer
This table has been extracted from publication CIE 50 (45) — 1970
λ
pmxðλÞ yðλÞ zðλÞ
380 0,001 4 0,000 0 0,006 5
390 0,004 2 0,000 1 0,020 1
400 0,014 3 0,000 4 0,067 9
410 0,043 5 0,001 2 0,207 4
420 0,134 4 0,004 0 0,645 6
430 0,283 9 0,011 6 1,385 6
440 0,348 3 0,023 0 1,747 1
450 0,336 2 0,038 0 1,772 1
460 0,290 8 0,060 0 1,669 2
470 0,195 4 0,091 0 1,287 6
480 0,095 6 0,139 0 0,813 0
490 0,032 0 0,208 0 0,465 2
500 0,004 9 0,323 0 0,272 0510 0,009 3 0,503 0 0,158 2
520 0,063 3 0,710 0 0,078 2
530 0,165 5 0,862 0 0,042 2
540 0,290 4 0,954 0 0,020 3
550 0,433 4 0,995 0 0,008 7
560 0,594 5 0,995 0 0,003 9
570 0,762 1 0,952 0 0,002 1
580 0,916 3 0,870 0 0,001 7
590 1,026 3 0,757 0 0,001 1
600 1,062 2 0,631 0 0,000 8
610 1,002 6 0,503 0 0,000 3
620 0,854 4 0,381 0 0,000 2
630 0,642 4 0,265 0 0,000 0
640 0,447 9 0,175 0 0,000 0
650 0,283 5 0,107 0 0,000 0
660 0,164 9 0,061 0 0,000 0
670 0,087 4 0,032 0 0,000 0
680 0,046 8 0,017 0 0,000 0
690 0,022 7 0,008 2 0,000 0
700 0,011 4 0,004 1 0,000 0
710 0,005 8 0,002 1 0,000 0720 0,002 9 0,001 0 0,000 0
730 0,001 4 0,000 5 0,000 0
740 0,000 7 0,000 2 (*) 0,000 0
750 0,000 3 0,000 1 0,000 0
760 0,000 2 0,000 1 0,000 0
770 0,000 1 0,000 0 0,000 01997L0024 — EN — 10.09.2003 — 002.001 — 219
(1) Abridged table. The xðλÞ;yðλÞandzðλÞvalues have been rounded up to four figures
after the decimal point.
▼B
λ
pmxðλÞ yðλÞ zðλÞ
780 0,000 0 0,000 0 0,000 0
(*) Amended in 1966 (from 3 to 2).1997L0024 — EN — 10.09.2003 — 002.001 — 220
▼B
Appendix 2
Componenttype-approvalandmarkingofrear viewmirrors
1. MARKING
Examples of a type of rear view mirror submitted for component type
approval shall, in a clearly legible and indelible manner, receive the
manufacturer's trade or brand mark and a space of sufficient size for
the component type approval mark; that space shall be identified on
the drawings accompanying the request for component type approval.
2. COMPONENT TYPE-APPROVAL
2.1. The application for component type approval shall be accompanied by
four rear view mirrors: three for the tests and one to be kept by the
laboratory for any subsequent check which may prove to be necessary.
Other examples may be required at the request of the laboratory.
2.2. Where the type of rear view mirror submitted in accordance with item 1
above meets the requirements of Annex II component type approval
shall be granted and a component type approval number assigned.
2.3. This number shall then not be assigned to another type of rear view
mirror.
3. MARKS
3.1. All rear view mirrors conforming to a type which has been component
type approved in pursuance of this chapter shall bear the component
type approval mark as described in Annex V to Council Directive 92/
61/EEC of 3 June 1992 on the type approval of two or three-wheel
motor vehicles. The ‘a’ value defining the dimensions of the rectangle
and the figures and letters making up the mark shall be not less than
6 mm large.
3.2. The component type approval mark receives an additional symbol I or
L specifying the class of rear view mirror type. The additional symbol
shall be placed close to the rectangle surrounding letter ‘e’ in any posi-
tion whatsoever in relation to this.
3.3. The component type approval mark and the additional symbol shall be
affixed to an essential part of the rear view mirror in such a way that
they are indelible and highly visible when the rear view mirror is fitted
to the vehicle.1997L0024 — EN — 10.09.2003 — 002.001 — 221
▼B
Appendix 3
1997L0024 — EN — 10.09.2003 — 002.001 — 222
▼B
Appendix 4
1997L0024 — EN — 10.09.2003 — 002.001 — 223
▼B
ANNEX III
REQUIREMENTS GOVERNING THE FITTING OF REAR-VIEW
MIRRORSTOVEHICLES
1. POSITION
1.1. All rear view mirrors shall be attached in such a way that they remain
in a stable position under normal vehicle driving conditions.
1.2. The rear-view mirror(s) for unbodied vehicles must be fitted or set in
such a way that the centre of the reflecting surface is at least 280 mm
towards the outside of the median longitudinal plane of the vehicle.
Before the measurement the handlebars must remain in the position
corresponding to the vehicle's travelling in a straight line and the
rear view mirror(s) mut be set in their normal position of use.
1.3. Rear-view mirrors must be so placed that the driver, when sitting on
the driving seat in a normal driving position, has a clear view of the
road to the rear and side(s) of the vehicle.
1.4. Exterior rear-view mirrors shall be visible through the side window or
through the portion of the windscreen which is swept by the wind-
screen wiper.
1.5. In the case of any vehicle which is in chassis/cab form when the field
of vision is measured, the minimum and maximum body widths shall
be stated by the manufacturer and, if necessary, simulated by dummy
headboards. All vehicles and mirror configurations taken into consid-
eration during the test shall be shown on the EC type-approval
certificate for a vehicle with regard to the fitting of rear-view mirrors
(see Appendix 2).
1.6. The prescribed exterior rear-view mirror on the driver's side of the
vehicle must be so located that an angle of not more than 55º is
formed between the vertical longitudinal median plane of the vehicle
and the vertical plane passing through the centre of the rear-view
mirror and through the centre of the straight line 65 mm long which
joins the driver's two ocular points.
1.7. Rear-view mirrors must not project beyond the external bodywork of
the vehicle substantially more than is necessary to comply with the
requirements concerning fields of vision laid down in item 4.
1.8. Where the lower edge of an exterior rear-view mirror is less than 2 m
above the ground when the vehicle is loaded to its maximum permis-
sible all-up weight, this rear-view mirror must not project more than
0,20 m beyond the overall width of the vehicle measured without
rear-view mirrors.
1.9. Subject to the requirements of items 1.7 and 1.8, rear-view mirrors
may project beyond the permissible maximum widths of vehicles.
2. NUMBER
2.1.Minimum number of rear-view mirrors required for unbodied
vehicles
Category of vehicleMain outside mirror(s)
Class L
Moped 1
Motorcycle 2
Tricycle 21997L0024 — EN — 10.09.2003 — 002.001 — 224
▼B
2.2.Minimumnumberorrear-viewmirrorsrequiredforbodiedvehi-
cles
Category of vehicleInside mirror
Class IMain outside mirror(s)
Class L
Three-wheel mopeds
(including light quad-
ricycles) and tricycles1(1) 1 if there is an inside
mirror;
2 if there is not an
inside mirror
(1) No inside rear-view mirror is required if the visibility conditions referred to
in Item 4.1 below cannot be met. In this case two outside rear-view mirrors
are required, one on the left and one on the right hand side of the vehicle.
2.3. Where a single outside rear view mirror is fitted this shall be located
on the left hand side of the vehicle in those Member States where the
traffic drives on the right and on the right hand side of the vehicle in
those Member States where the traffic drives on the left.
2.4. Class I and III rear-view mirrors component type approved in accor-
dance withth e provisions of Directive 71/127/EEC relating to rear-
view mirrors for motor vehicles are also acceptable for mopeds,
motorcycles and tricycles.
2.5.Maximumnumberofoptionalrear-view mirrors
2.5.1. The fitting of an outside rear-view mirror on the side of mopeds
opposite to that of the mandatory rear-view mirror referred to in
Item 2.1 is permissible.
2.5.2. The fitting of an outside rear-view mirror on the side of bodied vehi-
cles opposite to that of the mandatory rear-view mirror referred to in
Item 2.2 is permissible.
2.5.3. The rear-view mirrors referred to in Items 2.5.1 and 2.5.2 shall meet
the requirements of this chapter.
3. ADJUSTMENT
3.1. Drivers shall be able to adjust rear-view mirrors from their driving
position. In the case of three-wheel vehicles having body-work the
mirror may be adjusted with the door closed but the window may be
open. However, the mirror may in any case be locked in position
from the outside.
3.2. Rear-view mirrors which can be restored to their original position
without adjustment after being pushed backwards are not subject to
the requirements of item 3.1.
4. FIELD OF VISION IN THE CASE OF BODYWORK4.1.Insiderear-view mirror
4.1.1. Interior rear-view mirror (Class I)
The field of vision must be such that the driver can see at least a 20-
m-wide, flat, horizontal portion of the road centred on the vertical
longitudinal median plane of the vehicle and extending from 60 m
behind the driver's ocular points (Figure 1) to the horizon.
4.2.Outsiderear-viewmirror
4.2.1. Main exterior rear-view mirrors (Classes L and III).
4.2.1.1. Left-hand exterior rear-view mirror for vehicles driven on the right of
the road and right-hand exterior rear-view mirror for vehicles driven
on the left of the road.
4.2.1.1.1. The field of vision must be such that the driver can see at least a
2,50-m-wide, flat, horizontal portion of the road, which is bounded
on the right (in the case of vehicles driven on the right), or on the
left (in the case of vehicles driven on the left) by the plane which is
parallel to the median longitudinal vertical plane passing through the
outermost point of the vehicle on the left (in the case of vehicles
driven on the right), or on the right (in the case of vehicles driven1997L0024 — EN — 10.09.2003 — 002.001 — 225
▼B
on the left) and extends from 10 m behind the driver's ocular points to
the horizon (Figure 2).
4.2.1.2. Right-hand exterior rear-view mirror for vehicles driven on the right
and left-hand exterior rear-view mirror for vehicles driven on the left.
4.2.1.2.1. The field of vision must be such that the driver can see at least a 4-m-
wide, flat, horizontal portion of the road which is bounded on the left
(in the case of vehicles driven on the right), or on the right (in the
case of vehicles driven on the left) by a plane parallel to the median
longitudinal vertical plane passing through the outermost point of the
vehicle on the right (in the case of vehicles driven on the right) or on
the left (in the case of vehicles driven on the left) and which extends
from 20 m behind the driver's ocular points to the horizon (see Figure
2).
4.3.Obstructions
4.3.1. Interior rear-view mirror (Class I)
4.3.1.1. A reduction in the field of vision due to the presence of devices such
as head-restraints, sun-visors, rear window wipers and heating
elements is permissible, provided that all these devices together do
not obscure more than 15 % of the field of vision.
4.3.1.2. The degree of obstruction is measured with the headrests adjusted to
their lowest possible position and with the sun-visors folded back.
4.3.2. Exterior rear-view mirrors (Classes L and III)
In the fields of vision specified above, obstruction due to the body-
work and some of its components, suchas door h andles, outline
marker lights, direction indicators and the extremities of rear
bumpers, as well as reflective-surface cleaning components, shall not
be taken into account if they are responsible for a total obstruction of
less than 10 % of the specified field of vision.1997L0024 — EN — 10.09.2003 — 002.001 — 226
▼B
Figure 1
1997L0024 — EN — 10.09.2003 — 002.001 — 227
▼B
Figure 2
1997L0024 — EN — 10.09.2003 — 002.001 — 228
▼B
Appendix 1
1997L0024 — EN — 10.09.2003 — 002.001 — 229
▼B
Appendix 2
1997L0024 — EN — 10.09.2003 — 002.001 — 230
▼B
CHAPTER 5
MEASURESTOBETAKENAGAINSTAIRPOLLUTIONCAUSEDBYTWOORTHREE-WHEEL
MOTORVEHICLES
LISTOFANNEXES
ANNEX I Specifications for measures to be taken against air pollution caused by mopeds
…
Appendix 1 Type I test …
— Sub-appendix 1: Operating cycle on dynamometer (Type I test) …
— Sub-appendix 2: Example No 1 of an exhaust-gas collection system
…
— Sub-appendix 3: Example No 2 of an exhaust-gas collection system
…
— Sub-appendix 4: Method of calibrating the dynamometer …
Appendix 2 Type II test …
ANNEX II Specifications for measures to be taken against air pollution caused by motor-
cycles and motor tricycles …
Appendix 1 Type I test …
— Sub-appendix 1: Engine operating cycle for the Type I test …— Sub-appendix 2: Example No 1 of an exhaust-gas collection system
…
— Sub-appendix 3: Example No 2 of an exhaust-gas collection system
…
— Sub-appendix 4: Method of calibrating the on-road power absorption
by the dynamometer for motorcycles or motor
tricycles …
Appendix 2 Type II test …
ANNEX III Specifications for measures to be taken against visible air pollution caused by
two or three-wheel motor vehicles equipped with a compression-ignition engine
…
Appendix 1 Steady-state operation test over the full-load curve …Appendix 2 Free-acceleration test …
Appendix 3 Limit values applicable in steady-state tests …
Appendix 4 Specifications for opacimeters …Appendix 5
ANNEX IV Specifications for the reference fuel …
ANNEX V Information document in respect of measures to be taken against air pollution
caused by a type of two or three-wheel motor vehicle …
ANNEX VI Component-type approval certificate in respect of measures to be taken against
air pollution caused by a type of two or three-wheel motor vehicle …1997L0024 — EN — 10.09.2003 — 002.001 — 231
▼B
ANNEX I
SPECIFICATIONS FORMEASUR ES TO BE TAKEN AGAINST AIR
POLLUTIONCAUSEDBYMOPEDS
1. DEFINITIONS
For the purposes of this Chapter:
1.1. ‘Vehicle type with regard to the emission of gaseous pollutants from
the engine’ means mopeds which do not differ in such essential
respects as the following:
1.1.1. The equivalent inertia determined in relation to the reference mass,
as laid down in section 5.2 of Appendix 1;
1.1.2. The characteristics of the engine and the moped as defined in
Annex V;
1.2. ‘Reference mass’ means the mass of the moped in running order,
increased by a uniform mass of 75 kg. The mass of the moped in
running order is its total unladen mass withall tanks filled to at
least 90 % of their maximum capacity;
1.3. Gaseous pollutants
‘Gaseous pollutants’ means carbon monoxide, hydrocarbons and
oxides of nitrogen expressed in terms of nitrogen dioxide (NO2)
equivalence.
2. TEST SPECIFICATIONS
2.1.General
The components liable to affect the emission of gaseous pollutants
must be designed, constructed and assembled so as to enable the
moped, in normal use, despite the vibrations to which it may be
subjected, to comply with the requirements of this Annex.
2.2.Descriptionoftests
2.2.1. The moped must be subjected to Type I and II tests, as specified
below:
2.2.1.1. Type I test (checking the average emissions of gaseous pollutants in
a congested urban area)
2.2.1.1.1. The vehicle is placed on a dynamometer equipped with a brake and
a flywheel. A test lasting a total of 448 seconds and comprising four
cycles is carried out without interruption.
Eachcycle comprises seven operations (idling, acceleration, steady
speed, deceleration, etc.). During the test the exhaust gases are
diluted with air so that the flow volume of the mixture remains
constant. Throughout the test:
— a continuous flow of samples of the mixture must be passed into
a bag so that the concentrations (average test values) of carbon
monoxide, unburnt hydrocarbons and oxides of nitrogen can be
determined in succession;
— the total volume of the mixture is measured.
At the end of the test the distance effectively travelled is recorded
from the total shown on the additive revolution counter driven by
the roller.1997L0024 — EN — 10.09.2003 — 002.001 — 232
▼B
2.2.1.1.2. The test is carried out by the procedure described in Appendix 1.
The methods used to collect and analyse the gases are those laid
down.
2.2.1.1.3. Subject to the provisions 2.2.1.1.4, the test is carried out three
times. The mass of the carbon monoxide, hydrocarbons and nitrogen
oxides obtained in each test must be less than the limit values set
out in the table below.
Component type-approval and conformity of
production
StagesCO
(g/km)
L1HC + NOx(g/km)
L2
24 months from the
date of adoption of
this directive (1)6(1)3 (1)
36 months from the
implementation of
the first stage (1)1(2) 1,2
(1) The limit values for the masses of CO and HC + NOxare multiplied by a
factor 2 in the case of three-wheel mopeds and light quadricycles.
(2) The limit for the mass of CO must be 3,5 g/km in the case of three-wheel
mopeds and light quadricycles.
2.2.1.1.3.1. However, one of the three results for each of the abovementioned
pollutants may exceed the limit value prescribed for the moped
concerned by a maximum of 10 %, provided that the arithmetic
mean of the three results is less than the prescribed limit value. If
more than one pollutant exceeds the prescribed limit values, it is
immaterial whether this occurs in the same test or in different tests.
2.2.1.1.4. The number of tests prescribed in 2.2.1.1.3 is reduced under the
conditions described below, where V1is the result of the first test
and V2is the result of the second test for each of the pollutants
referred to in 2.2.1.1.3.
2.2.1.1.4.1. Only one test is required if V1≤0,70 L for all the pollutants
concerned.
2.2.1.1.4.2. Only two tests are required if V1≤0,85 L for all the pollutants
concerned and if, for at least one pollutant, V1> 0,70 L. In addition,
for eachof th e pollutants concerned, V2must be suchth at V1+V2< 1,70 L and V2<L .
2.2.1.2. Type II test (test of carbon monoxide and unburnt hydrocarbons
emissions at idling speed).
2.2.1.2.1. The mass of carbon monoxide and the mass of unburnt hydrocar-
bons emitted withth e engine at idling speed are measured for one
minute.
2.2.1.2.2. This test must be carried out in accordance with the procedure
described in Appendix 2.
3. CONFORMITY OF PRODUCTION
3.1. The provisions of paragraph 1 of Annex VI to Council Directive 92/
61/EEC of 30 June 1992 on the type-approval of two or three-wheel
motor vehicles apply to the checking of conformity of production.
3.1.1. However, the following approach must be adopted when checking
conformity withregard to th e type I test:
3.1.1.1. a vehicle is taken from the production line and subjected to the test
described in 2.2.1.1. The limit values specified are taken from the
table in 2.2.1.1.3.
3.1.2. If the vehicle taken from the production line does not meet the
requirements of 3.1.1, its manufacturer may request that measure-
ments be taken from a sample of vehicles taken from the
production line which includes the vehicle initially selected. Its
manufacturer lays down the size n of the sample. The arithmetical
meanx of the results obtained with the sample and the type S diver-
gence of the sample are then determined for the emission of carbon1997L0024 — EN — 10.09.2003 — 002.001 — 233
▼B
monoxide and the total emissions of hydrocarbons and nitrogen
oxides.
Series production is considered to be in conformity if the following
condition is met:
x+k·S ≤L(1)
where:
L: is the limit value required by the table in 2.2.1.1.3, for the
emission of carbon monoxide and for the total emissions of
hydrocarbons and nitrogen oxides;
k: is the statistical factor depending upon n and set out in the
table below:
n234567891 0
k 0,973 0,613 0,489 0,421 0,376 0,342 0,317 0,296 0,279n 1 11 21 31 41 51 61 71 81 9k 0,265 0,253 0,242 0,233 0,224 0,216 0,210 0,203 0,198
Where n ≥20, k ¼
0;860ﬃﬃﬃnp
4. EXTENSION OF THE SCOPE OF THE APPROVAL
4.1.Vehicle typeswithdifferentreference masses
The approval may be extended to vehicle types differing from the
approved type only in their reference mass provided that the refer-
ence mass of the vehicle type for which extension of the approval is
requested merely results in the application of the next higher or
lower inertia mass equivalents.
4.2.Vehicle typeswithdifferenttotalgearratios
4.2.1. The approval for a vehicle type may be extended under the
following conditions to such vehicle types that differ from the
approved type only in their total gear ratios.
4.2.1.1. For every gear used for the Type I tests,
the relationship E ¼V2/C0V1
V1
has to be determined;
where V1and V2are the speeds, corresponding to an engine speed
of 1 000 rpm, of the approved vehicle type and of the vehicle type
for which the extension is requested.
4.2.2. If the relationship E ≤8 % applies to every gear, the extension
must be approved without repeating the Type I tests.
4.2.3. Should the gear ratio be E > 8 % for at least one gear and E ≤13 %
for each gear, the Type I tests must be repeated; however, they may
be carried out in a laboratory that the manufacturer may choose1997L0024 — EN — 10.09.2003 — 002.001 — 234
(1)Xn
xi/C0x ðÞ2;
S2¼i¼1
n
where xiis any one of the individual results obtained with sample n and
Xn
xi
x¼i¼1
n
▼B
himself subject to the agreement of the component approval
authority. The test report must be passed to the technical service.
4.3.Vehicletypeswithdifferentreference massesanddifferenttotal
gearratios
The approval for a vehicle type may be extended to cover vehicle
types that differ from the approved type only in their reference
mass and in their total gear ratios if they comply with the require-
ments of 4.1 and 4.2.
4.4.Three-wheel mopedsandlightquadricycles
The approval granted to two-wheel mopeds may be extended to
include three-wheel mopeds and light quadricycles if they use the
same engine and the same exhaust system and have the same trans-
mission which differs only in respect of the gear ratio, provided that
the reference mass of the vehicle type for which extension of the
approval is requested merely results in the application of the next
higher or lower inertia mass equivalents.
4.5. No further extension of approvals may be given to extensions
granted in accordance with4.1 to 4.4.1997L0024 — EN — 10.09.2003 — 002.001 — 235
▼B
Appendix 1
TypeItest
(checking the average emission of pollutants in a congested urban area)
1. INTRODUCTION
Procedure for Type I test specified in section 2.2.1.1 of Annex I.
2. OPERATING CYCLE ON THE DYNAMOMETER2.1.Descriptionofcycle
The operating cycle on the dynamometer is as indicated in the
following table and plotted in Sub-appendix 1.
Operating cycle on the dynamometer
Phase OperationAcceleration Speed Duration Cumul. time
m/s2km/hsec sec
1 Idling — — 8 8
2 Acceleration Full
throttle0—max
57/C148/C147/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C147/C150—
3 Steady speed Full
throttlemax —
4 Deceleration − 0,56 max—20 65
5 Steady speed — 20 36 101
6 Deceleration − 0,93 20—0 6 107
7 Idling — — 5 112
2.2.Generalconditionsforcarryingoutthecycle
Preliminary testing cycles must be carried out if necessary to deter-
mine how best to actuate the accelerator and, if necessary, the gears
and brake.
2.3.Useofthegearbox
The gearbox must be used in accordance with the manufacturer's
instructions. If there are no manufacturer's instructions the following
rules apply:
2.3.1. Manual gearbox
At a steady speed of 20 km/h, the engine speed must as far as
possible remain between 50 % and 90 % of the maximum speed. If
this speed can be achieved using more than one gear, the moped is
tested using the highest gear.
During acceleration, the moped is tested using the gear which allows
maximum acceleration. The next highest gear must be engaged at the
latest when the engine speed has reached 110 % of rated maximum
output. During deceleration, the next lowest gear must be engaged
before the engine begins to vibrate and at the latest when the engine
speed has fallen to 30 % of rated maximum output. First gear must
not be engaged during deceleration.1997L0024 — EN — 10.09.2003 — 002.001 — 236
▼B
2.3.2. Automatic gearbox and torque converter
The ‘drive’ setting is used.
2.4.Tolerances
2.4.1. A tolerance of 1 km/h above or below the theoretical speed must be
allowed during all phases.
Speed tolerances greater than those prescribed are permitted during
phase changes provided that the tolerances are not exceeded for
more than 0,5 s on any one occasion.
If the moped decelerates more rapidly than expected without use of
the brakes, the procedure specified in 6.2.6.3 applies.
2.4.2. Tolerances of 0,5 s above or below the theoretical times are allowed.2.4.3. The speed and time tolerances must be combined as shown in Sub-
appendix 1.
3. MOPED AND FUEL
3.1.Testmoped
3.1.1. The moped must be presented in good mechanical condition. It must
have been run in and driven at least 250 km before the test.
3.1.2. The exhaust device must not have any leaks likely to reduce the quan-
tity of gases collected, which must equal the quantity of gases
emerging from the engine.
3.1.3. The leak-tightness of the induction system may be checked to ensure
that carburation is not affected by an accidental intake of air.
3.1.4. The engine settings and the moped's controls must be those prescribed
by the manufacturer. This also applies, in particular, to the idling
speed adjustment (rotating speed and carbon monoxide content of
exhaust gases), to the automatic choke and to the exhaust gas clean-
up system.
3.1.5. The laboratory may verify that the moped delivers the performance
specified by its manufacturer, that it can be used for normal driving,
and more particularly that it is capable of starting when cold and
when hot and can idle without stalling.
3.2.Fuel
The fuel used for the test must be the reference fuel, the specifica-
tions for which are set out in Annex IV. If the engine is lubricated
by a mixture, the oil added to the reference fuel must comply as to
quality and quantity withth e manufacturer's recommendations.
4. TEST EQUIPMENT
4.1.Dynamometer
The main characteristics of the dynamometer are as follows:
— load curve equation: on the dynamometer it must be possible,
from the initial speed of 12 km/h, to reproduce, with a tolerance
of ± 15 %, the power developed by the engine when the moped is
travelling along a flat road witha wind speed of virtually zero.
Otherwise the power absorbed by the brakes and the internal fric-
tion of the bench (P
A) must be:
at a speed 0 < V ≤12 km/h:
0≤PA≤kV123+5%k V123+5%PV50(1)
for a speed V > 12 km/h:
PA=k V3±5%k V3±5%PV50(1)
(1) For a single roller having a diameter of 400 mm.1997L0024 — EN — 10.09.2003 — 002.001 — 237
▼B
without being negative (the calibration method must comply with
the provisions of Sub-appendix 4)
— basic inertia: 100 kg
— additional inertias (1): from 10 kg and 10 kg
— the roller must have a revolution counter which can be reset to
zero, so as to measure the distance actually travelled.
4.2.Gas-collectionequipment
The gas-collection equipment must consist of the following compo-
nents (see Sub-appendices 2 and 3):
4.2.1. A device to collect all the exhaust gases produced during the test,
whilst maintaining atmospheric pressure at the moped exhaust
outlet(s).
4.2.2. A tube connecting the exhaust-gas collection equipment and the
exhaust-gas sampling system. This connecting tube and the gas-
collection equipment must be made of stainless steel, or of another
material which will not affect the composition of the gases collected
and will resist their temperature.
4.2.3. A device to suck in the diluted gases. This device must guarantee
constant flow of a sufficient volume to ensure that all the exhaust
gases are sucked in.
4.2.4. A sampling probe attached to the outside of the gas-collection device
which can collect a constant sample of the dilution air using a pump,
a filter and a flow meter for the duration of the test.
4.2.5. A sampling probe directed upstream of the flow of diluted gases to
sample the mixture for the duration of the test at a constant rate of
flow using, if necessary, a filter, a flow meter and a pump. The
minimum rate of flow of the gases in the two sampling systems
described above must be at least 150 l/h.
4.2.6. Three-way valves on the sampling circuits described above to direct
the flow of samples either to the atmosphere or to their respective
sampling bags for the duration of the test.
4.2.7. Leak-tight sampling bags to collect the dilution air and mixture of
diluted gases which are unaffected by the pollutants concerned and
of sufficient capacity not to disrupt the normal flow of sampling.
These sampling bags must have automatic sealing devices which can
be closed rapidly and tightly, either on the sampling circuit or on the
analysis circuit at the end of the test.
4.2.8. There must be a method of measuring the total volume of diluted
gases passing through the sampling device during the test.
4.3.Analyticalequipment
4.3.1. The sampling probe may consist of a sampling tube leading into the
collecting bags or of a bag-emptying tube. The probe must be of
stainless steel or of a material which will not affect the composition
of the gases. The sampling probe and the tube connecting it to the
analyser must be at ambient temperature.
4.3.2. Analysers must be of the following types:
— the non-dispersive type with infra-red absorption for carbon
monoxide;
— the flame-ionization type for hydrocarbons
— the chemiluminescent type for oxides of nitrogen.
4.4.Accuracyofinstrumentsandmeasurements
4.4.1. As the brake is calibrated in a separate test (5.1), it is not necessary to
indicate the accuracy of the dynamometer. The total inertia of the
rotating masses, including that of the rollers and the rotating part of
the brake (see 4.1), must be given to within ± 5 kg.
4.4.2. The distance travelled by the moped is determined by the number of
revolutions made by the roller to within an accuracy of ± 10 m.1997L0024 — EN — 10.09.2003 — 002.001 — 238
(1) These additional masses may where appropriate be replaced by an electronic device
provided that the equivalence of the results is demonstrated.
▼B
4.4.3. The speed of the moped is measured by the speed of rotation of the
roller. It must be measurable to within ± 1 km/h for speeds above
10 km/h.
4.4.4. Ambient temperature must be measurable to within ± 2 ºC.4.4.5. The atmospheric pressure must be measurable to within ± 0,2 kPa.4.4.6. The relative humidity of the ambient air must be measurable to within
±5% .
4.4.7. Irrespective of the accuracy with which the sampling gases are deter-
mined, the accuracy required when measuring the content of the
various pollutants must be ± 3 %. The overall response time of the
analysing circuit must be less than one minute.
4.4.8. The content of the standard (calibration) gases must not differ by
more than ± 2 % from the reference value of each gas. The diluents
are nitrogen for carbon monoxide and oxides of nitrogen and air for
hydrocarbons (propane).
4.4.9. The speed of the cooling air must be measurable to within ± 5 km/h.4.4.10. The tolerance allowed over the duration of the gas sampling cycles
and operations is ± 1 s. These times must be measurable to an accu-
racy of 0,1 s.
4.4.11. The total volume of the diluted gases must be measurable to within
±3% .
4.4.12. The total flow and sampling flow must be constant to within ± 5 %.
5. PREPARING THE TEST
5.1.Settingofbrake
The brake must be so adjusted that the speed of the moped on the
bench at full throttle is equal to the maximum speed of which it iscapable on the road, with a tolerance of ± 1 km/h. This maximum
speed may not deviate by more than ± 2 km/h from the rated
maximum speed as specified by the manufacturer. If the moped is
fitted with a device to govern the maximum speed on the road, the
effect of this governor must be taken into account.
The brake may be adjusted using a different method if the manufac-
turer demonstrates its equivalence.
5.2.Adjustmentofequivalentinertiastothemoped'stranslatoryiner-
tias.
One or more flywheels are used enabling a total inertia of the rotating
masses to be obtained that is proportional to the reference mass of the
moped within the following limits:
Reference mass of moped
RM (kg)Equivalent inertias
(kg)
RM≤105 100
105 < RM ≤115 110
115 < RM ≤125 120
125 < RM ≤135 130
135 < RM ≤145 140
145 < RM ≤165 150
165 < RM ≤185 170
185 < RM ≤205 190
205 < RM ≤225 210
225 < RM ≤245 230
245 < RM ≤270 260
270 < RM ≤300 280
300 < RM ≤330 310
330 < RM ≤360 3401997L0024 — EN — 10.09.2003 — 002.001 — 239
▼B
Reference mass of moped
RM (kg)Equivalent inertias
(kg)
360 < RM ≤395 380
395 < RM ≤435 410
435 < RM ≤475 —
5.3.Coolingthemoped
5.3.1. For the duration of the test, an auxiliary forced-draught device is
placed in front of the moped in such a way as to direct a flow of
cooling air on to the engine. The air-flow speed is 25 ± 5 km/h. The
blower's air outlet must be at least 0,2 m2in section, withits plane
perpendicular to the longitudinal axis of the moped, and it must be
placed between 30 and 45 cm ahead of the moped's front wheel. The
device for measuring the linear speed of the forced draught must be
placed in the middle of the jet of air 20 cm from the air outlet. As
far as possible the air speed must be constant across the whole outlet
section.
5.3.2. The moped may also be cooled using the alternative method described
below. A flow of air of variable speed is directed at the moped. The
blower must be regulated in such a way that within the operating
range, between 10 and 45 km/h inclusive, the linear air speed at the
blower outlet is equal to the equivalent roller speed to within ± 5 km/
h. At equivalent roller speeds of less than 10 km/h, the forced-draught
air speed may be zero. The blower outlet must be at least 0,2 m2in
section and its lower edge between 15 and 20 cm above ground level.
The plane of the outlet must be perpendicular to the longitudinal axis
of the moped and must be located between 30 and 45 cm in front of
the moped's front wheel.
5.4.Conditioningofthemoped
5.4.1. Immediately before starting the first test cycle, the moped must
undergo four consecutive test cycles, eachlasting 112 seconds, in
order to warm up the engine.
5.4.2. The tyre pressure must be that stated by the manufacturer for normal
road use. However, if the diameter of the rollers is less than 500 mm,
the pressure in the tyres may be increased by 30-50 %.
5.4.3. Load on the driving wheel: the load on the driving wheel must be
within ± 3 kg of the load, on a moped in normal road use, with a
driver weighing 75 kg ± 5 kg, sitting in an upright position.
5.5.Checkingofbackpressure
5.5.1. During the preliminary tests a check must be made to ensure that the
back pressure set up by the sampling device does not deviate from
atmospheric pressure by more than ± 0,75 kPa.
5.6.Calibrationofanalyticalapparatus
5.6.1. Calibration of analysers
The quantity of gas at the pressure stated to be compatible with the
correct functioning of the equipment is injected into the analyser by
means of the flow meter and discharge gauge mounted on each bottle.
The apparatus must be adjusted to indicate as a stabilized value the
value shown on the standard gas bottle. Starting from the setting
obtained with the maximum-content bottle, the curve of the analyser's
deviations is drawn as a function of the content of the various stan-
dard gas bottles used.
5.6.2. Overall response time of the apparatus.
The gas from the maximum-content bottle is injected into the end of
the sampling probe. A check must be made to ensure that the indi-
cated value corresponding to maximum deviation is attained in less
than one minute. If this value is not attained, the analysing circuit
must be inspected from end to end for leaks.1997L0024 — EN — 10.09.2003 — 002.001 — 240
▼B
6. PROCEDURE FOR DYNAMOMETER TESTS
6.1.Specialconditionsforcarrying outthecycle
6.1.1. The temperature in the place where the dynamometer is situated must
be between 20 and 30 ºC throughout the test.
6.1.2. The moped must as far as possible be horizontal during the test as to
avoid any abnormal distribution of fuel or engine oil.
6.1.3. During the test the speed is plotted against time so that the correct-
ness of the cycles performed can be assessed.
6.2.Startinguptheengine
6.2.1. Once the preliminary operations on the equipment for collecting,
diluting, analysing and measuring the gases have been carried out
(see 7.1), the engine is started up by means of the devices provided
for that purpose, such as the choke, the starter valve, etc., according
to the manufaturer's instructions.
6.2.2. The taking of samples and the measuring of the flow through the
suction device must commence at the beginning of the first cycle.
6.2.3. Idling
6.2.3.1. Manual-shift gearbox:
To enable the accelerations to be performed according to the normal
cycle the vehicle must be put in first gear, with the clutch disengaged,
five seconds before commencement of the acceleration following the
idling period in question.
6.2.3.2. Automatic gearbox and torque converter:
The selector is engaged at the beginning of the test. If there are two
positions — ‘town’ and ‘road’ — the ‘road’ position must be used.
6.2.4. Accelerations
At the end of each idling period, acceleration must be effected by
fully opening the throttle and if necessary using the gearbox in such
a way as to reachth e maximum speed as quickly as possible.
6.2.5. Steady speed
A steady maximum speed must be maintained by keeping the throttle
fully open until the following deceleration phase. During the phase
where the speed is kept at a steady 20 km/h, the throttle position
must be kept as fixed as possible.
6.2.6. Decelerations
6.2.6.1. All decelerations are effected by completely closing the throttle, the
clutchremaining engaged. Th e engine must be disengaged manually,
without touching the gear level, at a speed of 10 km/h.
6.2.6.2. If the period of deceleration is longer than that prescribed for the
corresponding phase, the moped's brakes must be used to keep to the
cycle.
6.2.6.3. If the period of deceleration is shorter than that prescribed for the
corresponding phase, the timing of the theoretical cycle is restored
by an idling period merging into the following idling operation. In
this case, section 2.4.3. is not applicable.
6.2.6.4. At the end of the second deceleration period (stopping moped on the
roller) the gear is put into neutral and the clutch engaged.
7. PROCEDURE FOR SAMPLING AND ANALYSIS7.1.Sampling
7.1.1. Sampling begins as soon as the test commences, as indicated in 6.2.2.7.1.2. The bags must be hermetically sealed as soon as they are full.7.1.3. At the end of the final cycle the device for collecting the diluted
exhaust gases and the dilution air must be closed and the gases
produced by the engine diverted into the atmosphere.1997L0024 — EN — 10.09.2003 — 002.001 — 241
▼B
7.2.Analysis
7.2.1. The gases contained in each bag must be analysed as soon as possible
and in any event not later than twenty minutes after filling of the bags
commenced.
7.2.2. If the sampling probe is not left permanently in the bags, the entry of
air into the bags during insertion of the probe and the escape of gases
from the bags during extraction of the probe must be avoided.
7.2.3. The analyser must show a steady value within one minute after being
connected up to the bag.
7.2.4. The concentrations of HC, CO and NOxin the samples of diluted
exhaust gases and in the bags collecting the dilution air are deter-
mined from the values shown or recorded by the measuring
equipment by applying the correct calibration curves.
7.2.5. The value adopted as the content of the gaseous pollutants in the
gases analysed is that read off after stabilization of the measuring
instrument.
8. DETERMINATION OF THE QUANTITY OF GASEOUS POLLU-
TANTS EMITTED
8.1. The mass of carbon monoxide gas emitted during the test is deter-
mined by means of the formula:
COM¼1
S/C1V/C1dCO/C1COc
106
where:
8.1.1. COMis the mass of carbon monoxide emitted during the test,
expressed in g/km;
8.1.2. S is the distance actually travelled expressed in km, obtained by
multiplying the total number of revolutions shown on the revolution
counter by the circumference of the roller;
8.1.3. dCOis the density of carbon monoxide at a temperature of 0 ºC and at
a pressure of 101,33 kPa (= 1,250 kg/m3);
8.1.4. COcis the volume concentration of carbon monoxide in the diluted
gases, expressed in parts per million and corrected to take account of
the pollution of the dilution air:
COc¼COe/C0COd1/C01
DF/C18/C19
where:
8.1.4.1. COeis the concentration of carbon monoxide, measured in parts per
million, in the sample of diluted gases collected in bag Sa;
8.1.4.2. COdis the concentration of carbon monoxide, measured in parts per
million, in the sample of dilution air collected in bag Sb;
8.1.4.3. DF is the coefficient specified in section 8.4;
8.1.5. V is the total volume, expressed in m3/test, of diluted gases at refer-
ence temperature 0 ºC (273 ºK) and reference pressure 101,33 kPa:
V¼Vo/C1NP a /C0Pi ðÞ /C1 273
101;33/C1Tpþ273 ðÞ
where:
8.1.5.1. Vo is the volume of gas displaced by pump P1during one rotation
expressed in m3/revolution. This volume is a function of the differen-
tial pressures between the inlet and outlet sections of the pump itself;
8.1.5.2. N is the number of rotations made by the pump P1during the four test
cycles;
8.1.5.3. Pa is the atmospheric pressure expressed in kPa;
8.1.5.4. Pi is the mean value, expressed in kPa, during performance of the
four cycles of the drop in pressure in the inlet section pump P1;1997L0024 — EN — 10.09.2003 — 002.001 — 242
▼B
8.1.5.5. Tp is the value, during performance of the four cycles, of the
temperature of the diluted gases measured in the inlet section of
pump P1.
8.2. The mass of unburnt hydrocarbons emitted through the moped's
exhaust during the test is calculated by means of the formula:
HCM¼1
S/C1V/C1dHC/C1HCc
106
where:
8.2.1. HCMis the mass of hydrocarbons emitted during the test, expressed in
g/min;
8.2.2. S is the distance defined in 8.1.2;8.2.3. d
HCis the density of hydrocarbons at a temperature of 0 ºC and a pres-
sure of 101,33 kPa (for an average ratio of carbon to hydrogen of
1:1,85) (= 0,619 kg/m3);
8.2.4. HCcis the concentration of the diluted gases expressed in parts per
million carbon equivalent (for example: the concentration of propane
multiplied by 3) and corrected to take account of the dilution air:
HCc¼HCe/C0HCd1/C01
DF/C18/C19
where:
8.2.4.1. HCeis the concentration of hydrocarbons, expressed in parts per
million carbon equivalent, in the sample of diluted gases collected in
bag Sa;
8.2.4.2. HCdis the concentration of hydrocarbons, expressed in parts per
million carbon equivalent, in the sample of dilution air collected in
bag Sb;
8.2.4.3. DF is the coefficient specified in 8.4;
8.2.5. V is the total volume (see 8.1.5).8.3. The mass of oxides of nitrogen emitted through the moped's exhaust
during the test is calculated by means of the formula:
NO
xM¼1
S/C1V/C1dNO2/C1NOxc/C1Kh
106
where:
8.3.1. NOxMis the mass of oxides of nitrogen emitted during the test,
expressed in g/km;
8.3.2. S is the distance defined in 8.1.2 above;8.3.3. d
NO2is the density of the oxides of nitrogen in the exhaust gases, in
NO2equivalent, at a temperature of 0 ºC and a pressure of
101,33 kPa (= 2,05 kg/m3);
8.3.4. NOxcis the concentration of oxides of nitrogen in the diluted gases,
expressed in parts per million and corrected to take account of the
dilution air:
NOxc¼NOxe/C0NOxd1/C01
DF/C18/C19
where:
8.3.4.1. NOxeis the concentration of oxides of nitrogen, expressed in parts per
million, in the sample of diluted gases collected in bag Sa;
8.3.4.2. NOxdis the concentration of oxides of nitrogen, expressed in parts per
million, in the sample of dilution air collected in bag Sb;
8.3.4.3. DF is the coefficient specified in 8.4.1997L0024 — EN — 10.09.2003 — 002.001 — 243
▼B
8.3.5. Kh is the correction factor for humidity
Kh¼1
1/C00;0329 H /C010;7 ðÞ
where:
8.3.5.1. H is the absolute humidity in grams of water per kg of dry air
H¼6;2111 /C1U/C1Pd
Pa/C0PdU
100g=kgðÞ
where:
8.3.5.1.1. U is the humidity content expressed as a percentage;8.3.5.1.2. Pd is the saturated water-vapour pressure, expressed in kPa, at the test
temperature;
8.3.5.1.3. Pa is the atmospheric pressure in kPa.8.4. DF is a coefficient expressed by means of the formula:
DF¼
14;5
CO2þ0;5C O þHC
where:
8.4.1. CO, CO2and HC are concentrations of carbon monoxide, carbon
dioxide and hydrocarbons expressed as a percentage of the sample of
diluted gases contained in bag Sa.
9. PRESENTATION OF RESULTS
Results are expressed in g/km:
HC in g/km = HC mass/SCO in g/km = CO mass/S
NO
xin g/km = NOxmass/S
where:HC mass: see definition in 8.2
CO mass: see definition in 8.1
NO
xmass: see definition in 8.3
S: distance actually covered by the moped during the test.1997L0024 — EN — 10.09.2003 — 002.001 — 244
▼B
Sub-appendix 1
Operatingcycle ondynamometer(TypeItest)
1997L0024 — EN — 10.09.2003 — 002.001 — 245
▼B
Sub-appendix 2
ExampleNo1ofanexhaust-gascollection system
1997L0024 — EN — 10.09.2003 — 002.001 — 246
▼B
Sub-appendix 3
ExampleNo2ofanexhaust-gascollection system
1997L0024 — EN — 10.09.2003 — 002.001 — 247
▼B
Sub-appendix 4
Methodofcalibratingthedynamometer
1. PURPOSE
This Sub-appendix describes the method to be used for checking that
the curve for the power absorbed by the dynamometer coincides with
the absorption curve required under section 4.1 of Appendix 1.
The measured absorbed power includes the power absorbed by friction
and the power absorbed by the brake, but does not include the power
dissipated by friction between the tyre and the roller.
2. PRINCIPLE OF THE METHOD
This method makes it possible to calculate absorbed power by
measuring the roller deceleration time. The kinetic energy of the device
is dissipated by the brake and by the friction of the dynamometer. This
method does not take account of variations in internal roller friction dueto the mass of the moped.
3. PROCEDURE
3.1. The inertia simulation system corresponding to the mass of the moped
being tested is engaged.
3.2. The brake is set in accordance with section 5.1. of Appendix 1.
3.3. The roller is made to turn at velocity v + 10 km/h.
3.4. The roller drive system is disconnected and the roller allowed to decele-
rate freely.
3.5. The time taken by the roller to decelerate from velocity v + 0,1 v to
velocity v − 0,1 v is noted.
3.6. The absorbed power is calculated by means of the formula:
P
A¼0;2/C2Mv2
t/C210/C03
where:
PA: is the power absorbed by the dynamometer expressed in kW
M: is the equivalent inertia expressed in kg
v: is the test velocity referred to in 3.3. expressed in m/st: is the time, expressed in seconds, taken by the roller to decelerate
from v + 0,1 v to v − 0,1 v.
3.7. The phases described in 3.3. to 3.6. are repeated to cover the range of
speeds 10 to 50 km/h, by 10 km/h stages.
3.8. The curve representing absorbed power as a function of speed is drawn.
3.9. It must be ensured that the curve is within the tolerance specified in
section 4.1 of Appendix 1.1997L0024 — EN — 10.09.2003 — 002.001 — 248
▼B
1997L0024 — EN — 10.09.2003 — 002.001 — 249
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Appendix 2
TypeIItest
(measuring emissions of carbon monoxide and hydrocarbons at idling speed)
1. INTRODUCTION
Procedure for Type II test specified in section 2.2.1.2. of Annex I.
2. MEASUREMENT CONDITIONS
2.1. The fuel is that prescribed in section 3.2 of Appendix 1.2.2. The lubricant used must also comply with the provisions of section 3.2.
of Appendix 1.
2.3. The mass of emissions of carbon monoxide and hydrocarbons must be
measured immediately after the Type I test described in section 2.1. of
Appendix 1, once the values have stabilized, with the engine at idling
speed.
2.4. In the case of mopeds with manual transmission gearboxes, the test is
carried out with the gear lever in the ‘neutral’ position and the clutch
engaged.
2.5. In the case of mopeds with automatic transmission gearboxes, the test is
carried out with the clutch engaged and the driving wheel immobile.
2.6. The idling speed of the engine during the idling period must be
adjusted in accordance withth e manufacturer's instructions.
3. SAMPLING AND ANALYSIS OF EXHAUST GASES
3.1. The electromagnetic valves must be sent in the position for direct
analysis of the diluted exhaust gases and the dilution air.
3.2. The analyser must show a steady value within one minute after being
connected up to the probe.
3.3. The concentrations of HC and CO in the samples of diluted exhaust
gases and in the dilution air are determined from the values shown or
recorded by the measuring equipment by applying the correct calibra-
tion curves.
3.4. The value adopted as the content of the gaseous pollutants in the gases
analysed is that read off after stabilization of the measuring instrument.
4. DETERMINATION OF THE QUANTITY OF GASEOUS POLLU-
TANTS EMITTED
4.1. The mass of carbon monoxide gas emitted during the test is determined
by means of the formula:
CO
M¼V/C1dCO/C1COc
106
where:
4.1.1. COMis the mass of carbon monoxide emitted during the test, expressed
in g/min;
4.1.2. dCOis the density of carbon monoxide at a temperature of 0 ºC and at a
pressure of 101,33 kPa (= 1,250 kg/m3);
4.1.3. COcis the volume concentration of carbon monoxide in the diluted
gases, expressed in parts per million and corrected to take account of
the pollution of the dilution air:
COc¼COe/C0COd1/C01
DF/C18/C19
where:
4.1.3.1. COeis the concentration of carbon monoxide, measured in parts per
million, in the sample of diluted gases;1997L0024 — EN — 10.09.2003 — 002.001 — 250
▼B
4.1.3.2. COdis the concentration of carbon monoxide, measured in parts per
million, in the sample of dilution air;
4.1.3.3. DF is the coefficient specified in 4.3;
4.1.4. V is the total volume, expressed in m3/min, of diluted gases at reference
temperature 0 ºC (273 ºK) and reference pressure 101,33 kPa:
V¼Vo/C1NP a /C0Pi ðÞ /C1 273
101;33/C1Tpþ273 ðÞ
where:
4.1.4.1. Vo is the volume of gas displaced by pump P1during one rotation
expressed in m3/revolution. This volume is a function of the differential
pressures between the inlet and outlet sections of the pump itself;
4.1.4.2. N is the number of rotations made by the pump P1during the idling test
divided by the time in minutes;
4.1.4.3. Pa is the atmospheric pressure expressed in kPa;
4.1.4.4. Pi is the mean value, expressed in kPa, during the test of the drop in
pressure in the inlet section of pump P1;
4.1.4.5. Tp is the value, during performance of the four cycles, of the tempera-
ture of diluted gases measured in the inlet section of pump P1.
4.2. The mass of unburnt hydrocarbons emitted through the moped's exhaust
during the test is calculated by means of the formula:
HCM¼1
V/C1dHC/C1HCc
106
where:
4.2.1. HCMis the mass of hydrocarbons emitted during the test, expressed in
g/min;
4.2.2. dHCis the density of hydrocarbons at a temperature of 0 ºC and a pres-
sure of 101,33 kPa (for an average ratio of carbon to hydrogen of
1:1,85) (= 0,619 kg/m3);
4.2.3. HCcis the concentration of the diluted gases expressed in parts per
million carbon equivalent (for example: the concentration of propane
multiplied by 3) and corrected to take account of the dilution air:
HCc¼HCe/C0HCd1/C01
DF/C18/C19
where:
4.2.3.1. HCeis the concentration of hydrocarbons expressed in parts per million
carbon equivalent in the sample of diluted gases;
4.2.3.2. HCdis the concentration of hydrocarbons expressed in parts per million
carbon equivalent in the sample of dilution air;
4.2.3.3. DF is the coefficient specified in 4.3.
4.2.4. V is the total volume (see 4.1.4).
4.3. DF is a coefficient expressed by means of the formula:
DF¼14;5
CO2þ0;5C O þHC
where:
4.3.1. CO, CO2and HC are concentrations of carbon monoxide, carbon
dioxide and hydrocarbons expressed as a percentage of the sample of
diluted gases.1997L0024 — EN — 10.09.2003 — 002.001 — 251
▼B
ANNEX II
SPECIFICATIONS FORMEASUR ES TO BE TAKEN AGAINST AIR
POLLUTION CAUSED BY MOTORCYCLES AND MOTOR
TRICYCLES
1. DEFINITIONS
For the purposes of this Chapter:
1.1. ‘Vehicle type with regard to the limitation of the emission of
gaseous pollutants from the engine’ means motorcycles and motor
tricycles which do not differ in such essential respects as the
following:
1.1.1. The equivalent inertia determined in relation to the reference mass,
as laid down in section 5.2 of Appendix 1;
1.1.2. The characteristics of the engine and the vehicle as defined in
Annex V;
1.2. ‘Reference mass’ means the mass of the vehicle in running order,
increased by a uniform mass of 75 kg. The mass of the motorcycle
and motor tricycles in running order is its total unladen weight with
all tanks filled to at least 90 % of their maximum capacity;
1.3. ‘Crankcase’ means the spaces in or external to the engine which are
connected to the oil sump by internal or external ducts through
which gases and vapours can escape;
1.4. ‘Gaseous pollutants’ means the exhaust gas emissions of carbon
monoxide, oxides of nitrogen expressed in terms of nitrogen dioxide
(NO2) equivalent, and hydrocarbons, assuming a ratio of:
—C1H1,85for petrol;
—C1H1,86for diesel;
1.5. ‘Defeat device’ means a device which measures, senses or responds
to operating variables (e.g. vehicle speed, engine speed, gear used,
temperature, intake pressure or any other parameter) for the purpose
of activating, modulating, delaying or deactivating the operation of
any component or function of the emission control system such that
the effectiveness of the emission control system is reduced under
conditions encountered during normal vehicle use unless the use of
sucha device is substantially included in th e applied emission certi-
fication test procedure;
1.6. ‘Irrational emission control strategy’ means any strategy or measure
that, when the vehicle is operated under normal conditions of use,
reduces the effectiveness of the emission control system to a level
below that expected on the applicable emission test procedure.
2. TEST SPECIFICATIONS
2.1.General
The components liable to affect the emission of gaseous pollutants
must be designed, constructed and assembled so as to enable the
motorcycle or motor tricycles, in normal use, despite the vibrations
to which it may be subjected, to comply with the requirements of
this Annex.
2.2.Descriptionoftests
2.2.1. Depending on their category and as explained below, the motor-
cycle or motor tricycle must be subjected to Type I and II tests, as
specified below;
2.2.1.1.TypeItest (checking the average value of tailpipe emissions)
For vehicle types tested against the emission limits given in row A
of the Table in section 2.2.1.1.5:
— the test shall be conducted by carrying out two elementary urban
cycles for pre-conditioning and four elementary urban cycles for
emission sampling. The emission sampling shall begin immedi-1997L0024 — EN — 10.09.2003 — 002.001 — 252
▼M1
▼B
▼M2
▼M2
ately on conclusion of the final idling period of the pre-condi-
tioning cycles and end on conclusion of the final idling period
of the last elementary urban cycle.
For vehicle types tested against the emission limits given in row B
of the table in section 2.2.1.1.5:
— for vehicle types with an engine capacity less than 150 cm3,t he
test shall be conducted by carrying out six elementary urban
cycles. The emission sampling shall begin before or at the initia-
tion of the engine start-up procedure and end on conclusion of
the final idling period of the last elementary urban cycle;
— for vehicle types with an engine capacity greater than or equal
to 150 cm3, the test shall be conducted by carrying out six
elementary urban cycles and one extra-urban cycle. The emis-
sion sampling shall begin before or at the initiation of the
engine start-up procedure and end on conclusion of the final
idling period of the extra-urban cycle.
2.2.1.1.1. The test is carried out by the procedure described in Appendix 1.
The methods used to collect and analyse the gaseous pollutants are
those laid down.
2.2.1.1.2. Figure I.2.2 illustrates the routes for type I test.
2.2.1.1.3. The vehicle is placed on a chassis dynamometer equipped with a
means of load and inertia simulation.
2.2.1.1.4. During the test the exhaust gases are diluted and a proportional
sample collected in one or more bags. The exhaust gases of the
vehicle tested are diluted, sampled and analysed, following the
procedure described below, and the total volume of the diluted
exhaust is measured.1997L0024 — EN — 10.09.2003 — 002.001 — 253
▼M1
▼M1
Figure I.2.2.
Flow chart for the type I test
1997L0024 — EN — 10.09.2003 — 002.001 — 254
2.2.1.1.5. Subject to the requirements for 2.2.1.1.6, the test must be repeated three times. The resulting masses of gaseous emissions obtained in ea ch test must be less than the limits shown in the table
below (rows A for 2003 and rows B for 2006):
ClassMass of carbon monoxide (CO) Mass of hydrocarbons (HC) Mass of oxides of nitrogen (NOX)
L1(g/km)L2(g/km)L3(g/km)
Limit values for motorcycles (two-wheel) for type approval ande conformity of production
A (2003) I (< 150 cm3) 5,5 1,2 0,3
II (≥150 cm3) 5,5 1,0 0,3
B (2006) I (< 150 cm3)
(UDC cold) (1)2,0 0,8 0,15
II (≥150 cm3)
(UDC + EUD cold) (2)2,0 0,3 0,15
Limit values for tricycles and quadricycles for type approval and conformity of production (positive ignition)
A (2003) All 7,0 1,5 0,4
Limit values for tricycles and quadricycles for type approval and conformity of production (compression ignition)A (2003) All 2,0 1,0 0,65
(1) Test cycle: ECE R40 (withemissions mesured for all six modes — sampling starts at T = 0).
(2) Test cycle: ECE R40 + EUDC (emissions measured from all modes — sampling starts at T = 0), with the maximum speed of 120 km/h.
►M2 ◄▼M11997L0024 — EN — 10.09.2003 — 002.001 — 255
▼M1
2.2.1.1.5.1. Notwithstanding the requirements of 2.2.1.1.5., for each pollutant or
combination of pollutants, one of the three resulting masses
obtained may exceed, by not more than 10 %, the limit prescribed,
provided the arithmetical mean of the three results is below the
prescribed limit. Where the prescribed limits are exceeded for
more than one pollutant, it is immaterial whether this occurs in the
same test or in different tests.
2.2.1.1.5.2. When testing for compliance with the limit values in rows B for
2006 for motorcycles witha permitted maximum speed of 110 km/
h, the maximum speed for the extra-urban driving cycle will be
restricted to 90 km/h.
2.2.1.1.6. The number of tests prescribed in 2.2.1.1.5 is reduced in the condi-
tions hereinafter defined, where V1is the result of the first test and
V2the result of the second test for each pollutant.
2.2.1.1.6.1. Only one test is performed if the result obtained for each pollutant
is less than or equal to 0,70 L (i.e. V1≤0,70 L).
2.2.1.1.6.2. If the requirement of 2.2.1.1.6.1 is not satisfied, only two tests are
performed if, for eachpollutant th e following requirements are met:
V1≤0,85 L and V1+V2≤1,70 L and V2≤L.
2.2.1.1.7. The recorded data are completed in the relevant sections of the
document referred to in Annex VII of Directive 2002/24/EC.
2.2.1.2.Type II test (test of carbon monoxide at idling speed) and emis-
sions data required for roadworthiness testing.
2.2.1.2.1. This requirement applies to all vehicles powered by a positive-igni-
tion engine for which EC type-approval is sought in accordance
withth is Directive.
2.2.1.2.2. When tested in accordance with Appendix 2 (type II test) at normal
idling speed:
— the carbon monoxide content by volume of the exhaust gases
emitted is recorded.
— the engine speed during the test must be recorded, including any
tolerances.
2.2.1.2.3. When tested at ‘high idle’ speed (i.e. >2000 min–1):
— the carbon monoxide content by volume of the exhaust gases
emitted is recorded.
— the engine speed during the test must be recorded, including any
tolerances.
2.2.1.2.4. The engine oil temperature at the time of the test must be recorded
(applicable for 4-stroke engines only).
2.2.1.2.5. The recorded data are completed in the relevant sections of the
document referred to in Annex VII to Directive 2002/24/EC.
2.3. The use of a defeat device and/or irrational emissions control
strategy is forbidden.
2.3.1. An engine control device, function, system or measure may be
installed to a vehicle provided that:
— it is activated only for suchpurposes as engine protection, cold
starting or warming up, or
— it is activated only for suchpurposes as operational security or
safety and limp-home strategies.
2.3.2. The use of an engine control device, function, system or measure
which results in the use of a different or modified engine control
strategy to that normally employed during the applicable emission
test cycles will be permitted if, in complying withth e requirements
of section 2.3.3, it is fully demonstrated that the measure does not
reduce the effectiveness of the emission control system. In all other
cases, suchdevices sh all be considered to be a defeat device.
2.3.3. The manufacturer shall provide a documentation package that gives
access to the basic design of the system and the means by which it1997L0024 — EN — 10.09.2003 — 002.001 — 256
▼M2
▼M1
▼M2
▼M1
▼M1
controls its output variables, whether that control is direct or
indirect.
(a) The formal documentation package, which shall be supplied to
the technical service at the time of submission of the type
approval application, shall include a full description of the
system. This documentation may be brief provided that it exhi-
bits evidence that all outputs permitted by a matrix obtained
from a range of control of the individual unit inputs have been
identified.
The documentation shall also contain a justification for the use
of any engine control device, function, system or measure and
include additional material and test data to demonstrate the
effect on exhaust emissions of any such device installed in the
vehicle. This information shall be attached to the documentation
required in Annex V.
(b) Additional material that shows the parameters that are modified
by any engine control device, function, system or measure and
the boundary conditions under which such measures operate.
The additional material shall include a description of the fuel
system control logic, timing strategies and switchpoints during
all modes of operation. This information shall remain strictly
confidential and be retained by the manufacturer, but be made
open for inspection at the time of type approval.
3. CONFORMITY OF PRODUCTION
3.1. The requirements set out in section 1 of Annex VI to Directive 92/
61/EEC are applicable for checks on the conformity of production.
3.1.1. A vehicle is taken from the series and subjected to the test
described in 2.2.1.1. The limit values for checking conformity of
production are those indicated in the table in Section 2.2.1.1.5.
►M13.1.2.◄However, if the mass of the carbon monoxide, hydrocarbons or
nitrogen oxide produced by the vehicle selected from the production
line exceeds the limits indicated in ►M1the Table in Section
2.2.1.1.5 ◄, the manufacturer has the option of asking that
measurements be carried out on a sample of series-production vehi-
cles containing the vehicle initially selected. The manufacturer must
determine the size n of the sample. Arithmetical mean xo ft he
results obtained from the sample and standard deviation S(1)o ft he
sample are then determined for each pollutant gas. Series production
is then considered to conform if the following condition is met:
x+k·S ≤L(1)
where:
L: is the limit values laid down in ►M1the Table in Section
2.2.1.1.5 ◄, under the title ‘conformity of production’ for
eachpollutant gas under consideration
k: is the statistical factor depending upon n and set out in the
following table
n234567891 01997L0024 — EN — 10.09.2003 — 002.001 — 257
(1)Xn
xi/C0x ðÞ2
S2¼i¼1
n
where xiis any one of the individual results obtained with sample n and
Xn
xi
x¼i¼1
n▼B
▼M1
▼B
▼B
k 0,973 0,613 0,489 0,421 0,376 0,342 0,317 0,296 0,279
n 1 11 21 31 41 51 61 71 81 9
k 0,265 0,253 0,242 0,233 0,224 0,216 0,210 0,203 0,198
where n > 20, k ¼0;860ﬃﬃﬃnp
4. EXTENSION OF THE SCOPE OF THE APPROVAL
4.1.Vehicle typeswithdifferentreference masses
The approval may be extended to vehicle types differing from the
approved type only in their reference mass provided that the refer-
ence mass of the vehicle type for which the extension of the
approval is requested merely results in the application of the next
higher or lower inertia mass equivalents.
4.2.Vehicle typeswithdifferenttotalgearratios
4.2.1. The approval for a vehicle type may be extended under the
following conditions to such vehicle types that differ from the
approved type only in their total gear ratios.
4.2.1.1. For every gear used for the Type I tests, the relationship
E¼V2/C0V1
V1
has to be determined;
where V1and V2are the speeds, corresponding to an engine speed
of 1 000 rpm, of the approved vehicle type and of the vehicle type
for which the extension is requested.
4.2.2. If the relationship E ≤8 % applies to every gear, the extension
must be approved without repeating the Type I tests.
4.2.3. Should the gear ratio be E > 8 % for at least one gear and E ≤13 %
for each gear, the Type I tests must be repeated; however, they may
be carried out in a laboratory that the manufacturer may choose
himself subject to the agreement of the competent approval
authority. The test report must be passed to the techncial service.
4.3.Vehicletypeswithdifferentreference massesanddifferenttotal
gearratios
The approval for a vehicle type may be extended to cover vehicle
types that differ from the approved type only in their reference
mass and in their total gear ratios if they comply with the require-
ments of 4.1 and 4.2.
4.4.Tricycles andquadricyclesotherthanlightquadricycles
The approval granted for two-wheel mopeds may be extended to
include tricycles and quadricycles other than light quadricycles if
they use the same engine and the same exhaust system and have
the same transmission which differs only in respect of the gear ratio,
provided that the reference mass of the vehicle type for which
extension of the approval is requested merely results in the applica-
tion of the next higher or lower inertia mass equivalents.
4.5.Restriction
No further extension of approvals may be given to extensions
granted in accordance with4.1 to 4.4.1997L0024 — EN — 10.09.2003 — 002.001 — 258
▼B
Appendix 1
TypeItest(forvehiclestestedagainsttheemissionlimitslaiddowninRow
AoftheTableinsection2.2.1.1.5ofthisAnnex)
(checking the average emission of pollutants)
1. INTRODUCTION
Procedure for Type I test specified in section 2.2.1.1 of Annex II.
1.1. The motorcycle or motor tricycle is placed on a dynamometer
equipped witha brake and flywh eel. A test lasting a total of 13
minutes and comprising four cycles is carried out without interrup-
tion. Eachcycle comprises 15 operations (idling, acceleration, steady
speed, deceleration, etc.). During the test the exhaust gases are diluted
with air so that the flow volume of the mixture remains constant.
Throughout the test a continous flow of samples of the mixture must
be passed into a bag so that concentrations (average test values) of
carbon monoxide, unburnt hydrocarbons, oxides of nitrogen and
carbon dioxide can be determined in succession.
2. OPERATING CYCLE ON THE DYNAMOMETER
2.1.Descriptionofcycle
The operating cycle on the dynamometer must be that indicated in the
following table and plotted in Sub-appendix 1.
2.2.Generalconditionsforcarryingoutthecycle
Preliminary test cycles must be carried out if necessary to determine
how best to actuate the accelerator and brake controls so as to achieve
a cycle approximating to the theoretical cycle within the prescribed
limits.
2.3.Useofthegearbox
2.3.1. Use of the gearbox is determined as follows:
2.3.1.1. At constant speed, the engine speed must as far as possible remain
between 50 % and 90 % of the maximum speed. If this speed can
be achieved using more than one gear, the engine is tested using the
highest gear.
2.3.1.2. During acceleration, the engine must be tested using the gear which
allows maximum accleration. The next higher gear is engaged at the
latest when the engine speed has reached 110 % of rated maximum
output. If a motorcycle or motor tricycle reaches a speed of 20 km/h
in first gear or 35 km/h in second gear, the next higher gear must be
engaged at these speeds.
In these cases, no other change into higher gears is permitted. If,
during the acceleration phase, the gears are changed at fixed motor-
cycle or motor tricycle speeds, the steady speed phase which follows
must be performed with the gear which is engaged when the motor-
cycle or motor tricycle begins the steady speed phase, irrespective of
the engine speed.
2.3.1.3. During deceleration, the next lower gear must be engaged before the
engine reaches virtual idling speed and at the latest when the engine
speed has fallen to 30 % of rated maximum output, whichever occurs
earlier. First gear must not be engaged during deceleration.
2.3.2. Motorcycles or motor tricycles equipped withautomatic gearboxes
are tested with the highest gear engaged (‘drive’). The accelerator
must be operated in sucha way as to obtain as steady an acceleration
as possible so that the transmission engages the different gears in the
normal order. The tolerances specified in 2.4 apply.
2.4.Tolerances
2.4.1. A tolerance of ± 1 km/h above or below the theoretical speed is
allowed during all phases. Speed tolerances greater than those
prescribed are permitted during phase changes provided that the toler-
ances are never exceeded for more than 0,5 on any one occasion, in
all cases subject to the provisions of 6.5.2 and 6.6.3.1997L0024 — EN — 10.09.2003 — 002.001 — 259
▼M2
▼B
▼B
2.4.2. A tolerance of ± 0,5 seconds above or below the theoretical times
must be allowed.
2.4.3. The speed and time tolerances are combined as indicated in Sub-
appendix 1.
2.4.4. The distance travelled during the cycle must be measured with a
tolerance of ± 2 %.1997L0024 — EN — 10.09.2003 — 002.001 — 260
Operatingcycle onthedynamometer
No of ops Operations PhaseAcceleration
(m/s2)Speed
(km/h)Duration of eachop. ph aseCum. time
(sec)Gear to be used in the case of
a manual gearbox(sec) (sec)
1 Idling 1 11 11 11 6 sec. PM/5 sec. K(1)
2 Acceleration 2 1,04 0—15 4 4 15
See 2.3./C148/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C1503 Steady speed 3 15 8 8 23
4 Deceleration
4/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C150− 0,69 15—10 2
5/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C15025
5 Deceleration, clutchdiseng. − 0,92 10—0 3 28 K
6 Idling 5 21 21 49 16 sec. PM/5 sec. K
7 Acceleration 6 0,74 0—32 12 12 61
See 2.3./C148/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C1508 Steady speed 7 32 24 24 85
9 Deceleration
8/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C150− 0,75 32—10 8
11/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C15093
10 Deceleration, clutchdiseng. − 0,92 10—0 3 96 K
11 Idling 9 21 21 117 16 sec. PM/5 sec. K
12 Acceleration 10 0,53 0—50 26 26 143
13 Steady speed 11 50 12 12 155
See 2.3./C148/C147/C147/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C147/C147/C15014 Deceleration 12 − 0,52 50—35 8 8 163
15 Steady speed 13 35 13 13 176
16 Deceleration
14/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C150− 0,68 35—10 9
12/C148/C147/C147/C147/C147/C147/C147/C149/C147/C147/C147/C147/C147/C147/C150185 K
17 Deceleration, clutchdiseng. − 0,92 10—0 3 188
18 Idling 15 7 7 195 7 sec. PM
(1) PM: Gearbox in neutral, clutchengaged.
K: Clutchdisengaged.▼B1997L0024 — EN — 10.09.2003 — 002.001 — 261
▼B
3. MOTORCYCLE OR MOTOR TRICYCLE AND FUEL
3.1.Testmotorcycle ormotortricycle
3.1.1. The motorcycle or motor tricycle must be presented in good mechan-
ical condition. It must have been run in and driven at least 1 000 km
before the test. The laboratory may decide whether a motorcycle or
motor tricycle which has travelled less than 1 000 km before the test
may be accepted.
3.1.2. The exhaust device must not have any leaks likely to reduce the quan-
tity of gases collected, which must equal the quantity of gases
emerging from the engine.
3.1.3. The tightness of the intake system may be checked to ensure the
carburation is not affected by an accidental intake of air.
3.1.4. The settings of the motorcycle or motor tricycle must be as prescribed
by the manufacturer.
3.1.5. The laboratory may verify that the motorcycle or motor tricycle deli-
vers the performance stated by the manufacturer, that it can be used
for normal driving, and more particularly that it is capable of starting
when cold and when hot.
3.2.Fuel
The fuel used for the test must be the reference fuel as defined in
Annex IV. If the engine is lubricated by a mixture, the oil added to
the reference fuel must comply as to quality and quantity with the
manufacturer's recommendations.
4. TEST EQUIPMENT
4.1.Dynamometer
The main characteristics of the dynamometer are as follows:Contact between roller and tyre of eachdriving wh eel:
— diameter of roller ≥400 mm;
— Equation for power-absorption curve: from an initial speed of
12 km/h, the test bench must be able to reproduce, with a toler-
ance of ± 15 %, the power developed by the engine when the
motorcycle or motor tricycle is travelling along a flat road with
wind speed virtually zero. Either the power absorbed by the
brakes and the internal friction of the bench must be calculated
according to the provisions of section 11 of Sub-appendix 4 to
Appendix 1, or the power absorbed by the brakes and the internal
friction of the bench are:
KV
3±5%o fKV3±5%o fPV50
— Additional inertias: 10 kg and 10 kg(1).
4.1.1. The distance effectively travelled is measured using a revolution
counter driven by the roller which drives the brake and the flywheels.
4.2.Equipmentforsamplingthegasesandmeasuringtheirvolume
4.2.1. Sub-appendices 2 and 3 contain a diagram showing the principle for
collecting, diluting, sampling and measuring the volume of exhaust
gases during the test.
4.2.2. The following sections describe the components of the test equipment
(against each component is given the abbreviation used in the sketch
in Sub-appendices 2 and 3). The technical service may authorize the
use of different equipment provided that it gives equivalent results:
4.2.2.1. a device to collect all the exhaust gases produced during the test; this
is generally an open device, which maintains atmospheric pressure at
the exhaust pipe(s). Nevertheless, a closed system may be used
provided that the back-pressure conditions are complied with (with
± 1,25 kPa). The gases must be collected in such a way that there is
not sufficient condensation to have a significant effect on the nature
of the exhaust gases at the test temperature;1997L0024 — EN — 10.09.2003 — 002.001 — 262
(1) These are additional masses which may where appropriate be replaced by an electronic
device, provided that the equivalence of the results is demonstrated.▼M1
▼B
▼B
4.2.2.2. a tube (Tu) connecting the exhaust-gas collection equipment and the
exhaust-gas sampling system. This connecting tube and the gas-
collection equipment must be made of stainless steel, or of another
material which will not affect the composition of the gases collected
and will resist their temperature;
4.2.2.3. a heat exchanger (Sc) capable of limiting the variation in the tempera-
ture of the diluted gases at the pump inlet to within ± 5 ºC for the
duration of the test. This exchanger must be equipped with a pre-
heating system capable of bringing the gases up to its operating
temperature (witha tolerance of ± 5 ºC) before th e test commences;
4.2.2.4. a displacement pump (P1) to suck in the diluted gases driven by a
motor which can operate at various rigorusly constant speeds. The
pump must guarantee constant flow of a sufficient volume in order
to ensure that all the exhaust gases are sucked in. A device which
uses a critical float Venturi may also be used;
4.2.2.5. a device which can continually record the temperature of the diluted
gases entering the pump;
4.2.2.6. a sampling probe (S3) attached to the outside of the gas-collection
device which can collect a constant sample of the dilution air using
a pump, a filter and a flow meter for the duration of the test;
4.2.2.7. a sampling probe S2, placed before the displacement pump and
directed upstream of the flow of diluted gases to sample the mixture
of diluted gases for the duration of the test at a constant rate of flow
using, if necessary, a filter, a flow meter and a pump. The minimum
rate of flow of the gases in the two sampling systems described above
must be at least 150 l/h;
4.2.2.8. two filters (F2and F3), placed after probes S2and S3respectively,
designed to filter out the solid particles suspended in the flow of the
sample collected in the bags. Particular care must be taken to ensure
that they do not affect the concentrations of gaseous components in
the samples;
4.2.2.9. two pumpes (P2and P3) to take samples from probes S2and S3respec-
tively and to fill bags Saand Sb;
4.2.2.10. two hand-adjustable valves (V2and V3) installed in series withpumps
P2and P3respectively in order to regulate the flow of the sample sent
into the bags;
4.2.2.11. two rotameters (R2and R3) installed in series in the lines ‘probe,
filter, pump, valve, bag’ (S2,F2,P2,V2, Sa and S3,F3,P3,V3Sbrespec-
tively) so that instant visual checks can be made on the flow of the
sample at any moment;
4.2.2.12. leak-tight sampling bags to collect the dilution air and mixture of
diluted gases which are of sufficient capacity not to disrupt the
normal flow of sampling. These sampling bags must have automatic
sealing devices on the side of the bag which can be closed rapidly
and tightly, either on the sampling circuit or on the analysis circuit
at the end of the test;
4.2.2.13. two differential pressure manometers (g1and g2) installed:
g1: before pump P1in order to measure the difference in pressure
between the mixture of exhaust gases and dilution air and the
atmosphere;
g2: before and after pump P1in order to measure the increase in
pressure exerted on the flow of gas;
4.2.2.14. a revolution counter to count the number of revolutions made by the
rotary displacement P1;
4.2.2.15. three-way valves on the sampling circuits described above to direct
the flow of samples either to the atmosphere or to their respective
sampling bags for the duration of the test. Rapid-action valves must
be used. They must be manufactured from materials which do not
affect the composition of the gases; they must also have discharge
cross-sections and shapes which minimize load losses as far as tech-
nically possible.
4.3.Analyticalequipment
4.3.1. Measuring the concentration of hydrocarbons1997L0024 — EN — 10.09.2003 — 002.001 — 263
▼B
4.3.1.1. A flame-ionization analyser is used to measure the concentration of
unburnt hydrocarbons in the samples collected in bags Saand Sb,
during the test.
4.3.2. Measuring the concentrations of CO and CO2
4.3.2.1. A non-dispersive infra-red absorption analyser is used to measure the
concentrations of carbon monoxide CO and carbon dioxide CO2in the
samples collected in bags Saand Sbduring the test.
4.3.3. Measuring the concentration of NOx
4.3.3.1. A chemiluminescent analyser is used to measure the concentrations of
oxides of nitrogen (NOx) in the samples collected in bags Saand Sbduring the test.
4.4.Accuracyofinstrumentsandmeasurements
4.4.1. As the brake is calibrated in a separate test, it is not necessary to indi-
cate the accuracy of the dynamometer. The total inertia of the rotating
masses, including that of the rollers and the rotating part of the brake
(see 5.2), must be given to within ± 2 %.
4.4.2. The speed of the motorcycle or motor tricycle is measured by the
speed of rotation of the rollers connected to the brake and the
flywheels. It must be measurable to within ± 2 km/h from 0 to
10 km/h and to within ± 1 km/h for speeds above 10 km/h.
4.4.3. The temperature referred to in 4.2.2.5 must be measurable to within
± 1 ºC. The temperaure referred to in 6.1.1 must be measurable to
within ± 2 ºC.
4.4.4. The atmospheric pressure must be measurable to within ± 0,133 kPa.4.4.5. The drop in pressure in the mixture of diluted gases entering pump P
1(see 4.2.2.13) compared withatmosph eric pressure must be measur-
able to within ± 0,4 kPa. The difference in pressure of the diluted
gases entering the sections before and after pump P1(see 4.2.2.13)
must be measurable to within ± 0,4 kPa.
4.4.6. The volume displaced at each complete rotation of pump P1and the
displacement value at the lowest possible pump speed, as recorded by
the revolution counter, must make it possible to determine the overall
volume of the mixture of exhaust gases and dilution air displaced by
pump P1during the test to within ± 2 %.
4.4.7. Irrespective of the accuracy with which the standard gases are deter-
mined, the measuring range of the analysers must be compatible with
the accuracy required to measure the content of the various pollutants
to within ± 3 %.
The flame-ionization analyser which measures the concentration of
hydrocarbons must be capable of reaching 90 % of the full scale in
less than one second.
4.4.8. The content of the standard (calibration) gases must not differ by
more than ± 2 % from the reference value of each gas. The diluent
must be nitrogen.
5. PREPARING THE TEST
5.1.Settingofbrake
5.1.1. The brake must be so adjusted that the speed of the motorcycle or
motor tricycle during the steady speed phase is between 45 km/h and
55 km/hon a flat dry road.
5.1.2. The brake is adjusted as follows:5.1.2.1. An adjustable stop to keep the maximum speed between 45 km/h and
55 km/h is fitted to the fuel supply device. The speed of the motor-
cycle or motor tricycle is measured by means of a precision
tachometer or deduced from measuring the time over a given distance
on a flat dry road in bothdirections withth e stop closed.
The measurements must be repeated at least three times in both direc-
tions and must be made over a distance of at least 200 m witha
sufficiently long acceleration distance. The average speed is calcu-
lated.
5.1.2.2. Other systems may also be used to measure the power required to
propel the vehicle (e.g. measuring the torque on the transmission,
measuring deceleration, etc.).1997L0024 — EN — 10.09.2003 — 002.001 — 264
▼B
5.1.2.3. The motorcycle or motor tricycle must then be placed on the dynam-
ometer and the brake adjusted so as to obtain the same speed as that
attained in the road test (with the fuel-regulating device in the stop
position and the same gear selected). This brake adjustment must be
maintained throughout the test. Once the brake has been adjusted, the
fuel-regulating device is removed.
5.1.2.4. Setting the brake on the basis of road tests is allowed only if the
difference in barometric pressure between the road and the premises
in which the dynamometer is housed, does not exceed ± 1,33 kPa
and the difference in air temperature is not more than ± 8 ºC.
5.1.3. If the above method is not applicable, the dynamometer must be set
in accordance with the values in the table in 5.2. The table shows
power values as a function of reference mass at a speed of 50 km/h.
This power is determined using the method described in Sub-appendix
4.
5.2. Adjustment of equivalent inertias to the translatory inertias of the
motorcycle or motor tricycle.
One or more flywheels are used enabling a total inertia of the rotating
masses to be obtained proportional to the reference mass of the
motorcycle or motor tricycle within the following limits:
Reference mass (RM)
(in kg)Equivalent inertias
(in kg)Absorbed power
(in kW)
RM≤105 100 0,88
105 < RM ≤115 110 0,90
115 < RM ≤125 120 0,91
125 < RM ≤135 130 0,93
135 < RM ≤150 140 0,94
150 < RM ≤165 150 0,96
165 < RM ≤185 170 0,99
185 < RM ≤205 190 1,02
205 < RM ≤225 210 1,05
225 < RM ≤245 230 1,09
245 < RM ≤270 260 1,14
270 < RM ≤300 280 1,17
300 < RM ≤330 310 1,21
330 < RM ≤360 340 1,26
360 < RM ≤395 380 1,33
395 < RM ≤435 410 1,37
435 < RM ≤480 450 1,44
480 < RM ≤540 510 1,50
540 < RM ≤600 570 1,56
600 < RM ≤650 620 1,61
650 < RM ≤710 680 1,67
710 < RM ≤770 740 1,74
770 < RM ≤820 800 1,81
820 < RM ≤880 850 1,89
880 < RM ≤940 910 1,99
940 < RM ≤990 960 2,05
990 < RM ≤1 050 1 020 2,11
1 050 < RM ≤1 110 1 080 2,18
1 110 < RM ≤1 160 1 130 2,24
1 160 < RM ≤1 220 1 190 2,30
1 220 < RM ≤1 280 1 250 2,37
1 280 < RM ≤1 330 1 300 2,42
1 330 < RM ≤1 390 1 360 2,491997L0024 — EN — 10.09.2003 — 002.001 — 265
▼B
Reference mass (RM)
(in kg)Equivalent inertias
(in kg)Absorbed power
(in kW)
1 390 < RM ≤1 450 1 420 2,54
1 450 < RM ≤1 500 1 470 2,57
1 500 < RM ≤1 560 1 530 2,62
1 560 < RM ≤1 620 1 590 2,67
1 620 < RM ≤1 670 1 640 2,72
1 670 < RM ≤1 730 1 700 2,77
1 730 < RM ≤1 790 1 760 2,83
1 790 < RM ≤1 870 1 810 2,88
1 870 < RM ≤1 980 1 930 2,97
1 980 < RM ≤2 100 2 040 3,06
2 100 < RM ≤2 210 2 150 3,13
2 210 < RM ≤2 320 2 270 3,20
2 320 < RM ≤2 440 2 380 3,34
2 440 < RM 2 490 3,48
5.3.Conditioningofthemotorcycle ormotortricycle
5.3.1. Before the test, the motorcycle or motor tricycle must be kept in a
room in which the temperature remains relatively constant between
20 ºC and 30 ºC. This conditioning must be carried out until the
engine oil temperature and coolant, if any, are within ± 2 K of the
temperature of the room. ►M1Two complete pre-conditioning
cycles are performed before the exhaust gases are collected. ◄
5.3.2. The tyre pressure must be that indicated by the manufacturer for
performance of the preliminary road test to set the brake. However,
if the diameter of the rollers is less than 500 mm, the pressure in the
tyres may be increased by 30 %-50 %.
5.3.3. The mass on the driven wheel is the same as when the motorcycle or
motor tricycle is used under normal driving conditions witha driver
weighing 75 kg.
5.4.Calibrationofanalyticalapparatus
5.4.1. Calibration of analysers
The quantity of gas at the indicated pressure compatible with the
correct functioning of the equipment is injected into the analyser by
means of the flow meter and discharge gauge mounted on each bottle.
The apparatus is adjusted to indicate as a stabilized value, the value
shown on the standard gas bottle. Starting from the setting obtained
with the maximum-content bottle, the curve of the analyser's devia-
tions is drawn as a function of the content of the various standard
gas bottles used. For the regular calibration of flame-ionization analy-sers, which should be done at least once a month, mixtures of air and
propane (or hexane) with rated concentrations of hydrocarbon equal
to 50 % and 90 % of the full scale are used. For regular calibration
of non-dispersive infra-red absorption analysers, mixtures of nitrogen
withCO and CO
2respectively are measured at rated concentrations of
10 %, 40 %, 60 %, 85 % and 90 % of the full scale. For calibration of
the chemiluminescent NOxanalyser, mixtures of nitrous oxide (N2O)
diluted in nitrogen witha nominal concentration of 50 % and 90 % of
the full scale are used. For the test calibration, which must be carried
out before eachseries of tests, it is necessary, for all th ree types of
analyser, to use mixtures containing the gases to be measured to a
concentration equal to 80 % of the full scale. A dilution device can
be used for diluting a 100 % calibration gas to the required concentra-
tion.
6. PROCEDURE FOR DYNAMOMETER TESTS
6.1.Specialconditionsforcarrying outthecycle
6.1.1. The temperature in the premises where the dynamometer bench is
situated must be between 20 º and 30 ºC throughout the test, and1997L0024 — EN — 10.09.2003 — 002.001 — 266
▼B
must be as close as possible to the temperature of the premises where
the motorcycle or motor tricycle were conditioned.
6.1.2. The motorcycle or motor tricycle must as far as possible be horizontal
during the test so as to avoid any abnormal distribution of the fuel.
6.1.3. Before initiation of the first pre-conditioning cycle, a flow of air of
variable speed is directed at the motorcycle or motor tricycle. Two
complete cycles are then performed during which no exhaust gases
are collected. The ventilation system must include a mechanism
controlled by the speed of the bench roller so that, in the range from
10 km/h to 50 km/h, the linear air speed at the blower outlet is equal
to the relative speed of the roller with an approximation of 10 %. For
roller speeds below 10 km/h, the air speed may be zero. The end
section of the blower device must have the following characteristics:
(i) surface area of at least 0,4 m2;
(ii) lower edge between 0,15 and 0,20 m above ground level;
(iii) distance from the leading edge of the motorcycle or motor
tricycle between 0,3 and 0,45 m.
6.1.4. During the test, speed is plotted against time in order to check that the
cycles have been performed correctly.
6.1.5. The temperatures of the cooling water and the crankcase oil may be
recorded.
6.2.Startinguptheengine
6.2.1. Once the preliminary operations on the equipment for collecting,
diluting, analysing and measuring the gases have been carried out
(see 7.1), the engine is started up by means of the devices provided
for that purpose, such as the choke, the starter valve, etc., according
to the manufacturer's instructions.
6.2.2. The first cycle begins when the taking of samples and the measuring
of the pump rotations commence.
6.3.Useofthemanualchoke
The choke must be cut out as soon as possible and in principle before
acceleration from 0 to 50 km/h. If this requirement cannot be met, themoment of actual cut-out must be indicated. The choke must be
adjusted in accordance withth e manufacturer's instructions.
6.4.Idling
6.4.1. Manual-shift gearbox:6.4.1.1. During periods of idling the clutch must be engaged and the gears in
neutral.
6.4.1.2. To enable the accelerations to be performed according to the normal
cycle the vehicle must be put in first gear, with the clutch disengaged,
five seconds before commencement of the acceleration following the
idling period in question.
6.4.1.3. The first idling period at the beginning of the cycle consists of six
seconds of idling in neutral withth e clutchengaged and five seconds
in first gear withth e clutchdisengaged.
6.4.1.4. For the idling periods during each cycle the corresponding times are
16 seconds in neutral and five seconds in first gear withth e clutch
disengaged.
6.4.1.5. The last idling period in the cycle consists of seven seconds in neutral
withth e clutchengaged.
6.4.2. Semi-automatic gearboxes:
the manufacturer's instructions for driving in town, or in their absence
instructions applicable to manual gearboxes, must be followed.
6.4.3. Automatic gearboxes:
the selector must not be operated at any time during the test unless
the manufacturer specifies otherwise. In the latter case the procedure
for manual gearboxes applies.1997L0024 — EN — 10.09.2003 — 002.001 — 267
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6.5.Accelerations
6.5.1. Accelerations must be effected so as to ensure that the rate of accel-
eration is as constant as possible throughout the operation.
6.5.2. If the acceleration capacities of the motorcycle or motor tricycle are
not sufficient to perform the acceleration cycles within the prescribed
tolerances, the motorcycle or motor tricycle must be driven with the
throttle completely open until the speed prescribed for the cycle has
been reached; the cycle may then continue normally.
6.6.Decelerations
6.6.1. All decelerations must be effected by completely closing the throttle,
the clutch remaining engaged. The engine must be disengaged at a
speed of 10 km/h.
6.6.2. If the period of deceleration is longer than that prescribed for the
corresponding phase, the vehicle's brakes are used to keep to the
cycle.
6.6.3. If the period of deceleration is shorter than that prescribed for the
corresponding phase, the timing of the theoretical cycle is restored
by a steady-state or an idling period merging into the following
steady-state or idling operation. In this case, section 2.4.3 is not
applicable.
6.6.4. At the end of the deceleration period (stopping motorcycle or motor
tricycle on the rollers) the gear is put into neutral and the clutch
engaged.
6.7.Steadyspeeds
6.7.1. ‘Pumping’ or the closing of the throttle must be avoided when passing
from acceleration to the following steady speed.
6.7.2. Periods of constant speed must be achieved by keeping the accelerator
position fixed.
7. PROCEDURE FOR SAMPLING, ANALYSING AND MEASURING
THE VOLUME OF EMISSIONS
7.1. Operations to be carried out before the motorcycle or motor tricycle is
started up.
7.1.1. The bags for collecting the samples. Samand Sb, are emptied and
sealed.
7.1.2. The rotary displacement pump P1is activated without starting up the
revolution counter.
7.1.3. The pumpes P2and P3for taking the samples are activated with the
valves set to divert the gases produced into the atmosphere; the flow
through valves V2and V3is regulated.
7.1.4. The recording devices for the temperature T and the pressure g1and
g2are put into operation.
7.1.5. The revolution counter CT and the roller revolution counter are set to
zero.
7.2. Beginning of sampling and volume measurement.
7.2.1. After two pre-conditioning cycles (first moment of the first cycle), the
operations specified in 7.2.2 to 7.2.5 are performed simultaneously.
7.2.2. The diversion valves are set to collect the samples, which have
previously been directed towards the atmosphere, continuously
through probes S2and S3in bags Saand Sb.
7.2.3. The moment at which the test begins is indicated on the analogue
graphs which record results from the temperature gauge T and the
differential pressure gauges g1and g2.
7.2.4. The counter which records the total number of revolutions of pump P1is started up.
7.2.5. The device referred to in 6.1.3 which directs a flow of air at the
motorcycle or motor tricycle is started up.1997L0024 — EN — 10.09.2003 — 002.001 — 268
▼M1
▼B
▼B
7.3.Endofsamplingandmeasurementofvolume
7.3.1. At the end of the fourth test cycle the operations described in 7.3.2 to
7.3.5 are performed simultaneously.
7.3.2. The diversion valves must be set to close bags Saand Sband to
discharge into the atmosphere the samples sucked in by pumps P2and P3through probes S2and S3.
7.3.3. The moment at which the test finishes must be indicated on the
analogue graphs referred to in 7.2.3.
7.3.4. The pump P1revolution counter is stopped.
7.3.5. The device referred to in 6.1.3 which directs a flow of air at the
motorcycle or motor tricycle is stopped.
7.4.Analysis
7.4.1. The exhaust gases contained in the bag must be analysed as soon as
possible and in any event not later than 20 minutes after the end of
the test cycle.
7.4.2. Prior to eachsample analysis th e analyser range to be used for each
pollutant must be set to zero withth e appropriate zero gas.
7.4.3. The analysers are then set to the calibration curves by means of span
gases of nominal concentrations of 70 to 100 % of the range.
7.4.4. The analysers' zeros are then rechecked. If the reading differs by more
than 2 % of range from that set in 7.4.2, the procedure is repeated.
7.4.5. The samples are then analysed.7.4.6. After the analysis, zero and span points are rechecked using the same
gases. If these rechecks are within 2 % of those in 7.4.3, the analysis
is considered acceptable.
7.4.7. At all points in this Section the flow-rates and pressures of the
various gases must be the same as those used during calibration of
the analysers.
7.4.8. The figure adopted for the concentration of each pollutant measured
in the gases is that read off after stabilisation on the measuring
device.
7.5.Measuringthedistancetravelled
The distance S actually travelled, expressed in km, is obtained by
multiplying the total number of revolutions shown on the revolution
counter by the size of the roller (see 4.1.1).
8. DETERMINATION OF THE QUANTITY OF GASEOUS POLLU-
TANTS EMITTED
8.1. The mass of carbon monoxide gas emitted during the test is deter-
mined by means of the formula:
CO
M¼1
S/C1V/C1dCO/C1COc
106
where:
8.1.1. COMis the mass of carbon monoxide emitted during the test,
expressed in g/km.
8.1.2. S is the distance defined 7.5;8.1.3. d
COis the density of carbon monoxide at a temperature of 0 ºC and at
a pressure of 101,33 kPa (= 1,250 kg/m3);
8.1.4. COcis the volume concentration of carbon monoxide in the diluted
gases, expressed in parts per million and corrected to take account of
pollution of the dilution air:
COc¼COe/C0COd1/C01
DF/C18/C19
where:1997L0024 — EN — 10.09.2003 — 002.001 — 269
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8.1.4.1. COeis the concentration of carbon monoxide, measured in parts per
million, in the sample of diluted gases collected in bag Sb;
8.1.4.2. COdis the concentration of carbon monoxide, measured in parts per
million, in the sample of dilution air collected in bag Sa;
8.1.4.3. DF is the coefficient specified in 8.4.
8.1.5. V is the total volume, expressed in m3/test, of diluted gases at refer-
ence temperature 0 ºC (273 ºK) and reference pressure 101,33 kPa,
V¼Vo/C1NP a /C0Pi ðÞ /C1 273
101;33/C1Tpþ273 ðÞ
where:
8.1.5.1. Vo is the volume of gas displaced by pump P1during one rotation
expressed in m3/revolution. This volume is a function of the differen-
tial pressures between the inlet and outlet sections of the group itself.
8.1.5.2. N is the number of rotations made by the pump P1during the four test
cycles.
8.1.5.3. Pa is the atmospheric pressure expressed in kPa;8.1.5.4. Pi is the mean value, expressed in kPa, during performance of the
four cycles of the drop in pressure in the inlet section of pump P
1;
8.1.5.5. Tp is the value, during performance of the four cycles, of the
temperature of the diluted gases measured in the inlet section of
pump P1.
8.2. The mass of unburnt hydrocarbons emitted through the exhaust of the
motorcycle or motor tricycle during the test is calculated by means of
the formula:
HCM¼1
S/C1V/C1dHC/C1HCc
106
where:
8.2.1. HCMis the mass of hydrocarbons emitted during the test, expressed in
g/km;
8.2.2. S is the distance defined in 7.5;8.2.3. d
HCis the density of hydrocarbons at a temperature of 0 ºC and a pres-
sure of 101,33 kPa for an average ratio of carbon to hydrogen of
1:1,85 (= 0,619 kg/m3);
8.2.4. HCcis the concentration of the diluted gases expressed in parts per
million carbon equivalent (for example: the concentration of propane
multiplied by 3) and corrected to take account of the dilution air:
HCc¼HCe/C0HCd1/C01
DF/C18/C19
where:
8.2.4.1. HCeis the concentration of hydrocarbons, expressed in parts per
million carbon equivalent, in the sample of diluted gases collected in
bag Sb;
8.2.4.2. HCdis the concentration of hydrocarbons, expressed in parts per
million carbon equivalent, in the sample of dilution air collected in
bag Sa;
8.2.4.3. DF is the coefficient specified in 8.4;8.2.5. V is the total volume (see 8.1.5).1997L0024 — EN — 10.09.2003 — 002.001 — 270
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8.3. The mass of oxides of nitrogen emitted through the exhaust of the
motorcycle or motor tricycle during the test is calculated by means
of the formula:
NOxM¼1
S/C1V/C1dNO2/C1NOxc/C1Kh
106
where:
8.3.1. NOxMis the mass of oxides of nitrogen emitted during the test,
expressed in g/km;
8.3.2. S is the distance defined in 7.5;
8.3.3. dNO2is the density of the oxides of nitrogen in the exhaust gases, in
NO2equivalent, at a temperature of 0 ºC and a pressure of
101,33 kPa (= 2,05 kg/m3);
8.3.4. NOxcis the concentration of oxides of nitrogen in the diluted gases,
expressed in parts per million and corrected to take account of the
dilution air:
NOxc¼NOxe/C0NOxd1/C01
DF/C18/C19
where:
8.3.4.1. NOxeis the concentration of oxides of nitrogen, expressed in parts per
million, in the sample of diluted gases collected in bag Sa;
8.3.4.2. NOxdis the concentration of oxides of nitrogen, expressed in parts per
million, in the sample of dilution air collected in bag Sb;
8.3.4.3. DF is the coefficient specified 8.4;
8.3.5. Kh is the correction factor for humidity:
Kh¼1
1/C00;0329 H /C010;7 ðÞ
where:
8.3.5.1. H is the absolute humidity in grams of water per kg of dry air:
H¼6;2111 /C1U/C1Pd
Pa/C0PdU
100g=kgðÞ
where:
8.3.5.1.1. U is the humidity content expressed as a percentage;
8.3.5.1.2. Pd is the saturated-water-vapour pressure, expressed in kPa, at the test
temperature;
8.3.5.1.3. Pa is the atmospheric pressure in kPa;
8.4. DF is a coefficient expressed by means of the formula:
DF¼14;5
CO2þ0;5C O þHC
where:
8.4.1. CO, CO2and HC are concentrations of carbon monoxide, carbon
dioxide and hydrocarbons expressed as a percentage of the sample of
diluted gases contained in bag Sa.1997L0024 — EN — 10.09.2003 — 002.001 — 271
▼B
Sub-appendix 1
Engineoperatingcycle fortheTypeItest
1997L0024 — EN — 10.09.2003 — 002.001 — 272
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Sub-appendix 2
ExampleNo1ofanexhaust-gascollection system
1997L0024 — EN — 10.09.2003 — 002.001 — 273
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Sub-appendix 3
ExampleNo2ofanexhaust-gascollection system
1997L0024 — EN — 10.09.2003 — 002.001 — 274
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Sub-appendix 4
Methodofcalibratingtheon-roadpowerabsorptionbythedynamometerin
thecaseofmotorcycles ormotortricycles
This Sub-appendix describes a method used to determine on-road power absorp-
tion using a dynamometer.
The absorbed power measured on the road includes the power absorbed by fric-
tion and the power absorbed by the power absorption device. The dynamometer
is operated above the range of test speeds. The device used to activate the
dynamometer is then disconnected from the bench and the rotational speed of
the roller(s) decreases.
The kinetic energy of the device is dissipated by the dynamometer power
absorption unit and by the friction of the dynamometer. This method takes no
account of variations in internal friction within the roller due to the rotating
mass of the motorcycle or motor tricycle. The difference between the time the
free rear-roller stops and the time the motor-driven front roller stops can be
ignored in the case of a dynamometer with two rollers.
Procedures are as follows:
1. The rotational speed of the roller is measured if this has not already been
done. An additional measuring wheel, a revolution counter, or another
method may be used.
2. The motorcycle or motor tricycle is placed on the dynamometer or another
method is used to make the dynamometer function.
3. The flywheel, or any other of the inertia simulation systems most commonly
used with the dynamometer for the particular category of motorcycle or
motor tricycle mass, is engaged.
4. The dynamometer is brought to a speed of 50 km/h.
5. The power absorbed is recorded.6. The dynamometer is brought to a speed of 60 km/h.
7. The device used to activate the dynamometer is disconnected.
8. The time taken for the dynamometer to decrease from a speed of 55 km/h to
a speed of 45 km/his recorded.
9. The power absorption device is set to a different level.
10. Stages 4 to 9 above are repeated as often as required to cover the range of
the on-road powers used.
11. The absorbed power is calculated by means of the formula:
P
d¼M1V2
1/C0V2
2/C0/C1
2000 t¼0;03858 M 1
t
where:
Pd= power in kW
M1= equivalent inertia in kg
V1= initial velocity in m/s (55 km/h= 15,28 m/s)
V2= final velocity in m/s (45 km/h= 12,50 m/s)
t = time taken by the roller to decelerate from 55 km/h to 45 km/h1997L0024 — EN — 10.09.2003 — 002.001 — 275
▼B
12. Diagram showing the power absorbed by the dynamometer according to the
power indicated for the test speed of 50 km/h referred to in phase 4 below.
1997L0024 — EN — 10.09.2003 — 002.001 — 276
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Appendix 1a
Type I test (for vehicles tested against the emission limits laid down in Row B of the Table in
section2.2.1.1.5ofthisAnnex)
(checking the average emission of pollutants)
1. INTRODUCTION
Procedure for Type I test specified in section 2.2.1.1 of Annex II.
1.1. The motorcycle or motor tricycle is placed on a dynamometer
equipped witha brake and flywh eel. A test conducted over six
elementary urban cycles lasting a total of 1170 seconds for class I
motorcycles or a test conducted over six elementary urban cycles
plus one extra-urban cycle lasting a total of 1570 seconds for class
II motorcycles is carried out without interruption.
During the test the exhaust gases are diluted with air so that the
flow volume of the mixture remains constant. Throughout the test
a continuous flow of samples of the mixture must be passed into
one or more bags so that concentrations (average test values) of
carbon monoxide, unburnt hydrocarbons, oxides of nitrogen and
carbon dioxide can be determined in succession.
2. OPERATING CYCLE ON THE DYNAMOMETER
2.1.Descriptionofcycle
The operating cycles on the dynamometer are indicated in sub-
Appendix 1.
2.2.General conditionsforcarryingoutthecycle
Preliminary test cycles must be carried out if necessary to determine
how best to actuate the accelerator and brake controls so as to
achieve a cycle approximating to the theoretical cycle within the
prescribed limits.
2.3.Useofthegearbox
2.3.1. Use of the gearbox is determined as follows:
2.3.1.1. At constant speed, the engine speed must as far as possible remain
between 50 % and 90 % of the maximum speed. If this speed can
be achieved using more than one gear, the engine is tested using the
highest gear.
2.3.1.2. With respect to the urban cycle, during acceleration the engine must
be tested using the gear which allows maximum acceleration. The
next higher gear is engaged, at the latest, when the engine speed
has reached 110 % of the speed at which the maximum rated power
output occurs. If a motorcycle or motor tricycle reaches a speed of
20 km/h in first gear or 35 km/h in second gear, the next higher
gear must be engaged at these speeds.
In these cases, no other change into higher gears is permitted. If,
during the acceleration phase, the gears are changed at fixed motor-
cycle or motor tricycle speeds, the steady speed phase which
follows must be performed with the gear which is engaged when
the motorcycle or motor tricycle begins the steady speed phase, irre-spective of the engine speed.
2.3.1.3. During deceleration, the next lower gear must be engaged before the
engine reaches virtual idling speed or when the engine speed has
fallen to 30 % of the speed of the maximum rated output, whichever
occurs first. First gear must not be engaged during deceleration.
2.3.2. Motorcycles or motor tricycles equipped withautomatic gearboxes
are tested with the highest gear engaged (drive). The accelerator
must be operated in sucha way as to obtain as steady an accelera-
tion as possible so that the transmission engages the different gears
in the normal order. The tolerances specified in section 2.4 apply.
2.3.3. For carrying out the extra-urban cycle, the gearbox shall be used
according to the manufacturer's recommendations.
The gear change points shown in Appendix 1 to this Annex do not
apply; acceleration must continue throughout the period represented
by the straight line connecting the end of each period of idling with1997L0024 — EN — 10.09.2003 — 002.001 — 277
▼M2
the beginning of the next following period of steady speed. The
tolerances given in section 2.4 apply.
2.4.Tolerances
2.4.1. The theoretical speed shall be maintained to a tolerance of ± 2 km/h
during all phases. Speed tolerances greater than those prescribed are
permitted during phase changes provided that the tolerances are
never exceeded for more than 0,5 seconds on any one occasion, in
all cases subject to the provisions of sections 6.5.2 and 6.6.3.
2.4.2. A tolerance of ± 0,5 seconds above or below the theoretical times
must be allowed.
2.4.3. The speed and time tolerances are combined as indicated in sub-
Appendix 1.
2.4.4. The distance travelled during the cycle must be measured with a
tolerance of ± 2 %.
3. MOTORCYCLE OR MOTOR TRICYCLE AND FUEL
3.1.Testmotorcycle ormotortricycle
3.1.1. The motorcycle or motor tricycle must be presented in good
mechanical condition. It should have been run in and driven at least
1 000 km before the test. The laboratory may decide whether a
motorcycle or motor tricycle which has travelled less than 1 000 km
before the test may be accepted.
3.1.2. The exhaust device must not have any leaks likely to reduce the
quantity of gases collected, which must equal the quantity of gases
emerging from the engine.
3.1.3. The tightness of the intake system may be checked to ensure the
carburation is not affected by an accidental intake of air.
3.1.4. The settings of the motorcycle or motor tricycle must be as
prescribed by the manufacturer.
3.1.5. The laboratory may verify that the motorcycle or motor tricycle
delivers the performance stated by the manufacturer, that it can be
used for normal driving, and more particularly that it is capable of
starting when cold and when hot.
3.2.Fuel
The fuel used for the test must be the reference fuel as defined in
Annex IV. If the engine is lubricated by a mixture, the oil added
to the reference fuel must comply as to quality and quantity with
the manufacturer's recommendations.
4. TEST EQUIPMENT
4.1.Dynamometer
The main characteristics of the dynamometer are as follows:Contact between roller and tyre of eachdriving wh eel:
— diameter of roller ≥400 mm;
— Equation for power-absorption curve: from an initial speed of
12 km/h, the test bench must be able to reproduce, with a toler-
ance of ± 15 %, the power developed by the engine when the
motorcycle or motor tricycle is travelling along a flat road with
wind speed virtually zero. Either the power absorbed by the
brakes and the internal friction of the bench must be calculated
according to the provisions of section 11 of sub-Appendix 4 to
Appendix 1, or the power absorbed by the brakes and the
internal friction of the bench are:
—KV
3±5%o fPV50
— Additional inertias: 10 kg and 10 kg(1).
4.1.1. The distance effectively travelled is measured using a revolution
counter driven by the roller which drives the brake and the
flywheels.1997L0024 — EN — 10.09.2003 — 002.001 — 278
(1) These are additional masses which may, where appropriate, be replaced by an elec-
tronic device, provided that the equivalence of the results is demonstrated.
▼M2
4.2.Equipmentforsamplingthegasesandmeasuringtheirvolume
4.2.1. Sub-Appendices 2 and 3 of Appendix 1 contain a diagram showing
the principle for collecting, diluting, sampling and measuring the
volume of exhaust gases during the test.
4.2.2. The following sections describe the components of the test equip-
ment (against each component is given the abbreviation used in the
sketch in sub-Appendices 2 and 3 of Appendix 1). The technical
service may authorise the use of different equipment provided that
it gives equivalent results:
4.2.2.1. a device to collect all the exhaust gases produced during the test;
this is generally an open device, which maintains atmospheric pres-
sure at the exhaust pipe(s). Nevertheless, a closed system may be
used provided that the back-pressure conditions are complied with
(± 1,25 kPa). The gases must be collected in such a way that there
is not sufficient condensation to have a significant effect on the
nature of the exhaust gases at the test temperature;
4.2.2.2. a tube (Tu) connecting the exhaust-gas collection equipment and the
exhaust-gas sampling system. This connecting tube and the gas-
collection equipment must be made of stainless steel, or of another
material which will not affect the composition of the gases collected
and will resist their temperature;
4.2.2.3. a heat exchanger (Sc) capable of limiting the variation in the
temperature of the diluted gases at the pump inlet to within ± 5 ºC
for the duration of the test. This exchanger must be equipped with a
pre-heating system capable of bringing the gases up to operating
temperature (± 5 ºC) before the test commences;
4.2.2.4. a displacement pump (P1) to suck in the diluted gases driven by a
motor which can operate at various rigorously constant speeds. The
pump must guarantee constant flow of a sufficient volume in order
to ensure that all the exhaust gases are sucked in. A device which
uses a critical flow venturi may also be used;
4.2.2.5. a device which can continually record the temperature of the diluted
gases entering the pump;
4.2.2.6. a sampling probe (S3) attached to the outside of the gas-collection
device which can collect a constant sample of the dilution air using
a pump, a filter and a flow meter for the duration of the test;
4.2.2.7. a sampling probe S2, placed before the displacement pump and
directed upstream of the flow of diluted gases to sample the mixture
of diluted gases for the duration of the test at a constant rate of flow
using, if necessary, a filter, a flow meter and a pump. The minimum
rate of flow of the gases in the two sampling systems described
above must be at least 150 l/h;
4.2.2.8. two filters (F2and F3), placed after probes S2and S3respectively,
designed to filter out the solid particles suspended in the flow of
the sample collected in the bags. Particular care must be taken to
ensure that they do not affect the concentrations of gaseous compo-
nents in the samples;
4.2.2.9. two pumps (P2and P3) to take samples from probes S2and S3respectively and to fill bags Saand Sb;
4.2.2.10. two hand-adjustable valves (V2and V3) installed in series with
pumps P2and P3respectively in order to regulate the flow of the
sample sent into the bags;
4.2.2.11. two rotameters (R2and R3) installed in series in the lines ‘probe,
filter, pump, valve, bag’ (S2,F2,P2,V2,Saand S3,F3,P3,V3,Sbrespectively) so that instant visual checks can be made on the flowof the sample at any moment;
4.2.2.12. leak-tight sampling bags to collect the dilution air and mixture of
diluted gases which are of sufficient capacity not to disrupt the
normal flow of sampling. These sampling bags must have automatic
sealing devices on the side of the bag which can be closed rapidly
and tightly, either on the sampling circuit or on the analysis circuit
at the end of the test;
4.2.2.13. two differential pressure manometers (g
1and g2) installed:
g1: before pump P1in order to measure the difference in pressure
between the mixture of exhaust gases and dilution air and the
atmosphere;
g2: before and after pump P1in order to measure the increase in
pressure exerted on the flow of gas;1997L0024 — EN — 10.09.2003 — 002.001 — 279
▼M2
4.2.2.14. a revolution counter to count the number of revolutions made by the
rotary displacement pump P1;
4.2.2.15. three-way valves on the sampling circuits described above to direct
the flow of samples either to the atmosphere or to their respective
sampling bags for the duration of the test. Rapid-action valvesmust be used. They must be manufactured from materials which
do not affect the composition of the gases; they must also have
discharge cross-sections and shapes which minimise load losses as
far as technically possible.
4.3.Analyticalequipment
4.3.1. Measuring the concentration of hydrocarbons
4.3.1.1. A flame-ionisation analyser is used to measure the concentration of
unburnt hydrocarbons in the samples collected in bags S
aand Sb,
during the test.
4.3.2. Measuring the concentrations of CO and CO2
4.3.2.1. A non-dispersive infra-red absorption analyser is used to measure
the concentrations of carbon monoxide CO and carbon dioxide
CO2in the samples collected in bags Saand Sbduring the test.
4.3.3. Measuring the concentration of NOx
4.3.3.1. A chemiluminescent analyser is used to measure the concentrations
of oxides of nitrogen (NOx) in the samples collected in bags Saand
Sbduring the test.
4.4.Accuracyofinstrumentsandmeasurements
4.4.1. As the brake is calibrated in a separate test, it is not necessary to
indicate the accuracy of the dynamometer. The total inertia of the
rotating masses, including that of the rollers and the rotating part
of the brake (see section 5.2), must be given to within ± 2 %.
4.4.2. The speed of the motorcycle or motor tricycle is measured by the
speed of rotation of the rollers connected to the brake and the
flywheels. It must be measurable to within ± 2 km/h from 0 to
10 km/h and to within ± 1 km/h for speeds above 10 km/h.
4.4.3. The temperature referred to in section 4.2.2.5 must be measurable to
within ± 1 ºC. The temperature referred to in section 6.1.1 must be
measurable to within ± 2 ºC.
4.4.4. The atmospheric pressure must be measurable to within ± 0,133
kPa.
4.4.5. The drop in pressure in the mixture of diluted gases entering pump
P1(see section 4.2.2.13) compared withatmosph eric pressure must
be measurable to within ± 0,4 kPa. The difference in pressure of
the diluted gases entering the sections before and after pump P1(see section 4.2.2.13) must be measurable to within ± 0,4 kPa.
4.4.6. The volume displaced at each complete rotation of pump P1and the
displacement value at the lowest possible pump speed, as recorded
by the revolution counter, must make it possible to determine the
overall volume of the mixture of exhaust gases and dilution air
displaced by pump P1during the test to within ± 2 %.
4.4.7. Irrespective of the accuracy with which the standard gases are deter-
mined, the measuring range of the analysers must be compatible
with the accuracy required to measure the content of the various
pollutants to within ± 3 %.
The flame-ionisation analyser which measures the concentration of
hydrocarbons must be capable of reaching 90 % of the full scale in
less than one second.
4.4.8. The content of the standard (calibration) gases must not differ by
more than ± 2 % from the reference value of each gas. The diluent
must be nitrogen.
5. PREPARING THE TEST
5.1.Roadtest
5.1.1. Requirement for road
The test road shall be flat, level, straight and smoothly paved. The
road surface shall be dry and free of obstacles or wind barriers that1997L0024 — EN — 10.09.2003 — 002.001 — 280
▼M2
might impede the measurement of the running resistance. The slope
shall not exceed 0,5 % between any two points at least 2 m apart.
5.1.2. Ambient conditions for road test
During data collecting periods, the wind shall be steady. The wind
speed and the direction of the wind shall be measured continuously
or with adequate frequency at a location where the wind force
during coastdown is representative.
The ambient conditions shall be within the following limits:
— maximum wind speed: 3 m/s
— maximum wind speed for gusts: 5 m/s
— average wind speed, parallel: 3 m/s
— average wind speed, perpendicular: 2 m/s— maximum relative humidity: 95 %
— air temperature: 278 K to 308 K
Standard ambient conditions shall be as follows:
— pressure, p
0: 100 kPa
— temperature, T0: 293 K
— relative air density, d0: 0,9197
— wind speed: no wind
— air volumetric mass, ρ0: 1,189 kg/m3
The relative air density when the motorcycle is tested, calculated in
accordance with the formula below, shall not differ by more than
7,5 % from the air density under the standard conditions.
The relative air density, dT, shall be calculated by the formula:
dT¼d0/C2pT
p0/C2T0
TT
where
dT= relative air density under test conditions;
pT= ambient pressure under test conditions, in kilopascals;
TT= absolute temperature during the test, in Kelvin.
5.1.3. Reference speed
The reference speed or speeds shall be as defined in the test cycle.
5.1.4. Specified speed
The specified speed, v, is required to prepare the running resistance
curve. To determine the running resistance as a function of motor-
cycle speed in the vicinity of the reference speed v0, running
resistances shall be measured using at least four specified speeds,
including the reference speed(s). The range of specified speed
points (the interval between the maximum and minimum points)
shall extend either side of the reference speed or the reference speed
range, if there is more than one reference speed, by at least ∆v, as
defined in 5.1.6. The specified speed points, including the reference
speed point(s), shall be no greater than 20 km/h apart and the
interval of specified speeds should be the same. From the running
resistance curve the running resistance at the reference speed(s)can be calculated.
5.1.5. Coastdown starting speed
The coastdown starting speed shall be more than 5 km/h above the
highest speed at which coastdown time measurement begins; since
sufficient time is required, for example, to settle the positions of
both the motorcycle and rider and to cut the transmitted engine
power off before the speed is reduced to v
1, the speed at which the
measurement of the coastdown time is started.
5.1.6. Coastdown time measurement beginning speed and ending speed
To ensure accuracy in measuring the coastdown time ∆t, and coast-
down speed interval 2 ∆v, the beginning speed v1, and ending speed
v2, in kilometres per hour, the following requirements shall be met:1997L0024 — EN — 10.09.2003 — 002.001 — 281
▼M2
v1¼vþ∆v
v2¼v/C0∆v
∆v = 5 km/hfor v < 60 km/h
∆v = 10 km/hfor v ≥60 km/h
5.1.7. Preparation of test motorcycle
5.1.7.1. The motorcycle shall conform in all its components with the
production series, or, if the motorcycle is different from the produc-
tion series, a full description shall be given in the test report.
5.1.7.2. The engine, transmission and motorcycle shall be properly run in, in
accordance withth e manufacturer's requirements.
5.1.7.3. Motorcycle shall be adjusted in accordance with the manufacturer's
requirements, e.g. the viscosity of the oils, tyre pressures, or, if the
motorcycle is different from the production series, a full description
shall be given in the test report.
5.1.7.4. The mass in running order of the motorcycle shall be as defined in
section 1.2 of this Annex.
5.1.7.5. The total test mass including the masses of the rider and the instru-
ments shall be measured before the beginning of the test.
5.1.7.6. The distribution of the load between the wheels shall be in confor-
mity withth e manufacturer's instructions.
5.1.7.7. When installing the measuring instruments on the test motorcycle,
care shall be taken to minimise their effects on the distribution of
the load between the wheels. When installing the speed sensor
outside the motorcycle, care shall be taken to minimise the addi-
tional aerodynamic loss.
5.1.8. Rider and riding position
5.1.8.1. The rider shall wear a well-fitting suit (one-piece) or similar
clothing, a protective helmet, eye protection, boots and gloves.
5.1.8.2. The rider in the conditions given in 5.1.8.1 shall have a mass of
75 kg ± 5 kg and be 1,75 m ± 0,05 m tall.
5.1.8.3. The rider shall be seated on the seat provided, with his feet on the
footrests and his arms normally extended. This position shall allow
the rider at all times to have proper control of the motorcycle during
the coastdown test.
The position of the rider shall remain unchanged during the whole
measurement.
5.1.9. Measurement of coastdown time
5.1.9.1. After a warm-up period, the motorcycle shall be accelerated to the
coastdown starting speed, at which point the coastdown shall be
started.
5.1.9.2. Since it can be dangerous and difficult from the viewpoint of its
construction to have the transmission shifted to neutral, the coasting
may be performed solely with the clutch disengaged. Further, the
tractive method of using another motorcycle for traction shall be
applied to those motorcycles that have no way of cutting the trans-
mitted engine power off during coasting. When the coastdown test
is reproduced on the chassis dynamometer, the transmission and
clutch shall be in the same condition on the road test.
5.1.9.3. The motorcycle steering shall be altered as little as possible and the
brakes shall not be operated until the end of the coastdown
measurement.
5.1.9.4. The coastdown time ∆taicorresponding to the specified speed vjshall be measured as the elapsed time from the motorcycle speed
vj+∆vt ovj-∆v.
5.1.9.5. The procedure from 5.1.9.1 to 5.1.9.4 shall be repeated in the oppo-
site direction to measure the coastdown time ∆tbi.1997L0024 — EN — 10.09.2003 — 002.001 — 282
▼M2
5.1.9.6. The average ∆Tiof the two coastdown times ∆taiand∆tbishall be
calculated by the following equation:
∆Ti¼∆taiþ∆tbi
2
5.1.9.7. At least four tests shall be performed and the average coastdown
time∆Tjcalculated by the following equation:
∆Tj¼1
nXn
i¼1∆Ti
Tests shall be performed until the statistical accuracy, P, is equal to
or less than 3 % ( P≤3 %). The statistical accuracy, P,a sa
percentage, is defined by:
P¼tsﬃﬃﬃnp/C2100
∆Tj
where:
t = coefficient given in table 1;
s = standard deviation given by the formula
s¼ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
Xn
i¼1∆Ti/C0∆Tj/C0/C12
n/C01vuut
n = the number of the test.
Table 1
Thecoefficient forthestatisticalaccuracy
nttﬃﬃﬃnp
4 3,2 1,60
5 2,8 1,25
6 2,6 1,067 2,5 0,948 2,4 0,85
9 2,3 0,77
10 2,3 0,7311 2,2 0,6612 2,2 0,6413 2,2 0,61
14 2,2 0,59
15 2,2 0,57
5.1.9.8. In repeating the test, care shall be taken to start the coastdown after
observing the same warm-up conditions and at the same coastdown
starting speed.
5.1.9.9. The measurement of coastdown time for multiple specified speeds
may be made by a continuous coastdown. In this case, the coast-1997L0024 — EN — 10.09.2003 — 002.001 — 283
▼M2
down shall be repeated always from the same coastdown starting
speed.
5.2.Dataprocessing
5.2.1. Calculation of running resistance force
5.2.1.1. The running resistance force Fj, in Newton, at the specified speed vjis calculated as follows:
Fj¼1
3;6mþmr ðÞ2∆v
∆Tj
where:
m = test motorcycle mass, in kilograms, as tested including rider
and instruments;
mr= equivalent inertia mass of all the wheels and motorcycle
parts rotating with the wheels during coastdown on the
road. mrshould be measured or calculated as appropriate.
As an alternative, mrmay be estimated as 7 % of the
unladen motorcycle mass.
5.2.1.2. The running resistance force Fjshall be corrected in accordance
with5.2.2.
5.2.2. Running resistance curve fitting
The running resistance force, F, is calculated as follows:
F¼f0þf2v2
This equation shall be fitted by linear regression to the data set of Fjand vjobtained above to determine the coefficients f0and f2,
where:F = running resistance force, including wind velocity resistance,
if appropriate, in Newton;
f
0= rolling resistance, in Newton;
f2= coefficient of aerodynamic drag, in Newton-hours squared
per square kilometre [N/(km/h)2].
The coefficients f0and f2determined shall be corrected to the stan-
dard ambient conditions by the following equations:
f/C3
0¼f01þK0TT/C0T0 ðÞ ½/C138
f/C3
2¼f2/C2TT
T0/C2p0
pT
where:
f*0= corrected rolling resistance at standard ambient conditions,
in Newton;
TT= mean ambient temperature, in Kelvin;
f*2= corrected coefficient of aerodynamic drag in Newton-hours
squared per square kilometre [N/(km/h)2];
pT= mean atmospheric pressure, in kilo-Pascals;
K0= temperature correction factor of rolling resistance, that may
be determined based on the empirical data for the particular
motorcycle and tyre tests, or may be assumed as follows if
the information is not available: K0=6×1 0-3K-1.
5.2.3. Target running resistance force for chassis dynamometer setting
The target running resistance force F*(v0) on the chassis dynam-
ometer at the reference motorcycle speed (v0), in Newton, is
determined as follows:
F/C3v0ðÞ ¼f/C3
0þf/C3
2/C2v2
01997L0024 — EN — 10.09.2003 — 002.001 — 284
▼M2
5.3.Chassis dynamometer setting derived from on-road coastdown
measurements
5.3.1. Requirements for equipment
5.3.1.1. The instrumentation for the speed and time measurement shall have
the accuracy specified in Table 2, (a) to (f).
Table 2
Requiredaccuracyofmeasurements
At measured value Resolution
(a) Running resistance force, F + 2 % —
(b) Motorcycle speed (v1,v2) ± 1 % 0,45 km/h
(c) Coastdown speed interval [2 ∆v=v1-v2] ± 1 % 0,10 km/h
(d) Coastdown time ( ∆t) ± 0,5 % 0,01 s
(e) Total motorcycle mass [mk+mrid] ± 1,0 % 1,4 kg
(f) Wind speed ± 10 % 0,1 m/s
The chassis dynamometer rollers shall be clean, dry and free from
anything which might cause the tyre to slip.
5.3.2. Inertia mass setting
5.3.2.1. The equivalent inertia mass for the chassis dynamometer shall be
the flywheel equivalent inertia mass, mfi, closest to the actual mass
of the motorcycle, ma. The actual mass, ma, is obtained by adding
the rotating mass of the front wheel, mrf, to the total mass of the
motorcycle, rider and instruments measured during the road test.
Alternatively, the equivalent inertia mass mican be derived from
Table 3. The value of mrfmay be measured or calculated, in kilo-
grams, as appropriate, or may be estimated as 3 % of m.
If the actual mass macannot be equalised to the flywheel equivalent
inertia mass mi, to make the target running resistance force F* equal
to the running resistance force FEwhich is to be set to the chassis
dynamometer, the corrected coastdown time ∆TEmay be adjusted in
accordance with the total mass ratio of the target coastdown time
∆Troadas follows:
∆Troad¼1
3;6maþmr1 ðÞ2∆v
F/C3
∆TE¼1
3;6miþmr1 ðÞ2∆v
FE
FE¼F/C3
∆TE¼∆Troad/C2miþmr1
maþmr1
with
0;95<miþmr1
maþmr1<1;05
and where:
∆Troad= target coastdown time;
∆TE= corrected coastdown time at the inertia mass (mi+mr1);
FE= equivalent running resistance force of the chassis
dynamometer;
mr1= equivalent inertia mass of the rear wheel and motor-
cycle parts rotating with the wheel during coastdown.
mr1may be measured or calculated, in kilograms, as1997L0024 — EN — 10.09.2003 — 002.001 — 285
▼M2
appropriate. As an alternative, mr1may be estimated as
4 % of m.
5.3.3. Before the test, the chassis dynamometer shall be appropriately
warmed up to the stabilised frictional force Ff.
5.3.4. The tyre pressures shall be adjusted to the specifications of the
manufacturer or to those at which the speed of the motorcycle
during the road test and the motorcycle speed obtained on the
chassis dynamometer are equal.
5.3.5. The test motorcycle shall be warmed up on the chassis dynam-
ometer to the same condition as it was during the road test.
5.3.6. Procedures for setting chassis dynamometer
The load on the chassis dynamometer FEis, in view of its construc-
tion, composed of the total friction loss Ffwhich is the sum of the
chassis dynamometer rotating frictional resistance, tyre rolling resis-
tance and frictional resistance to the rotating parts in the driving
system of the motorcycle, and the braking force of the powerabsorbing unit (pau) F
pau, as shown in the following equation:
FE¼FfþFpau
The target running resistance force F* in 5.2.3 should be reproduced
on the chassis dynamometer in accordance with the motorcycle
speed. Namely:
FEviðÞ ¼F/C3viðÞ
5.3.6.1. Determination of total friction loss
The total friction loss Ffon the chassis dynamometer shall be
measured by the method given in sections 5.3.6.1.1 and 5.3.6.1.2.
5.3.6.1.1. Motoring by chassis dynamometer
This method applies only to chassis dynamometers capable of
driving a motorcycle. The motorcycle shall be driven by the chassis
dynamometer steadily at the reference speed v0withth e transmis-
sion engaged and the clutch off. The total friction loss Ff(v0)a tt he
reference speed v0is given by the chassis dynamometer force.
5.3.6.1.2. Coastdown without absorption
The method of measuring the coastdown time is regarded as the
coastdown method for the measurement of the total friction loss Ff.
The motorcycle coastdown shall be performed on the chassis
dynamometer by the procedure described from 5.1.9.1 to 5.1.9.4
under zero chassis dynamometer absorption, and the coastdown
time ∆ticorresponding to the reference speed v0shall be measured.
The measurement shall be carried out at least three times, and the
mean coastdown time ∆t shall be calculated from the formula:
∆t¼1
nXn
i¼1∆ti
The total friction loss Ff(v0) at the reference speed v0is calculated
as:
Ffv0ðÞ ¼1
3;6miþmr1 ðÞ2∆v
∆t
5.3.6.2. Calculation of power absorption unit force
The force Fpau(v0) to be absorbed by the chassis dynamometer at the
reference speed v0is calculated by subtracting Ff(v0) from the target
running resistance force F*(v0):
Fpauv0ðÞ ¼F/C3v0ðÞ /C0Ffv0ðÞ1997L0024 — EN — 10.09.2003 — 002.001 — 286
▼M2
5.3.6.3. Chassis dynamometer setting
According to the type of chassis dynamometer, it shall be set by one
of the methods described in sections 5.3.6.3.1 to 5.3.6.3.4.
5.3.6.3.1. Chassis dynamometer with polygonal function
In the case of a chassis dynamometer with polygonal function, in
which the absorption characteristics are determined by load values
at several speed points, at least three specified speeds, including
the reference speed, shall be chosen as the setting points. At each
setting point, the chassis dynamometer shall be set to the value
Fpau(vj) obtained in 5.3.6.2.
5.3.6.3.2. Chassis dynamometer with coefficient control
5.3.6.3.2.1. In the case of a chassis dynamometer with coefficient control, in
which the absorption characteristics are determined by given coeffi-
cients of a polynomial function, the value of Fpau(vj) at each
specified speed shall be calculated by the procedure given in
sections 5.3.6.1 and 5.3.6.2.
5.3.6.3.2.2. Assuming the load characteristics to be:F pauvðÞ ¼av2þbvþcthe
coefficients a, b and c shall be determined by the polynomial
regression method.
5.3.6.3.2.3. The chassis dynamometer shall be set to the coefficients a, b and c
obtained in section 5.3.6.3.2.2.
5.3.6.3.3. Chassis dynamometer with F* polygonal digital setter
5.3.6.3.3.1. In the case of a chassis dynamometer with F* polygonal digital
setter, where a CPU is incorporated in the system, F* is input
directly, and ∆ti,Ffand Fpauare automatically measured and calcu-
lated to set on the chassis dynamometer the target running
resistance force F*=f*0+f*2v2.
5.3.6.3.3.2. In this case, several points are directly input in succession digitally
by the data set of F*jand vj, the coastdown is performed and the
coastdown time ∆tiis measured. By automatic calculation in the
following sequence by the built-in CPU, Fpauis automatically set in
the memory at motorcycle speed intervals of 0,1 km/h, and after the
coastdown test is repeated several times, the running resistance
setting is computed:
F/C3þFf¼1
3;6miþmr1 ðÞ2∆v
∆ti
Ff¼1
3;6miþmr1 ðÞ2∆v
∆ti/C0F/C3
Fpau¼F/C3/C0Ff
5.3.6.3.4. Chassis dynamometer with f*0,f *2coefficient digital setter
5.3.6.3.4.1. In the case of a chassis dynamometer with f*0,f *2coefficient digital
setter, where a CPU is incorporated in the system, the target running
resistance force F*=f*0+f*2v2is automatically set on the chassis
dynamometer.
5.3.6.3.4.2. In this case, the coefficients f*0and f*2are directly input digitally;
the coastdown is performed and the coastdown time ∆tiis measured.
The calculation is automatically made in the following sequence by
the built-in CPU and Fpauis automatically set in the memory digi-
tally at motorcycle speed intervals of 0,06 km/hto complete th e
running resistance setting:
F/C3þFf¼1
3;6miþmr1 ðÞ2∆v
∆ti
Ff¼1
3;6miþmr1 ðÞ2∆v
∆ti/C0F/C3
Fpau¼F/C3/C0Ff1997L0024 — EN — 10.09.2003 — 002.001 — 287
▼M2
5.3.7. Verification of chassis dynamometer
5.3.7.1. Immediately after the initial setting, the coastdown time ∆tEon the
chassis dynamometer corresponding to the reference speed (v0),
shall be measured by the same procedure as in 5.1.9.1 to 5.1.9.4.
The measurement shall be carried out at least three times, and the
mean coastdown time ∆tEshall be calculated from the results.
5.3.7.2. The set running resistance force at the reference speed, FE(v0)o nt he
chassis dynamometer is calculated by the following equation:
FEv0ðÞ ¼1
3;6miþmr1 ðÞ2∆v
∆tE
where:
FE= set running resistance force on the chassis dynamometer;
∆tE= mean coastdown time on the chassis dynamometer.
5.3.7.3. The setting error, εis calculated as follows:
ε¼FEv0ðÞ /C0F/C3v0ðÞ jj
F/C3v0ðÞ/C2100
5.3.7.4. Readjust the chassis dynamometer if the setting error does not
satisfy the following criteria:
ε≤2 % for v0≥50 km/h
ε≤3 % for 30 km/h ≤v0< 50 km/h
ε≤10 % for v0< 30 km/h
5.3.7.5. The procedure in sections 5.3.7.1 to 5.3.7.3 shall be repeated until
the setting error satisfies the criteria.
5.4.Chassisdynamometersettingusingtherunningresistancetable
The chassis dynamometer can be set by the use of the running resis-
tance table instead of the running resistance force obtained by the
coastdown method. In this table method, the chassis dynamometer
shall be set by the reference mass regardless of particular motor-
cycle characteristics.
The flywheel equivalent inertia mass mfishall be the equivalent
inertia mass mispecified in Table 3. The chassis dynamometer shall
be set by the rolling resistance of front wheel ‘a’ and the aerody-
namic drag coefficient ‘b’ specified in Table 3.
Table 3 (1)
Equivalentinertia mass
Reference mass mref(kg)Equivalent inertia mass mi(kg)Rolling resistance of front
wheel ‘a’
(N)Aerodynamic drag coeffi-
cient ‘b’
(N/(km/h)(1)
95 < mref≤105 100 8,8 0,0215
105 < mref≤115 110 9,7 0,0217
115 < mref≤125 120 10,6 0,0218
125 < mref≤135 130 11,4 0,0220
135 < mref≤145 140 12,3 0,0221
145 < mref≤155 150 13,2 0,0223
155 < mref≤165 160 14,1 0,0224
165 < mref≤175 170 15,0 0,0226
175 < mref≤185 180 15,8 0,0227
185 < mref≤195 190 16,7 0,02291997L0024 — EN — 10.09.2003 — 002.001 — 288
▼M2
Reference mass mref(kg)Equivalent inertia mass mi(kg)Rolling resistance of front
wheel ‘a’
(N)Aerodynamic drag coeffi-
cient ‘b’
(N/(km/h)(1)
195 < mref≤205 200 17,6 0,0230
205 < mref≤215 210 18,5 0,0232
215 < mref≤225 220 19,4 0,0233
225 < mref≤235 230 20,2 0,0235
235 < mref≤245 240 21,1 0,0236
245 < mref≤255 250 22,0 0,0238
255 < mref≤265 260 22,9 0,0239
265 < mref≤275 270 23,8 0,0241
275 < mref≤285 280 24,6 0,0242
285 < mref≤295 290 25,5 0,0244
295 < mref≤305 300 26,4 0,0245
305 < mref≤315 310 27,3 0,0247
315 < mref≤325 320 28,2 0,0248
325 < mref≤335 330 29,0 0,0250
335 < mref≤345 340 29,9 0,0251
345 < mref≤355 350 30,8 0,0253
355 < mref≤365 360 31,7 0,0254
365 < mref≤375 370 32,6 0,0256
375 < mref≤385 380 33,4 0,0257
385 < mref≤395 390 34,3 0,0259
395 < mref≤405 400 35,2 0,0260
405 < mref≤415 410 36,1 0,0262
415 < mref≤425 420 37,0 0,0263
425 < mref≤435 430 37,8 0,0265
435 < mref≤445 440 38,7 0,0266
445 < mref≤455 450 39,6 0,0268
455 < mref≤465 460 40,5 0,0269
465 < mref≤475 470 41,4 0,0271
475 < mref≤485 480 42,2 0,0272
485 < mref≤495 490 43,1 0,0274
495 < mref≤505 500 44,0 0,02751997L0024 — EN — 10.09.2003 — 002.001 — 289
▼M2
Reference mass mref(kg)Equivalent inertia mass mi(kg)Rolling resistance of front
wheel ‘a’
(N)Aerodynamic drag coeffi-
cient ‘b’
(N/(km/h)(1)
At every 10 kg At every 10 kg a = 0,088mi
Note:round to two
decimal placesb = 0,000015mi+ 0,0200
Note:round to five
decimal places
(1) If the maximum speed of a vehicle as declared by the manufacturer is below 130 km/h and this speed cannot be
reached on the roller bench with the test bench settings defined by Table 3, the coefficient b has to be adjusted so
that the maximum speed will be reached.
5.4.1. The running resistance force on the chassis dynamometer setting by
the running resistance table
The running resistance force on the chassis dynamometer FEshall
be determined from the following equation:
FE¼FT¼aþb/C2v2
where:
FT= running resistance force obtained from the running resis-
tance table, in Newton;
A = rolling resistance force of front wheel in Newton;B = coefficient of aerodynamic drag in Newton-hours squared
per square kilometre [N/(km/h)
2];
v = specified speed, in kilometres per hour.
The target running resistance force F* shall be equal to the running
resistance force obtained from the running resistance table FT,
because the correction for the standard ambient conditions shall
not be necessary.
5.4.2. The specified speed for the chassis dynamometer
The running resistances on the chassis dynamometer shall be veri-
fied at the specified speed v. At least four specified speeds,
including the reference speed(s), should be verified. The range of
specified speed points (the interval between the maximum and
minimum points) shall extend either side of the reference speed or
the reference speed range, if there is more than one reference speed,
by at least ∆v, as defined in 5.1.6. The specified speed points,
including the reference speed point(s), shall be no greater than
20 km/h apart and the interval of specified speeds should be the
same.
5.4.3. Verification of chassis dynamometer
5.4.3.1. Immediately after the initial setting, the coastdown time on the
chassis dynamometer corresponding to the specified speed shall be
measured. The motorcycle should not be set up on the chassis
dynamometer during the coastdown time measurement. When the
chassis dynamometer speed exceeds the maximum speed of the test
cycle, the coastdown time measurement shall start.
The measurement shall be carried out at least three times, and the
mean coastdown time ∆tEshall be calculated from the results.
5.4.3.2. The set running resistance force FE(vj) at the specified speed on the
chassis dynamometer is calculated by the following equation:
FEvj/C0/C1
¼1
3;6mi2∆v
∆tE
5.4.3.3. The setting error at the specified speed, εis calculated as follows:
ε¼FEvj/C0/C1
/C0FT/C12/C12/C12/C12
FT/C21001997L0024 — EN — 10.09.2003 — 002.001 — 290
▼M2
5.4.3.4. The chassis dynamometer shall be readjusted if the setting error
does not satisfy the following criteria:
ε≤2 % for v ≥50 km/h
ε≤3 % for 30 km/h ≤v < 50 km/h
ε≤10 % for v < 30 km/h
The procedure given in sections 5.4.3.1 to 5.4.3.3 shall be repeated
until the setting error satisfies the criteria.
5.5.Conditioningofthemotorcycle ormotortricycle
5.5.1. Before the test, the motorcycle or motor tricycle must be kept in a
room in which the temperature remains relatively constant between
20 ºC and 30 ºC. This conditioning must be carried out until the
engine oil temperature and coolant, if any, are within ± 2 K of the
temperature of the room.
5.5.2. The tyre pressure must be that indicated by the manufacturer for
performance of the preliminary road test to set the brake. However,
if the diameter of the rollers is less than 500 mm, the pressure in the
tyres may be increased by 30 % to 50 %.
5.5.3. The mass on the driven wheel is the same as when the motorcycle
or motor tricycle is used under normal driving conditions witha
driver weighing 75 kg.
5.6.Calibrationofanalyticalapparatus
5.6.1. Calibration of analysers
The quantity of gas at the indicated pressure compatible with the
correct functioning of the equipment is injected into the analyser
by means of the flow meter and discharge gauge mounted on each
bottle. The apparatus is adjusted to indicate as a stabilised value, the
value shown on the standard gas bottle. Starting from the setting
obtained with the maximum-content bottle, the curve of the analy-
ser's deviations is drawn as a function of the content of the various
standard gas bottles used. For the regular calibration of flame-ioni-
sation analysers, which should be done at least once a month,
mixtures of air and propane (or hexane) with rated concentrations
of hydrocarbon equal to 50 % and 90 % of the full scale are used.
For regular calibration of non-dispersive infra-red absorption analy-
sers, mixtures of nitrogen withCO and CO2respectively are
measured at rated concentrations of 10 %, 40 %, 60 %, 85 % and
90 % of the full scale. For calibration of the chemiluminescent
NOxanalyser, mixtures of nitrous oxide (N2O) diluted in nitrogen
witha nominal concentration of 50 % and 90 % of th e full scale
are used. For the test calibration, which must be carried out before
eachseries of tests, it is necessary, for all th ree types of analyser, to
use mixtures containing the gases to be measured to a concentration
equal to 80 % of the full scale. A dilution device can be used for
diluting a 100 % calibration gas to the required concentration.
6. PROCEDURE FOR DYNAMOMETER TESTS
6.1.Specialconditionsforcarrying outthecycle
6.1.1. The temperature in the premises where the dynamometer bench is
situated must be between 20 ºC and 30 ºC throughout the test, and
must be as close as possible to the temperature of the premises
where the motorcycle or motor tricycle were conditioned.
6.1.2. The motorcycle or motor tricycle must as far as possible be hori-
zontal during the test so as to avoid any abnormal distribution of
the fuel.
6.1.3. Throughout the test, a variable speed cooling blower shall be posi-
tioned in front of the motorcycle, so as to direct the cooling air to
the motorcycle in a manner which simulates actual operating condi-
tions. The blower speed shall be such that, within the operating
range of 10 to 50 km/h, the linear velocity of the air at the blower
outlet is within ±5 km/h of the corresponding roller speed. And at
the range of over 50 km/h, the linear velocity of the air shall be
within ± 10 %. At roller speeds of less than 10 km/h, air velocity
may be zero.
The abovementioned air velocity shall be determined as an averaged
value of nine measuring points which are located at the centre of
each rectangle dividing whole of the blower outlet into nine areas
(dividing both of horizontal and vertical sides of the blower outlet1997L0024 — EN — 10.09.2003 — 002.001 — 291
▼M2
into three equal parts). Each value at those nine points shall be
within 10 % of the averaged value of themselves.
The blower outlet shall have a cross-section area of at least 0,4 m2
and the bottom of the blower outlet shall be between 5 and 20 cm
above floor level. The blower outlet shall be perpendicular to the
longitudinal axis of the motorcycle between 30 and 45 cm in front
of its front wheel. The device used to measure the linear velocity of
the air shall be located at between 0 and 20 cm from the air outlet.
6.1.4. During the test, speed is plotted against time in order to check that
the cycles have been performed correctly.
6.1.5. The temperatures of the cooling water and the crankcase oil may be
recorded.
6.2.Startinguptheengine
6.2.1. Once the preliminary operations on the equipment for collecting,
diluting, analysing and measuring the gases have been carried out
(see section 7.1), the engine is started up by means of the devices
provided for that purpose, such as the choke, the starter valve, etc.,
according to the manufacturer's instructions.
6.2.2. The first cycle begins when the taking of samples and the
measuring of the pump rotations commence.
6.3.Useofthemanualchoke
The choke must be cut out as soon as possible and in principle
before acceleration from 0 to 50 km/h. If this requirement cannot
be met, the moment of actual cut-out must be indicated. The choke
must be adjusted in accordance withth e manufacturer's instructions.
6.4.Idling
6.4.1. Manual-shift gearbox:
6.4.1.1. During periods of idling the clutch must be engaged and the gears
in neutral.
6.4.1.2. To enable the accelerations to be performed according to the normal
cycle the vehicle must be put in first gear, with the clutch disen-
gaged, five seconds before commencement of the acceleration
following the idling period in question.
6.4.1.3. The first idling period at the beginning of the cycle consists of six
seconds of idling in neutral withth e clutchengaged and five
seconds in first gear withth e clutchdisengaged.
6.4.1.4. For the idling periods during each cycle the corresponding times are
16 seconds in neutral and five seconds in first gear withth e clutch
disengaged.
6.4.1.5. The last idling period in the cycle consists of seven seconds in
neutral withth e clutchengaged.
6.4.2. Semi-automatic gearboxes:
the manufacturer's instructions for driving in town, or in their
absence instructions applicable to manual gearboxes, must be
followed.
6.4.3. Automatic gearboxes:
the selector must not be operated at any time during the test unless
the manufacturer specifies otherwise. In the latter case the proce-
dure for manual gearboxes applies.
6.5.Accelerations
6.5.1. Accelerations must be effected so as to ensure that the rate of accel-
eration is as constant as possible throughout the operation.
6.5.2. If the acceleration capacities of the motorcycle or motor tricycle are
not sufficient to perform the acceleration cycles within the
prescribed tolerances, the motorcycle or motor tricycle must be
driven with the throttle completely open until the speed prescribed
for the cycle has been reached; the cycle may then continue
normally.1997L0024 — EN — 10.09.2003 — 002.001 — 292
▼M2
6.6.Decelerations
6.6.1. All decelerations must be effected by completely closing the
throttle, the clutch remaining engaged. The engine must be disen-
gaged at a speed of 10 km/h.
6.6.2. If the period of deceleration is longer than that prescribed for the
corresponding phase, the vehicle's brakes are used to keep to the
cycle.
6.6.3. If the period of deceleration is shorter than that prescribed for the
corresponding phase, the timing of the theoretical cycle is restored
by a steady-state or an idling period merging into the following
steady-state or idling operation. In this case, section 2.4.3 is not
applicable.
6.6.4. At the end of the deceleration period (stopping motorcycle or motor
tricycle on the rollers) the gear is put into neutral and the clutch
engaged.
6.7.Steadyspeeds
6.7.1. ‘Pumping’ or the closing of the throttle must be avoided when
passing from acceleration to the following steady speed.
6.7.2. Periods of constant speed must be achieved by keeping the accel-
erator position fixed.
7. PROCEDURE FOR SAMPLING, ANALYSING AND
MEASURING THE VOLUME OF EMISSIONS
7.1.Operations to be carried out before the motorcycle or motor
tricycle isstartedup
7.1.1. The bags for collecting the samples Saand Sb, are emptied and
sealed.
7.1.2. The rotary displacement pump P1is activated without starting up the
revolution counter.
7.1.3. The pumps P2and P3for taking the samples are activated with the
valves set to divert the gases produced into the atmosphere; the flow
through valves V2and V3is regulated.
7.1.4. The recording devices for the temperature T and the pressure g1and
g2are put into operation.
7.1.5. The revolution counter CT and the roller revolution counter are set
to zero.
7.2.Beginningofsamplingandvolumemeasurement
7.2.1. The operations specified in sections 7.2.2 to 7.2.5 are performed
simultaneously.
7.2.2. The diversion valves are set to collect the samples, which have
previously been directed towards the atmosphere, continuously
through probes S2and S3in bags Saand Sb.
7.2.3. The moment at which the test begins is indicated on the analogue
graphs which record results from the temperature gauge T and the
differential pressure gauges g1and g2.
7.2.4. The counter which records the total number of revolutions of pump
P1is started up.
7.2.5. The device referred to in section 6.1.3 which directs a flow of air at
the motorcycle or motor tricycle is started up.
7.3.Endofsamplingandmeasurementofvolume
7.3.1. At the end of the test cycle the operations described in sections
7.3.2 to 7.3.5 are performed simultaneously.
7.3.2. The diversion valves must be set to close bags Saand Sband to
discharge into the atmosphere the samples sucked in by pumps P2and P3through probes S2and S3.
7.3.3. The moment at which the test finishes must be indicated on the
analogue graphs referred to in section 7.2.3.
7.3.4. The pump P1revolution counter is stopped.
7.3.5. The device referred to in section 6.1.3 which directs a flow of air at
the motorcycle or motor tricycle is stopped.1997L0024 — EN — 10.09.2003 — 002.001 — 293
▼M2
7.4.Analysis
7.4.1. The exhaust gases contained in the bag must be analysed as soon as
possible and in any event not later than 20 minutes after the end of
the test cycle.
7.4.2. Prior to eachsample analysis th e analyser range to be used for each
pollutant must be set to zero withth e appropriate span gas.
7.4.3. The analysers are then set to the calibration curves by means of
span gases of nominal concentrations of 70 to 100 % of the range.
7.2.4. The analysers' zeros are then rechecked. If the reading differs by
more than 2 % of the range from that set in section 7.4.2, the proce-
dure is repeated.
7.4.5. The samples are then analysed.
7.4.6. After the analysis zero and span points are rechecked using the
same gases. If these rechecks are within 2 % of those in 7.4.3, the
analysis is considered acceptable.
7.4.7. At all points in this section the flow rates and pressures of the
various gases must be the same as those used during calibration of
the analysers.
7.4.8. The figure adopted for the concentration of each pollutant measured
in the gases is that read-off after stabilisation of the measuring
device.
7.5.Measuringthedistancetravelled
The distance S actually travelled, expressed in km, is obtained by
multiplying the total number of revolutions shown on the revolution
counter by the size of the roller (see section 4.1.1).
8. DETERMINATION OF THE QUANTITY OF GASEOUS POLLU-
TANTS EMITTED
8.1.The mass of carbon monoxide gas emitted during the test is
determinedbymeansoftheformula:
COM¼1
S/C2V/C2dCO/C2COc
106
where:
8.1.1. COMis the mass of carbon monoxide emitted during the test,
expressed in g/km;
8.1.2. S is the distance defined in section 7.5;8.1.3. d
COis the density of carbon monoxide at a temperature of 0 ºC and
at a pressure of 101,33 kPa (= 1,250 kg/m3);
8.1.4. COcis the volume concentration of carbon monoxide in the diluted
gases, expressed in parts per million and corrected to take account
of pollution of the dilution air:
COc¼COe/C0COd1/C01
DF/C18/C19
where:
8.1.4.1. COeis the concentration of carbon monoxide, measured in parts per
million, in the sample of diluted gases collected in bag Sb;
8.1.4.2. COdis the concentration of carbon monoxide, measured in parts per
million, in the sample of dilution air collected in bag Sa;
8.1.4.3. DF is the coefficient specified in section 8.4.8.1.5. V is the total volume, expressed in m
3/test, of diluted gases at refer-
ence temperature 0 ºC (273 ºK) and reference pressure 101,33 kPa,
V¼Vo/C2N/C2Pa/C0Pi ðÞ /C2 273
101;33/C2Tpþ273
where:
8.1.5.1. Vois the volume of gas displaced by pump P1during one rotation
expressed in m3/revolution. This volume is a function of the differ-1997L0024 — EN — 10.09.2003 — 002.001 — 294
▼M2
ential pressures between the inlet and outlet sections of the group
itself,
8.1.5.2. N is the number of rotations made by the pump P1during eachtest
cycle phase,
8.1.5.3. Pais the atmospheric pressure expressed in kPa;
8.1.5.4. Piis the mean value, expressed in kPa, during performance of the
four cycles of the drop in pressure in the inlet section of pump P1;
8.1.5.5. Tpis the value, during performance of the four cycles, of the
temperature of the diluted gases measured in the inlet section of
pump P1.
8.2.Themassofunburnthydrocarbonsemittedthroughtheexhaust
of the motorcycle or motor tricycle duringthe test is calculated
bymeansoftheformula:
HCM¼1
S/C2V/C2dHC/C2HCc
106
where:
8.2.1. HCMis the mass of hydrocarbons emitted during the test, expressed
in g/km;
8.2.2. S is the distance defined in section 7.5;8.2.3. d
HCis the density of hydrocarbons at a temperature of 0 ºC and a
pressure of 101,33 kPa for an average ratio of carbon to hydrogen
of 1:1,85 (= 0,619 kg/m3);
8.2.4. HCcis the concentration of the diluted gases expressed in parts per
million carbon equivalent (for example: the concentration of
propane multiplied by 3) and corrected to take account of the dilu-
tion air:
HCc¼HCe/C0HCd1/C01
DF/C18/C19
where:
8.2.4.1. HCeis the concentration of hydrocarbons, expressed in parts per
million carbon equivalent, in the sample of diluted gases collected
in bag Sb;
8.2.4.2. HCdis the concentration of hydrocarbons, expressed in parts per
million carbon equivalent, in the sample of dilution air collected inbag S
a;
8.2.4.3. DF is the coefficient specified in section 8.4;
8.2.5. V is the total volume (see section 8.1.5).
8.3.The mass of oxides of nitrogen emitted through the exhaust of
the motorcycle or motor tricycle during the test is calculated
bymeansoftheformula:
NOxM¼1
S/C2V/C2dNO2/C2NOxc/C2Kh
106
where:
8.3.1. NOxMis the mass of oxides of nitrogen emitted during the test,
expressed in g/km;
8.3.2. S is the distance defined in section 7.5;
8.3.3. dNO2is the density of the oxides of nitrogen in the exhaust gases, in
NO2 equivalent, at a temperature of 0 ºC and a pressure of 101,33
kPa (= 2,05 kg/m3);
8.3.4. NOxcis the concentration of oxides of nitrogen in the diluted gases,
expressed in parts per million and corrected to take account of the
dilution air:
NOxc¼NOxe/C0NOxd1/C01
DF/C18/C19
where:
8.3.4.1. NOxeis the concentration of oxides of nitrogen, expressed in parts
per million, in the sample of diluted gases collected in bag Sa;1997L0024 — EN — 10.09.2003 — 002.001 — 295
▼M2
8.3.4.2. NOxdis the concentration of oxides of nitrogen, expressed in parts
per million, in the sample of dilution air collected in bag Sb;
8.3.4.3. DF is the coefficient specified in 8.4;
8.3.5. Khis the correction factor for humidity:
Kh¼1
1/C00;0329 /C2H/C010;7
where:
8.3.5.1. H is the absolute humidity in grams of water per kg of dry air:
H¼6;2111 /C2U/C2Pd
Pa/C0Pd/C2U
100 g =kgðÞ
where:
8.3.5.1.1. U is the humidity content expressed as a percentage;8.3.5.1.2. P
dis the saturated-water-vapour pressure, expressed in kPa, at the
test temperature;
8.3.5.1.3. Pais the atmospheric pressure in kPa;
8.4.DFisacoefficient expressedbymeansoftheformula:
DF¼14;5
CO2þ0;5C O þHC
where:
8.4.1. CO, CO2and HC are concentrations of carbon monoxide, carbon
dioxide and hydrocarbons expressed as a percentage of the sample
of diluted gases contained in bag Sa.1997L0024 — EN — 10.09.2003 — 002.001 — 296
Sub-Appendix 1a
BREAKDOWNOFTHEOPERATINGCYCLESUSEDFORTHETYPEITEST
Operatingcycle oftheElementaryUrbanCycleonthedynamometer
(see Appendix 1, section 2.1)
Engineoperatingcycle oftheElementaryUrbanCyclefortheTypeItest
(see Appendix 1, sub-Appendix 1)
Operatingcycle oftheextra-urbancycle onthedynamometer
No of opera-
tionsOperations PhaseAcceleration
(m/s2)Speed
(km/h)Duration of eachoperation ph ase Cumulative
time
(sec)Gear to be used in the case of a manual
gearbox(sec) (sec)
1 Idling 1 20 20 20 See section 2.3.3 of Appendix 2 — use
of the gearbox over the extra-urban cycle
according to the manufacturer's recom-
mendations2 Acceleration 0,83 0 — 15 5 25
3 Gear change 22 7
4 Acceleration 0,62 15 — 35 9 36
5 Gear change 2 2 41 38
6 Acceleration 0,52 35 — 50 8 467 Gear change 24 8
8 Acceleration 0,43 50 — 70 13 61
9 Steady speed 3 70 50 50 111
10 Deceleration 4 – 0,69 70 — 50 8 8 119
11 Steady speed 5 50 69 69 188
12 Acceleration 6 0,43 50 — 70 13 13 201
13 Steady speed 7 70 50 50 251
14 Acceleration 8 0,24 70 — 100 35 35 286
15 Steady speed 9 100 30 30 316
16 Acceleration 10 0,28 100 — 120 20 20 336▼M21997L0024 — EN — 10.09.2003 — 002.001 — 297
No of opera-
tionsOperations PhaseAcceleration
(m/s2)Speed
(km/h)Duration of eachoperation ph ase Cumulative
time
(sec)Gear to be used in the case of a manual
gearbox(sec) (sec)
17 Steady speed 11 120 10 20 346
18 Deceleration – 0,69 120 — 80 16 362
19 Deceleration 12 – 1,04 80 — 50 8 34 370
20 Deceleration, clutchdisengaged – 1,39 50 — 0 10 380
21 Idling 13 20 20 400
Engineoperatingcycle oftheextra-urbancycle fortheTypeItest
(see section 3 of Appendix 1 to Annex III of Directive 91/441/EEC (1))▼M21997L0024 — EN — 10.09.2003 — 002.001 — 298
(1) OJ L 242, 30.8.1991, p. 1.
▼B
Appendix 2
TypeIItest
(measuring emissions of carbon monoxide at idling speed)
1. INTRODUCTION
Procedure for Type II test specified in section 2.2.1.2. of Annex II.
2. MEASUREMENT CONDITIONS
2.1. The fuel used is that prescribed in Annex IV.
2.2. The Type II test specified in section 2.2.1.2 of Annex II must be measured
immediately after the Type I test with the engine at normal idling speed
and at high idle.
2.3. In the case of motorcycles or motor tricycles with manual or semi-auto-
matic gearboxes, the test is carried out with the gear lever in the ‘neutral’
position and withth e clutchengaged.
2.4. In the case of motorcycles or motor tricycles with automatic transmissions,
the test is carried out with the selector in position ‘zero’ or ‘park’.
3. SAMPLING OF GASES
3.1. The exhaust outlet must be fitted with a sufficiently leak-tight extension
piece so that the exhaust-gas sampling probe can be inserted to at least
60 cm without increasing back-pressure by more than 1,25 kPa and without
affecting operation of the motorcycle or motor tricycle. Nevertheless, the
shape of the extension piece must be such as to avoid appreciable dilution
of exhaust gases by air at the point of the sampling probe. If the motor-
cycle or motor tricycle is equipped with more than one exhaust outlet,
either these outlets must be connected up to a common pipe or carbon
monoxide concentrations must be tested at eachoutlet, withth e results of
the measurements being the arithmetical mean of these concentrations.
3.2. The concentrations of CO(CCO) and CO2(CCO2) are determined by reading
off the results shown by the instruments or recording devices and using
the appropriate calibration tables.
3.3. The corrected concentration of carbon monoxide in two-stroke engines is:
CCOcorr¼CCO10
CCOþCCO2% vol : ðÞ
3.4. The corrected concentration of carbon monoxide in four-stroke engines is:
CCOcorr¼CCO15
CCOþCCO2% vol : ðÞ
3.5. It is not necessary to correct the concentration of CCO(3.2) measured
according to the formulae given in 3.3 or 3.4 if the sum of the concentra-
tions measured (CCO+CCO2) is 10 or more for two-stroke engines or 15 or
more for four-stroke engines.1997L0024 — EN — 10.09.2003 — 002.001 — 299
▼M1
▼B
▼B
ANNEX III
SPECIFICATIONS FORMEASUR ES TO BE TAKEN AGAINST
VISIBLE AIRPOLLUTION CAUSED BY TWO-ORTHR EE-WHEEL
MOTORVEHICLES EQUIPPED WITH A COMPR ESSION-IGNITION
ENGINE
1. DEFINITION
For the purposes of this Chapter:
1.1. ‘Vehicle type’ means motor vehicles which do not differ in essential
respects as regards the characteristics of the vehicle and the engine as
defined in Annex V.
2. TEST SPECIFICATIONS
2.1.General
The components liable to affect the emission of visible pollutants must
be designed, constructed and assembled so as to enable the vehicle, in
normal use, despite the vibration to which it may be subjected, to
continue to comply with the requirements of this Annex.
2.2.Specificationsofcold-startingdevice
2.2.1. The cold-starting device must be designed and constructed in such a
way that it cannot continue to operate or be put into operation whilst
the engine is operating normally.
2.2.2. The provisions of 2.2.1 do not apply if one or more of the following
conditions is met:
2.2.2.1. While the cold-starting device is in operation, the light-absorption coef-
ficient of the gases emitted by the engine under steady-state operation,
as measured by the procedure laid down in Appendix 1, must remain
within the limits set out in Appendix 3.
2.2.2.2. Continued operation of the cold-starting device causes the motor to stop
after a reasonable period.
2.3.Specificationsconcerningemissionsofvisiblepollutants
2.3.1. Emissions of visible pollutants by the type of vehicle presented for
type-approval are measured using the two methods described in Appen-
dices 1 and 2, which respectively describe tests under steady-state
operation and tests under free acceleration.
2.3.2. Emissions of visible pollutants measured according to the method
described in Appendix 1 must not exceed the limits laid down in
Appendix 3.
2.3.3. In the case of an engine with turbocharger, the absorption coefficient
measured under acceleration in neutral must not exceed the limit laid
down in Appendix 3 for the rated flow value which corresponds to the
maximum absorption coefficient measured under steady-state operation
tests plus 0,5 m−1.
2.3.4. The use of equivalent measuring equipment is allowed. If equipment
other than that described in Appendix 4 is used, proof must be given
of its equivalence for the type of engine concerned.
3. CONFORMITY OF PRODUCTION
3.1. The requirements of section 1 of Annex VI to Directive 92/61/EEC are
applicable for checks on the conformity of production.
3.2. In order to verify conformity as prescribed in 3.1, a vehicle is taken
from the series.
3.3. Conformity of the vehicle with the type approved is verified on the
basis of the description given in the approval form. In addition, veri-
fying tests are carried out in the following conditions:
3.3.1. A vehicle which has not been run in is subjected to the test under free
acceleration prescribed in Appendix 2.
The vehicle is deemed to conform to the type approved if the absorp-
tion coefficient determined does not exceed by more than 0,5 m−1the
corrected value for the absorption coefficient given in the approval
form. At the request of the manufacturer, commercially available fuel1997L0024 — EN — 10.09.2003 — 002.001 — 300
▼B
may be used rather than the reference fuel. In the case of dispute, refer-
ence fuel must be used.
3.3.2. In the figure determined in the test referred to in 3.3.1 exceeds by more
than 0,5 m−1the figure shown in the approval form, the engine of the
vehicle is subjected to the test at steady speeds over the full-load curve,
as prescribed in Appendix 1. The visible emission levels must not
exceed the limits prescribed in Appendix 3.1997L0024 — EN — 10.09.2003 — 002.001 — 301
▼B
Appendix 1
Steady-stateoperationtestoverthefull-loadcurve
1. INTRODUCTION
1.1. Procedure for determining emissions of visible pollutants under different
conditions of steady-state operation over the full-load curve.
1.2. The test may be performed either on an engine or on a vehicle.
2. PRINCIPLE OF MEASUREMENT
2.1. The opacity of the exhaust gases produced by the engine operating at full
load under steady-state conditions is measured.
2.2. At least six measurements ranging from the maximum rated speed to the
minimum rated speed are made. The extreme measuring points are at the
two extremities of the interval defined above, and one measuring point
must coincide with the speed at which the engine develops maximum
power and the speed at which it develops maximum torque.
3. TEST CONDITIONS
3.1.Motorvehicle
3.1.1. The engine or the vehicle must be presented in good mechanical condi-
tion. The engine must have been run in.
3.1.2. The engine is tested with the equipment specified in Annex V.
3.1.3. When an engine is tested, its power is measured in accordance with the
separate Directive on maximum power, taking into account the tolerances
laid down in 3.1.4. When a vehicle is tested, checks are made to ensure
that the fuel flow-rate is no lower than that specified by the manufacturer.
3.1.4. As regards the power of the engine measured on the dynamometer during
steady-state operation testing over the full-load curve, the following toler-
ances are allowed in relation to the power declared by the manufacturer:
— maximum power ± 2 %
— at other measuring points + 6 % / − 2 %.
3.1.5. The exhaust device must not have any leaks likely to dilute the gases
emitted by the engine. If an engine has more than one exhaust outlet,
they must be linked up to one single outlet at which the opacity is
measured.
3.1.6. The settings of the engine must be those prescribed by the manufacturer
for normal use. In particular, the cooling water and oil must both be at
the normal temperatures prescribed by the manufacturer.
3.2.Fuel
A reference diesel fuel in accordance withth e specifications set out in
Annex IV is used for the test.
3.3.Testlaboratoy
3.3.1. The absolute temperature T, expressed in K, of the air (1) admitted into
the engine is measured no more than 15 cm before the air is admitted to
the air filter or, if there is no air filter, no more than 15 cm from the air
intake. Dry atmospheric pressure ps, expressed in kPa, is also measured
and the atmospheric factor fa shall be determined in accordance with the
following provisions:
fa¼99
ps/C18/C190;65
/C1T
298/C18/C190;51997L0024 — EN — 10.09.2003 — 002.001 — 302
(1) The test may be performed in an air-conditioned test cell where the atmospheric condi-
tions can be controlled.
▼B
where:
ps = pb−p µ
pb= barometric pressure
pµ = water vapour pressure
3.3.2. If a test is to be recognized as valid, the parameter fa must be such that
0,98 < fa < 1,02.
3.4.Samplingandmeasuringequipment
The light-absorption coefficient of exhaust gases is measured using an
opacimeter which meets the specifications of Appendix 4 and is installed
in accordance withth e specifications of Appendix 5.
4. EVALUATING THE LIGHT-ABSORPTION COEFFICIENT
4.1. The nominal flow of gas is calculated for each of the rotation speeds for
which the absorption coefficient is measured in accordance with section
2.2 by means of the following formulae:
— two stroke engines G ¼Vn
60
— four stroke engines G ¼Vn
120
where:
G = the nominal flow of gas in litres per second (l/s)
V = the cylinder capacity expressed in litres (l)
n = the rotation speed expressed in rpm
4.2. If the nominal flow value does not correspond with one of the values
given in the table in Appendix 3, the limit value to be used is determined
by interpolating a proportional value.1997L0024 — EN — 10.09.2003 — 002.001 — 303
▼B
Appendice 2
Free-acceleration test
1. TEST CONDITIONS
1.1. Tests are performed on an engine installed on a dynamometer or on a
vehicle.
1.1.1. If the engine is tested on a dynamometer, it must be tested as soon as
possible following the test to check opacity under steady-state operation
over the fuel-load curve. In particular the cooling water and oil must both
be at the normal temperatures prescribed by the manufacturer.
1.1.2. If the engine is tested on a stationary vehicle, the engine must first be
operated under its normal operating conditions either on the road or in a
dynamic test. The measuring test must be conducted as soon as possible
after the end of this warming-up period.
1.2. The combustion chamber must not have been cooled or clogged by
excessive idling before the test.
1.3. The test conditions set out in sections 3.1., 3.2 and 3.3 of Appendix 1
apply.
1.4. The conditions concerning the sampling and measuring equipment set out
in section 3.4 of Appendix 1 apply.
2. TEST PROCEDURE
2.1. When the test is carried out on a dynamometer, the engine is discon-
nected from the brake, this being replaced either by the driven rotating
parts when the gearbox is in neutral, or by an inertia that is perceptibly
equivalent to that of those parts.
2.2. When the test is carried out on a vehicle, the gearbox control must be in
neutral and the clutch engaged.
2.3. With the engine idling, the accelerator is operated rapidly but gently in
order to obtain maximum flow from the injection pump. This position is
maintained until maximum engine speed has been achieved and the
governor cuts in. As soon as this speed has been reached, the accelerator
is released until the engine returns to idling speed and the opacimeter
again registers accordingly.
2.4. The operation described in 2.3 is repeated at least six times in order to
clear the exhaust system and, if necessary, in order to reset the measuring
equipment. The maximum opacity values obtained at each successive
acceleration are recorded until a stabilized value is obtained. No account
is taken of values recorded during the idling period following each accel-
eration period. Values are considered to have stabilized when four
consecutive values come within a range of no more than 0,25 m−1and
do not form a decreasing series. The absorption coefficient XMrecorded
is the arithmetic mean of these four values.
2.5. Engines equipped with a turbocharger must, where appropriate, be
governed by the following special conditions:
2.5.1. In the case of engines equipped with a turbocharger which is either
driven by a coupler or is driven mechanically by the engine and may be
disconnected, two complete measuring cycles are performed withpreli-
minary acceleration, the compressor being connected for one and
disconnected for the other; the measurement result adopted is the higher
of the two;
2.5.2. If the engine has more than one exhaust outlet, the tests are performed by
combining all the outlets in one suitable device to mix the gases together
and discharge them through one sole outlet; however, tests under free
acceleration may be performed at each of the outlets, in which case the
value used to calculate the corrected absorption coefficient is the arith-
metic mean of the values recorded at each outlet and the test is
considered valid only if the extreme values measured do not differ by
more than 0,15 m−1.1997L0024 — EN — 10.09.2003 — 002.001 — 304
▼B
3. DETERMINATION OF THE CORRECTED VALUE FOR THE
ABSORPTION COEFFICIENT
These provisions apply if the absorption coefficient under steady-state
operation has actually been arrived at on the same derivative engine type.
3.1.Symbols
XM= the value of the absorption coefficient under acceleration in
neutral, measured as laid down in 2.4;
XL= the corrected value of the absorption coefficient under free
acceleration;
SM= the value of the absorption coefficient measured under steady-
state operation (see section 2.1 of Appendix 1) which is closest
to the prescribed limit value corresponding to the same nominal
flow;
SL= the value of the absorption coefficient laid down in section 4.2
of Appendix 1 for the nominal flow corresponding to the
measuring point which gave the value SM.
3.2. Since absorption coefficients are expressed in m−1, the corrected value XLis given by the smaller of the following two expressions:
XL¼SL/C1XM
SM
or
XL=XM+ 0,51997L0024 — EN — 10.09.2003 — 002.001 — 305
▼B
Appendix 3
Limitvaluesapplicableinsteady-statetests
Nominal flow G
litres/secondAbsorption coefficient k
m−1
< 42 2,26
45 2,19
50 2,08
55 1,985
60 1,90
65 1,84
70 1,775
75 1,72
80 1,665
85 1,62
90 1,575
95 1,535
100 1,495
105 1,465
110 1,425
115 1,395
120 1,37
125 1,345
130 1,32
135 1,30
140 1,27
145 1,25
150 1,225
155 1,205
160 1,19
165 1,17
170 1,155
175 1,14
180 1,125
185 1,11
190 1,095
195 1,08
> 200 1,065
Note:Although the above values have been rounded off to the nearest 0,01 or 0,005, this does not
mean that the measurements have to be made to this degree of accuracy.1997L0024 — EN — 10.09.2003 — 002.001 — 306
▼B
Appendix 4
Specificationsforopacimeters
1. SCOPE
This Appendix defines the conditions which must be met by the opaci-
meters used in the tests described in Appendices 1 and 2.
2. BASIC SPECIFICATIONS FOR OPACIMETERS
2.1. The gas to be measured must be contained in a chamber with a non-
reflecting internal surface.
2.2. The effective length of the passage of rays of light through the gas
being measured is determined taking into account the possible effect
of the devices to protect the light source and the photoelectric cell.
This length must be indicated on the apparatus.
2.3. The opacimeter's measurement indicator must have two scales, one in
absolute units of light absorption from 0 to
 (m−1) and the other a
linear scale from 0 to 100; on bothscales 0 indicates total ligh t and
the maximum total absence of light.
3. MANUFACTURING SPECIFICATIONS3.1.General
The opacimeter must be such that, under steady-state operating condi-
tions, the smoke chamber is full of smoke with uniform opacity.
3.2.Smokechamberandopacimeter housing
3.2.1. The possibility of unwanted light reaching the photoelectric cell as a
result of internal reflection or the effects of diffusion must be kept to
a minimum (e.g. by colouring internal surfaces matt black and arran-
ging them in a suitable way).
3.2.2. The optical characteristics must be such that the combined effect of
diffusion and reflection does not exceed one unit on the linear scale
when the smoke chamber is full of smoke with an absorption coeffi-
cient in the region of 1,7 m
−1.
3.3.Lightsource
The light source must be an incandescent lamp with a colour tempera-
ture between 2 800 and 3 250 K.
3.4.Receiver
3.4.1. The receiver consists of a photoelectric cell with a spectral response
curve similar to the photopic curve of the human eye (maximum
response in the 550/570 nm band, less than 4 % of this maximum
response below 430 nm and above 680 nm).
3.4.2. Construction of the electrical circuit containing the measurement indi-
cator must be such that the output current of the photoelectric cell is a
linear function of the intensity of light received in the range of oper-
ating temperatures of the photoelectric cell.
3.5.Measurementscale
3.5.1. The light absorption coefficient k is calculated by means of the formula
Ø=Øo·e−KL, where L is the effective length of the passage of light
beams through the gas being measured, Øois the flow of light in and
Ø is the flow of light out. When the effective length L of a type of
opacimeter may not be evaluated directly according to its geometry,the actual length L is determined;
— either by the method described in section 4, or
— by comparison with another type of opacimeter whose actual length
is known.1997L0024 — EN — 10.09.2003 — 002.001 — 307
▼B
3.5.2. The relation between the linear scale from 0 to 100 and the absorption
coefficient k is arrived at by means of the following formula:
k¼/C01
Lloge1/C0N
100/C18/C19
where N is the reading on the linear scale and k the corresponding
absorption coefficient value.
3.5.3. The measurement indicator of the opacimeter must allow reading of an
absorption coefficient of 1,7 m−1withan accuracy of 0,025 m−1.
3.6.Settingandtestingthemeasuringequipment
3.6.1. The electrical circuit of the photoelectric cell and the indicator must be
adjustable so that the needle can be set to zero when the flow of light
passes through a smoke chamber filled with clean air or a chamber with
identical characteristics.
3.6.2. With the lamp off and the electrical measuring circuit off or short-
circuited, the reading from the scale of absorption coefficients is ∞
and, with the measuring circuit on gain the value must remain ∞.
3.6.3. An intermediate check is carried out by placing in the smoke chamber a
filter which represents a gas whose absorption coefficient, k, measured
as described in 3.5.1, is known to be between 1,6 m−1and 1,8m−1.T hek
value must be known to within 0,025 m−1. The check is designed to
ensure that the value differs by no more than 0,05 m−1from that shown
on the measurement indicator once the filter has been inserted between
the light source and the photoelectric cell.
3.7.Opacimeter response
3.7.1. The response time of the electrical measuring circuit, which is the time
it takes for the indicator to reach a total deflection of 90 % of the full
scale when a screen is inserted which fully obscures the photoelectric
cell, must be between 0,9 and 1,1 seconds.
3.7.2. Damping of the electrical measuring circuit must be such that the initial
exceeding of the final stable value after any momentary variation in theinput value (e.g. the check filter) is no more than 4 % of this value in
the units in the linear scale.
3.7.3. the response time of the opacimeter to physical phenomena in the
smoke chamber, which is the period of time between the gases first
entering the measuring device and the gases completely filling the
smoke chamber, must not be more than 0,4 seconds.
3.7.4. These provisions apply only to opacimeters used to measure opacity
under free acceleration.
3.8.Pressureofthegastobemeasuredandthescavengingair.
3.8.1. The pressure of the exhaust gases in the smoke chamber must not differ
from that of the ambient air by more than 0,75 kPa.
3.8.2. Variations in the pressure of the gases being measured and the scaven-
ging air must not cause the absorption coefficient to vary by more than
0,05 m
−1for a gas corresponding to an absorption coefficient of 1,7 m−1.
3.8.3. The opacimeter must be fitted with devices capable of measuring the
pressure in the smoke chamber.
3.8.4. The manufacturer of the appliance must indicate the limits in variation
of the pressure of the gas and the scavenging air in the smoke chamber.
3.9.Temperatureofthegasbeingmeasured
3.9.1. Throughout the smoke chamber, the temperature of the gas at the time
of measurement must be between 70 ºC and a maximum temperature
specified by the manufacturer of the opacimeter, such that readings
over this range of temperatures do not vary by more than 0,1−1when
the chamber is full of a gas with an absorption coefficient of 1,7 m−1.
3.9.2. The opacimeter must be equipped with devices to measure temperatures
in the smoke chamber.1997L0024 — EN — 10.09.2003 — 002.001 — 308
▼B
4. EFFECTIVE LENGHT ‘L’ OF THE OPACIMETER
4.1.General
4.1.1. In certain types of opacimeter, the gases between the light source and
the photoelectric cell, or between the transparent components protecting
the light source and the photoelectric cell, do not have constant opacity.
In these cases the effective length L is that of a column of gas of
uniform opacity resulting in the same light absorption as that observed
when the gas passes through the opacimeter normally.
4.1.2. The effective length of the passage of the light rays is obtained by
comparing the reading N on the opacimeter operating normally with
the reading Noobtained with the opacimeter modified so that the test
gas fills a carefully defined lengthLo.
4.1.3. Comparative readings must be taken in rapid succession in order to
determine the correct place of zero.
4.2.MethodofevaluatingL
4.2.1. The test gases are the exhaust gases with constant opacity or absorbent
gases with a density in the order of that of the exhaust gases.
4.2.2. A column Loof the opacimeter which may be uniformly filled with the
test gases and withbases more or less perpendicular to th e direction of
the light rays must be determined accurately. This length Lomust be
close to the supposed effective length of the opacimeter.
4.2.3. The average temperature of the test gases in the smoke chamber is
measured.
4.2.4. If necessary, an expansion vessel withsufficient capacity to neutralize
pulsations and of compact shape may be incorporated into the sampling
line, as near the probe as possible. A cooling device may also be
installed. Addition of an expansion vessel and a cooling device must
not unduly affect the composition of the exhaust gases.
4.2.5. The test to determine effective length consists in passing a sample of
test gas alternately through the opacimeter operating normally and
through the same apparatus modified as described in 4.1.2.
4.2.5.1. The readings given by the opacimeter are recorded on a continuous
basis during the test with a recording device whose response time is as
equivalent to that of the opacimeter as possible.
4.2.5.2. With the opacimeter operating normally, the reading on the linear scale
is N and that of the average temperature of the gases expressed in
Kelvins is T.
4.2.5.3. Withth e known lengthLofilled with the same test gas, the reading on
the linear scale is Noand that of the average temperature of the gases
expressed in Kelvins is To.
4.2.6. The effective length is:
L¼LoT
Tolog 1 /C0N
100/C18/C19
log 1 /C0No
10/C18/C19
4.2.7. The test is repeated with at least four test gases to give readings spaced
regularly along a linear scale from 20 to 80.
4.2.8. The effective length L of the opacimeter is the arithmetic mean of the
effective lengths obtained as defined in 4.2.6 with each of the test
gases.1997L0024 — EN — 10.09.2003 — 002.001 — 309
▼B
Appendix 5
Installationanduseoftheopacimeter
1. SCOPE
This Appendix contains specifications for the installations and use of
opacimeters designed for use in the tests described in Appendices 1 and
2.
2. SAMPLING OPACIMETER
2.1.Installationforsteady-statetesting
2.1.1. The ratio between the surface area of the section of the probe and that of
the exhaust pipe must be at least 0,05. The back-pressure measured in the
exhaust pipe at the probe inlet must not exceed 0,75 kPa.
2.1.2. The probe is a tube with its open end facing forwards in the axis of the
exhaust pipe, or of the extension piece if used. It is placed in a section
where distribution of the gas is approximately uniform. In order to
achieve this, the probe must be placed as far downstream of the exhaust
pipe as possible, or extension piece if used, so that, if D is the diameter
of the exhaust pipe at its outlet, the end of the probe is placed in a recti-
linear section having a length of at least 6 D upstream of the sampling
point and 3 D downstream. If an extension tube is used no air must be
allowed to enter at the joint.
2.1.3. The pressure in the exhaust pipe and the nature of the drop in pressure in
the sampling line must be such that the probe collects a sample which is
virtually equivalent to that which would be obtained by isokinetic
sampling.
2.1.4. If necessary, an expansion vessel of compact shape and with sufficient
capacity to neutralize any pulsations may be incorporated into the
sampling line, as near the probe as possible. A cooling device may also
be installed. The expansion vessel and the cooling device must be so
designed that they do not unduly affect the composition of the exhaust
gases.
2.1.5. A butterfly valve, or another means of increasing the sampling pressure,
may be fitted inside the exhaust pipe at least 3 D downstream of the
sampling probe.
2.1.6. The pipes between the probe, the cooling device, the expansion vessel (if
used) and the opacimeter must be as short as possible, whilst meeting the
pressure and temperature requirements laid down in sections 3.8 and 3.9
of Appendix 4. The pipes must slope upwards from the sampling point to
the opacimeter and there must be no sharp bends where soot can accumu-
late. If not incorporated in the opacimeter, a bypass valve is fitted
upstream.
2.1.7. During the test, checks must be made to ensure that the provisions of
section 3.8 of Appendix 4 on pressure and those of 3.9 on temperature
in the measuring chamber are being met.
2.2.Installationfortestsunderfree acceleration
2.2.1. The ratio between the surface area of the section of the probe and that of
the exhaust pipe must be at least 0,05. The back-pressure measured in the
exhaust pipe at the probe inlet must not exceed 0,75 kPa.
2.2.2. The probe is a tube with its open end facing forwards in the axis of the
exhaust pipe, or of the extension piece if used. It is placed in a section
where distribution of the gas is approximately uniform. In order to
achieve this, the probe must be placed as far downstream of the exhaust
pipe as possible, or extension piece if used, so that, if D is the diameter
of the exhaust pipe at its outlet, the end of the probe is placed in a recti-
linear section having a length of at least 6 D upstream of the sampling
point and 3 D downstream. If an extension tube is used no air must be
allowed to enter at the joint.
2.2.3. The sampling system must be such that at all engine speeds the pressure
of the sample in the opacimeter is within the limits laid down in section
3.8.2 of Appendix 4. This can be checked by noting the pressure of the
sample at idling speed and at maximum speed under no load. Depending1997L0024 — EN — 10.09.2003 — 002.001 — 310
▼B
on the type of opacimeter, the pressure of the sample can be controlled
by installing a collar or a butterfly valve in the exhaust pipe or the exten-
sion piece. Whatever the method used, the back-pressure measured in the
exhaust pipe at the probe inlet must not exceed 0,75 kPa.
2.2.4. The pipes connected to the opacimeter must be as short as possible. The
pipe must slope upwards from the sampling point to the opacimeter and
there must be no sharp bends where soot can accumulate. A bypass valve
may be installed before the opacimeter to isolate the exhaust gases,
except when measurements are being taken.
3. TOTAL FLOW OPACIMETER
The only general precautions to be observed for tests under steady state
operation and under free acceleration are as follows:
3.1. The pipes connecting the exhaust system and the opacimeter must be
suchth at no outside air may enter.
3.2. The opacimeter connection pipes must be as short as possible as for the
sampling opacimeters. The pipes must slope upwards from the exhaust
pipe to the opacimeter and there must be no sharp bends where soot can
accumulate. A bypass valve may be installed before the opacimeter to
isolate the flows of exhaust gases, except when measurements are being
taken.
3.3. A cooling system upstream of the opacimeter may also be necessary.1997L0024 — EN — 10.09.2003 — 002.001 — 311
▼M1
ANNEX IV
SPECIFICATIONSFORTHEREFERENCEFUEL(PETROL)
The reference fuel used is the one described in ANNEX IX, Section 1, of Direc-
tive 70/220/EEC.
SPECIFICATIONSFORTHEREFERENCEFUEL(DIESEL)
The reference fuel used is the one described in ANNEX IX, Section 2, of Direc-
tive 70/220/EEC.1997L0024 — EN — 10.09.2003 — 002.001 — 312
▼B
ANNEX V
1997L0024 — EN — 10.09.2003 — 002.001 — 313
▼B
ANNEX VI
1997L0024 — EN — 10.09.2003 — 002.001 — 314
▼B
CHAPTER 6
FUELTANKSOFTWOORTHREE-WHEELMOTORVEHICLES
LISTOFANNEXES
ANNEX I Build requirements …
Appendix 1 Test equipment …Appendix 2 Information document in respect of a fuel tank type for a two or three-
wheel motor vehicle …
Appendix 3 Component type-approval certificate in respect of a fuel tank type for a
two or three-wheel motor vehicle …
ANNEX II Requirements concerning the fitting of fuel tanks and fuel supply systems
to two or three-wheel motor vehicles …
Appendix 1 Information document in respect of the fitting of a fuel tank or tanks to a
type of two or three-wheel motor vehicle …
Appendix 2 Vehicle type-approval certificate in respect of the fitting of a fuel tank or
tanks to a type of two or three-wheel motor vehicle …1997L0024 — EN — 10.09.2003 — 002.001 — 315
▼B
ANNEX I
BUILDREQUIREMENTS
1. GENERAL
1.0. For the purpose of this Chapter, ‘fuel tank type’ means fuel tanks
produced by the same manufacturer and the aspects of design, construc-
tion and material of which do not differ in any essential respects.
1.1. Fuel tanks must be made with materials the thermal, mechanical and
chemical behaviour of which continue to be appropriate under their
intended conditions of use.
1.2. Fuel tanks and the adjacent parts must be designed in such a way as not
to generate any electrostatic charge which could cause sparking between
the tank and the chassis of the vehicle which would be likely to ignite the
fuel/air mixture.
1.3. Fuel tanks must be made in such a way as to withstand corrosion. They
must pass the leak-tightness tests carried out at a pressure that is twice
the relative service pressure and, in any case, is at least equal to an abso-
lute pressure of 130 kPa. Any excess pressure or any pressure exceeding
the service pressure must be automatically released by appropriate
devices (orifices, safety valves, etc.). The ventilation orifices must be
designed in sucha way as to preclude any risk of ignition. Th e fuel
must be unable to flow from the filler cap or any devices fitted in order
to release excess pressure even if the tank is fully inverted; dripping is
tolerated to a maximum of 30 g/min.
2. TESTS
Fuel tanks made of anything other than metal are tested as described
below and in the order shown:
2.1.Permeability test
2.1.1.Test method
The fuel tank must be tested at a temperature of 313 K ± 2 K. The test
fuel to be used in the reference fuel defined in chapter 5 on measures to
counter atmospheric pollution by two or three-wheel motor vehicles.
The tank is filled up to 50 % of its rated capacity with the test fuel and
allowed to rest in the ambient air at a temperature of 313 K ± 2 K until
there is a constant weight loss. That period must be at least four weeks
(pre-storage period). The tank is emptied and then refilled to 50 % of its
rated capacity withtest fuel.
The tank is then stored under the stabilizing conditions at a temperature
of 313 K ± 2 K until its contents are at the test temperature. The tank is
then closed. The pressure rise in the tank during the test may be compen-
sated. The weight loss due to diffusion must be determined during the
eight-week test. During that test a maximum quantity of 20 g may escape,
on average, every 24 hours. If the diffusion losses are greater, the fuel
loss must also be determined at a test temperature of 296 K ± 2 K, all
other conditions being maintained (pre-storage at 313 K ± 2 K). The
loss determined under those conditions must not exceed 10 g per 24
hours.
When the test it conducted with internal pressure compensation, which
must be mentioned in the test report, the fuel loss resulting from the pres-
sure compensation must be taken into account when the diffusion loss is
established.
2.2.Shocktest
2.2.1.Test method
The fuel tank is filled up to its nominal capacity with a mixture of 50 %
water and ethylene glycol or with any other coolant which does not attack
the fuel tank material, the cryoscopic point of which is lower than 243 K
±2K .
The temperature of the substances contained in the fuel tank during the
test must be 253 K ± 5 K. The tank is cooled down at a corresponding
ambient temperature. It is also possible to fill the fuel tank with a suitably
refrigerated liquid provided that the fuel tank is left at the test tempera-
ture for at least an hour.1997L0024 — EN — 10.09.2003 — 002.001 — 316
▼B
A pendulum is used for the test. Its impact head must take the form of an
equilateral triangular pyramid having a radius of curvature of 3,0 mm at
its peaks and edges. Witha mass of 15 kg th e pendulum's energy may not
be less than 30,0 J.
The points on the fuel tank to be tested must be those considered at risk
as a result of the fitting of the tank and its position on the vehicle. There
must be no liquid leakage following a single impact at one of those
points.
2.3.Mechanicalstrength
2.3.1.Test method
The fuel tank is filled up to its rated capacity, the test liquid used being
water at 326 K ± 2 K. The relative internal pressure must not be less than
30 kPa. Where the fuel tank has been designed to withstand relative
internal pressure of use greater than 15 kPa, the relative test pressure to
be applied must be double the relative internal use pressure for which the
tank has been designed. The tank must remain closed for a period of 5
hours.
Any deformation which may arise may not render the fuel tank unusable.
(For example, the tank must not be perforated). Account must be taken of
specific fitting conditions if the deformation of the tank is to be assessed.
2.4.Fuel-resistance test
2.4.1.Test method
Six tensile test-pieces of approximately the same thickness are taken from
the flat faces. Their tensile strength and elastic limits are established at
296 K ± 2 K at an elongation rate of 50 mm/min. These values must be
compared withth e tensile strengthand elasticity values obtained via
similar tests using a fuel tank that has already been stored for the pre-
storage period. The material must be considered to be acceptable if there
has been no difference in tensile strength of more than 25 %.
2.5.Fire-resistance test
2.5.1.Test method
The tank material must not burn at a flame speed greater than 0,64 mm/s
in the test set out in Appendix 1.
2.6.High-temperaturetest
2.6.1.Test method
The fuel tank, filled to 50 % of its rated capacity with water at 293 K
± 2 K, must not display plastic deformation or leaks after storage for
one hour at an ambient temperature of 343 K ± 2 K. After the test, the
tank must always be fully usable. The testing device must take account of
the fitting conditions.1997L0024 — EN — 10.09.2003 — 002.001 — 317
▼B
Appendix 1
1. TEST EQUIPMENT
1.1.Testchamber
A totally enclosed laboratory fume hood with a heat-resistant test-obser-
vation window. A mirror may be used in certain test enclosures in order
to provide a rear view of the sample.
The fume extractor fan must be shut down during the test and restarted
immediately after the test in order to remove any toxic combustion
products.
The test may also be carried out inside a metal box placed beneath the
fume hood with the extractor fan operating.
The top and bottom walls of the box must incorporate ventilation holes
enabling sufficient air for the combustion to pass through while not
subjecting the burning sample to a draught.
1.2.Supportingbase
A laboratory supporting base including two grips which can be set in any
position by means of swivel joints.
1.3.Burner
A gas-fired Bunsen (or Tirill) type witha 10 mm nozzle.The nozzle must not be fitted with any accessory.
1.4.Metalmesh
Meshsize 20. Square of 100 × 100 mm.
1.5.Timer
A timer or similar device withdivisions not greater th an 1 second.
1.6.Waterbath
1.7.Graduatedscale
Graduation in millimetres.
2. TEST SAMPLE
2.1. At least 10 test samples 125 ± 5 mm long × 12,5 ± 0,2 mm wide must be
taken direct from a typical fuel tank.
If otherwise prevented by the shape of the fuel tank, part of the tank must
be moulded into a plate that is 3 mm thick and sufficient in area to
enable the necessary samples to be taken.
2.2. The samples must normally be tested in their type-approval state, unless
otherwise specified.
2.3. Two lines, one at 25 mm and the other at 100 mm from one end must be
cut into eachsample.
2.4. The edges of the test samples must be sharply defined. Edges obtained by
sawing must be fine-sanded down in order to obtain a smoothfinish .
3. TEST METHOD
3.1. The sample is attached to one of the grips on the base by the end closest
to the 100 mm mark, its longitudinal axis being horizontal and its trans-
verse axis at 45º to the horizontal. Below the test sample a (roughly
100 × 100 mm) woven metal screen is attached and located 10 mm hori-
zontally below the edge of the sample such that the sample protrudes
approximatly 13 mm beyond the end of the screen (see Figure 1). Before
each test, any residue remaining on the metal screen must be burnt or the
screen replaced.
A bath full of water must be placed on the fume hood table in such a way
as to receive any incandescent particles which may fall during the test.1997L0024 — EN — 10.09.2003 — 002.001 — 318
▼B
3.2. The air supply to the burner must be set in such a way as to obtain a blue
flame roughly 25 mm high.
3.3. The burner must be placed such that its flame touches the outer edge of
the test sample as shown in Figure 1 and at the same time the timer is
started.
The flame is held in contact for 30 seconds and if the sample deforms,
melts or shrinks away from the flame, the flame must be moved in order
to maintain contact withth e sample.
Significant deformation of the sample during the test may invalidate the
result. The burner must be withdrawn after 30 seconds or when the flame
front reaches the 25 mm mark. If it reaches this earlier the burner must be
moved at least 450 mm away from the sample and the fume hood closed.
3.4. When the flame front reach the 25 mm mark, the time in seconds must be
noted on the timer as time t1.
3.5. The timer is stopped when combustion (with or without flame) stops or
reaches the mark 100 mm from the free end.
3.6. The time on the timer, in seconds, is noted as time t.
3.7. If the combustion does not reach the 100 mm mark the unburnt length
from the 100 mm mark along the lower edge of the sample is measured,
rounded up or down to the nearest millimetre.
The burnt length must be equal to 100 mm less the unburnt length
expressed in mm.
3.8. If a sample has burnt up to or beyond the 100 mm mark the combustion
speed must be:
75
t/C0t1in mm =s
3.9. The test is repeated (3.1 to 3.8) until three samples have burnt up to or
beyond the 100 mm mark or ten samples have been tested.
If one sample out of 10 burns up to the 100 mm mark or beyond, the test
(3.1 to 3.8) is repeated on 10 new samples.
4. EXPRESSION OF RESULTS
4.1. If at least two samples have burnt up to the 100 mm mark the average
speed of combustion (in mm/s) which must be stated is the average of
the combustion speeds of all of the samples that have burnt up to the
mark.
4.2. The average combustion time and length of combustion must be stated if
no sample out of ten or not more than 1 out of 20 has burnt up to the
100 mm mark.
4.2.1. Average Combustion Time (ACT) in seconds:
ACT ¼Xn
i¼1/C1ti/C030 ðÞ
n
where n is the number of samples
rounded up or down to the nearest 5-second multiple: thus ‘less than 5
seconds’ must be stated if combustion lasts less than 3 seconds following
withdrawal of the burner.
In no case must an ACT of 0 be given.
4.2.2. Average Combustion Length(ACL) in millimetres:
ACL ¼Xn
i¼1/C1100/C0unburnt length i ðÞ
n
where n is the number of samples
rounded up or down to the nearest multiple of 5 mm; where there are
combustion lengths of less than 3 mm state ‘less than 5 mm’.
In no case must an ACL of 0 be given.1997L0024 — EN — 10.09.2003 — 002.001 — 319
▼B
Where a single sample burns up to the mark the combustion length is
counted as 100 mm.
4.3. The complete results must include the following information:
4.3.1. Identification of the sample, including the method of preparation and
storage.
4.3.2. Average sample thickness to be ± 1 %.
4.3.3. Number of samples tested.
4.3.4. Dispersion of the combustion time values.4.3.5. Dispersion of the combustion length values.
4.3.6. If a sample does not burn up to the mark because it drips, runs or breaks
up into burnt particles this must be stated.
4.3.7. If a sample is reignited by burning material deposited on the woven metal
screen, that must be stated.
Figure 1
Test apparatus
1997L0024 — EN — 10.09.2003 — 002.001 — 320
▼B
Appendix 2
1997L0024 — EN — 10.09.2003 — 002.001 — 321
▼B
Appendix 3
1997L0024 — EN — 10.09.2003 — 002.001 — 322
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ANNEX II
REQUIREMENTS CONCERNING THE FITTING OF FUEL TANKS
ANDFUELSUPPLYSYSTEMSTOTWOORTHREE-WHEELMOTOR
VEHICLES
1. FUEL TANK
Tank attachment systems must be designed, manufactured and installed in
such a way as to fulfil their function whatever the driving conditions.
2. FUEL-SUPPLY SYSTEM
Engine fuel-system components must be suitably protected by a part of the
frame or bodywork in such a way that they cannot strike against obstacles
on the ground. That protection is not required if the components in question,
when located beneath the vehicle, are further from the ground than the part
of the frame or bodywork that is located immediately ahead of them.
The fuel-supply system must be designed, manufactured and installed in such
a way as to withstand the effects of any internal and external corrosion to
which it is exposed. No motion due to torsion, flexing and vibration of the
vehicle structure, engine and transmission must subject fuel-system compo-
nents to abnormal friction or stressing.1997L0024 — EN — 10.09.2003 — 002.001 — 323
▼B
Appendix 1
1997L0024 — EN — 10.09.2003 — 002.001 — 324
▼B
Appendix 2
1997L0024 — EN — 10.09.2003 — 002.001 — 325
▼B
CHAPTER 7
ANTI-TAMPERINGMEASURESFORTWO-WHEELMOPEDSANDMOTORCYCLES1997L0024 — EN — 10.09.2003 — 002.001 — 326
▼B
ANNEX
1. DEFINITIONS
or the purposes of this Chapter:
1.1. ‘Anti-tampering measures for two-wheel mopeds and motorcycles’
means a series of technical requirements and specifications the aim
of which is to prevent, as far as possible, unauthorized modifica-
tions which may prejudice safety, in particular by increasing
vehicle performance, and damage the environment.
1.2. ‘Vehicle performance’ means the maximum speed of mopeds and
the engine power of motorcycles.
1.3. ‘Vehicle categories’ means vehicles subdivided into the following
categories:
1.3.1. Category A vehicles — mopeds.1.3.2. Category B vehicles — motorcycles with a cylinder capacity not
exceeding 125 cc and a power not exceeding 11 kW.
1.3.3. Category C vehicles — motorcycles with a power not exceeding
25 kW and a power/mass ratio not exceeding 0,16 kW/kg, mass in
running order as defined in section 2 of Note (d) in Annex II to
Directive 92/61/EEC.
1.3.4. Category D vehicles — motorcycles other than those in categories
Bo rC .
1.4. ‘Unauthorized modification’ means a modification which is not
permitted by this Chapter.
1.5. ‘Interchangeability of parts’ means the interchangeability of parts
which are not identical.
1.6. ‘Inlet conduit’ means the combination of the inlet passage and the
intake pipe.
1.7. ‘Inlet passage’ means the passage for the intake of air within the
cylinder, cylinder-head or crankcase.
1.8. ‘Intake pipe’ means a part connecting the carburettor or air-control
system and the cylinder, cylinder-head or crankcase.
1.9. ‘Intake system’: means the combination of the inlet conduit and the
intake silencer.
1.10. ‘Exhaust system’ means the combination of the exhaust pipe, the
expansion box and the exhaust silencer necessary for the absorption
of noise emitted by the engine.
1.11. ‘Special tools’ means tools which are made available only to distri-
butors authorized by the vehicle manufacturer and are not available
to the general public.
2. GENERAL PROVISIONS
2.1. Interchangeability of non-identical parts between component-type-
approved vehicles:
2.1.1. For any vehicle in categories A or B, the interchangeability of the
following components or of a set of the following components:
(a) for two-stroke vehicles: cylinder/piston combination, carbur-
ettor, intake pipe, exhaust system,
(b) for four-stroke vehicles: cylinder head, camshaft, cylinder/
piston combination, carburettor, intake pipe, exhaust system,
between that vehicle and any other vehicle from the same manufac-
turer is not permitted if such interchangeability results in the
vehicle's maximum design speed increasing by more than 5 km/h
in the case of category A vehicles or the vehicle's power increasing
by more than 10 % in the case of category B vehicles. In no case
may the maximum design speed or the maximum net engine power
of the relevant category be exceeded.
In particular, for the low-performance mopeds referred to in the
Note in Annex I to Directive 92/61/EEC, the maximum design
speed is 25 km/h.1997L0024 — EN — 10.09.2003 — 002.001 — 327
▼B
2.1.1.1. For any vehicle in Category B, of which variants exist pursuant to
Article 2 of Directive 92/61/EEC which differ in respect of
maximum speed or maximum net power as a result of additional
restrictions imposed by Member States under Article 3 (5) of
Council Directive 91/439/EEC of 29 July 1991 on driving
licences (1), the requirements of 2.1.1(a) and (b) do not apply to
the interchangeability of components unless this results in the vehi-
cle's power exceeding 11 kW.
2.1.2. In cases involving the interchangeability of components, the manu-
facturer must ensure that the competent authorities are provided
with the necessary information and, where appropriate, the neces-sary vehicles to enable them to verify that the requirements of this
section have been met.
2.2. The manufacturer must declare that modifications of the following
characteristics will not increase the maximum power of a motor-
cycle by more than 10 % or increase the maximum speed of a
moped by more than 5 km/h and that in no case may the maximum
design speed or the maximum net engine power for the category
concerned be exceeded: ignition (advance, etc.), fuel feed system.
2.3. Category B motorcycles must comply withth e requirements of
either 2.3.1 or 2.3.2 or 2.3.3 and with 2.3.4 and 2.3.5.
2.3.1. An unremovable sleeve must be located in the inlet conduit. If such
a sleeve is located in the intake pipe, the latter must be fixed to the
engine block by means of shear-bolts or bolts removable only using
special tools.
The sleeve must have minimum hardness of 60 HRC. In the
restricted section it must not exceed 4 mm in thickness.
Any interference withth e sleeve aimed at removing or modifying it
must lead to either the destruction of the sleeve and its support or
complete and permanent malfunctioning of the engine until it is
restored to its approved condition.
A marking with indication of the vehicle category or categories as
defined in 1.3 must be legible on the surface of the sleeve or not
far from it.
2.3.2. Eachintake pipe must be fixed withsh ear-bolts or bolts removable
only using special tools. A restricted section, indicated on the
outside, must be located inside the pipes; at that point the wall
must be less than 4 mm in thickness, or 5 mm if using a flexible
material, suchas rubber for example.
Any interference with the pipes aimed at modifying the restricted
section must lead to either the destruction of the pipes or complete
and permanent malfunctioning of the engine until they are restored
to their approved condition.
A marking with indication of the vehicle category or categories as
defined in 1.3 must be legible on the pipes.
2.3.3. The part of the inlet conduit located in the cylinder head must have
a restricted section. In the whole inlet passage there must not be a
more restricted section (except the valve-seat section).
Any interference with the conduit aimed at modifying the restricted
section must lead to either the destruction of the pipe or complete
and permanent malfunctioning of the engine until it is restored to
its approved condition.
A marking with indication of the vehicle category as defined in 1.3
must be legible on the cylinder head.
2.3.4. The diameter of the restricted section referred to in sections 2.3.1,
2.3.2 and 2.3.3 varies according to the motorcycle concerned.
2.3.5. The manufacturer must supply the diameter of the restricted section
and prove to the competent authorities that this restricted section is
the most critical for the passage of gases, and that there is no other
section which, if modified, could increase vehicle performance by
more than 10 %.
Four years after this Directive is implemented, the maximum
diameters of the restricted section for the various types of motor-1997L0024 — EN — 10.09.2003 — 002.001 — 328
(1) OJ No L 237, 24. 8. 1991, p. 1.
▼B
cycles must be determined numerically following the procedure set
out in Article 6 on the basis of the diameters of the restricted
sections supplied by the manufacturer.
2.4. Removing the air filter must not have the effect of increasing a
moped's maximum design speed by more than 10 %.
3. SPECIFIC REQUIREMENTS FOR VEHICLES IN CATEGORIES
A AND B
The requirements in this section are not mandatory unless a single
requirement or combination of requirements proves necessary to
impede tampering resulting in the vehicle's maximum design speed
increasing by more than 5 km/h in the case of category A vehicles
or the vehicle's power increasing by more than 10 % in the case of
category B vehicles. In no case may the maximum design speed or
maximum net engine power of the relevant category be exceeded.
3.1. Cylinder-head gasket: after mounting, the maximum thickness of a
cylinder-head gasket, if any, may not exceed
— 1,3 mm for mopeds, and
— 1,6 mm for motorcycles.
3.2. Cylinder/crankcase gasket for two-stroke engines: the maximum
thickness of any gasket between the base of the cylinder and the
crankcase, if any, may not exceed 0,5 mm, after mounting.
3.3. Piston for two-stroke engines: the piston, when in position at top
dead centre, must not cover the inlet port. This requirement does
not apply to those parts of the transfer port which coincide with
the inlet port in the case of vehicles the engine of which is
equipped withan induction system incorporating reed valve(s).
3.4. For two-stroke engines, rotation of the piston through 180º must
not increase engine performance.
3.5. Without prejudice to the provisions of 2.3, no artificial restriction is
permitted in the exhaust system. The valve guides of a four-stroke
engine are not considered to be artificial restrictions.
3.6. The part(s) of the exhaust system inside the silencer(s) which deter-
mine(s) the effective length of the exhaust pipe must be affixed to
the silencer(s) or expansion box(es) in such a way that it (they)
cannot be removed.
3.7. Any component (mechanical, electrical, structural, etc.) which
limits full engine load (e.g. a throttle control stop or a twist-grip
stop) is forbidden.
3.8. If a category A vehicle is equipped with electrical/electronic
devices which limit its speed, the vehicle manufacturer must
provide data and evidence to the test authorities to demonstrate
that modification or disconnection of the device or its wiring
system will not increase the moped's maximum speed by more
than 10 %.
Electrical/electronic devices which cut and/or inhibit spark ignition
are forbidden if their operation results in an increase in fuel
consumption or unburnt hydrocarbon emissions.
Electrical/electronic devices which vary spark advance must be
designed in such a way that the engine power, measured with the
device functioning, does not differ by more than 10 % from the
power measured withth e device disconnected and withspark
advance set for maximum road speed.
The maximum road speed must be achieved with the spark advance
set within ± 5 º of the value specified for the development of
maximum power.
3.9. Should an engine be equipped with a reed valve, this must be fixed
with shear-bolts which prevent re-use of its support or bolts remo-
vable only using special tools.
3.10. Requirements for the identification of a vehicle engine type
3.10.1. Marking of original parts/components:
3.10.1.1. The parts components listed below must be durably and indelibly
marked withth e code number(s) and symbols assigned for identifi-
cation purposes either by the vehicle manufacturers of such parts or
components. Suchmarking may take th e form of a label provided1997L0024 — EN — 10.09.2003 — 002.001 — 329
▼B
that it remains legible in normal use and cannot be detached
without being destroyed.
In general, this marking must be visible without the necessity of
dismantling the part in question or other parts of the vehicle.
However, where the bodywork or other parts of the vehicle obscure
a marking, the vehicle manufacturer must provide the competent
authorities with indications for opening or dismantling the parts in
question and the location of the markings.
3.10.1.2. The letters, figures or symbols used must be at least 2,5 mm in
height and be easily legible. However, for the marking of parts
such as those specified in 3.10.1.3.7 and 3.10.1.3.8, the minimum
height must be as specified in Chapter 9.
3.10.1.3. The parts and components referred to in 3.10.1.1 are the following:3.10.1.3.1. intake silencer (air filter)3.10.1.3.2. carburettor or equivalent device
3.10.1.3.3. inlet pipe (if cast separately from the carburettor or cylinder or
crankcase)
3.10.1.3.4. cylinder3.10.1.3.5. cylinder head3.10.1.3.6. crankcase
3.10.1.3.7. exhaust pipe(s) (if separate from the silencer)
3.10.1.3.8. silencer(s)3.10.1.3.9. transmission driving part (front chain wheel (sprocket) or pulley)3.10.1.3.10. transmission driven part (rear chain wheel (sprocket) or pulley)3.10.1.3.11. any electrical/electronic devices for engine management (ignition,
injection, etc.) and all the different electronic cards in the case of
a device which is designed to be opened
3.10.1.3.12. restricted section (sleeve or other).3.10.2. Anti-tampering control plate3.10.2.1. A plate of at least 60 mm × 40 mm must be fixed to eachveh icle
in a durable manner (it may be adhesive but not detachable without
prejudice to its integrity) in an easily accessible place on the
vehicle.
On this plate the manufacturer must indicate:
3.10.2.1.1. his name or trade mark;3.10.2.1.2. the letter representing the vehicle category;3.10.2.1.3. for the transmission driving and driven parts, the number of cogs
(in the case of a sprocket), or the diameter (in mm) in the case of
a pulley;
3.10.2.1.4. the code number(s) or symbol(s) identifying the parts or compo-
nents marked in accordance with3.10.1.
3.10.2.2. Letters, figures or symbols must be at least 2,5 mm in height and
be easily legible. A simple drawing showing the correspondence
between parts or components and their code numbers or symbols
is given in Figure 1.
3.10.3. Marking of non-original parts/components3.10.3.1. In the case of components type-approved for the vehicle in accor-
dance with this Chapter which are alternatives to those listed in
3.10.1.3 and are sold by the vehicle manufacturer, the code
number(s) or symbol(s) of such alternatives must be shown either
on the control plate or on a sticker (which must remain legible in
normal use and which cannot be detached without being destroyed),
to be supplied with the component for attachment next to the
control plate.
3.10.3.2. In the case of non-original replacement silencers, the code
number(s) or symbol(s) of suchseparate tech nical units must be
shown on a sticker (which must remain legible in normal use and
which cannot be detached without being destroyed), to be supplied
with the component for attachment next to the control plate.1997L0024 — EN — 10.09.2003 — 002.001 — 330
▼B
3.10.3.3. When, pursuant to 3.10.3.1 and 3.10.3.2, non-original parts/compo-
nents have to be marked, the markings must comply with the
provisions of 3.10.1.1 to 3.10.2.2.1997L0024 — EN — 10.09.2003 — 002.001 — 331
▼B
Figure 1
1997L0024 — EN — 10.09.2003 — 002.001 — 332
▼B
Appendix 1
1997L0024 — EN — 10.09.2003 — 002.001 — 333
▼B
Appendix 2
1997L0024 — EN — 10.09.2003 — 002.001 — 334
▼B
CHAPTER 8
ELECTROMAGNETIC COMPATIBILITY OF TWO OR THREE-WHEEL MOTOR VEHI-
CLESANDELECTRICALORELECTRONICSEPARATETECHNICALUNITS
LISTOFANNEXES
ANNEX I Conditions applying to vehicles and to electrical or electronic separate
technical units …
ANNEX II Method of measuring wide-band electromagnetic radiation from vehicles
…
ANNEX III Method of measuring narrow-band electromagnetic radiation from vehicles
…
ANNEX IV Methods of testing vehicle immunity to electromagnetic radiation …
ANNEX V Methods of measuring wide-band electromagnetic radiation from separate
technical units (STUs) …
ANNEX VI Method of measuring narrow-band electromagnetic radiation from separate
technical units (STUs) …
ANNEX VII Methods of testing the immunity of separate technical units (STUs) to
electromagnetic radiation …
ANNEX VIII Models for information document (Appendix 1) and component type-
approval certificate (Appendix 2) …
ANNEX IX Models for information document (Appendix 1) and component type-
approval certificate (Appendix 2) of a type of separate technical unit
(STU) …1997L0024 — EN — 10.09.2003 — 002.001 — 335
▼B
ANNEX I
CONDITIONSAPPLYINGTOVEHICLESANDTOELECTRICALAND
ELECTRONICSEPARATETECHNICALUNITS
1. DEFINITIONS
For the purposes of this Chapter:
1.1. ‘electromagnetic compatibility’ means the ability of a vehicle or one of
its electrical/electronic systems to function satisfactorily in its electro-
magnetic environment without introducing intolerable electromagnetic
disturbances to anything in that environment.
Complex components and subunits (electric motors, thermostats, elec-
tronic circuit boards, etc.) which are sold direct to the end-user and
are not exclusively designed for two or three-wheel motor vehicles
must comply either with the provisions of this Directive or with those
of Council Directive 89/336/EEC of 3 May 1989 on the approximation
of the laws of the Member States relating to electromagnetic compat-
ibility.
1.2. ‘electromagnetic disturbance’ means any electromagnetic phenomenon
which may degrade the performance of a vehicle or one of its elec-
tronic/electrical systems. An electromagnetic disturbance may be
electromagnetic noise, an unwanted signal or a change in the propaga-
tion medium itself.
1.3. ‘electromagnetic immunity’ means the ability of a vehicle or one of its
electronic/electrical systems to perform without degradation of quality
in the presence of specific electromagnetic disturbances.
1.4. ‘electromagnetic environment’ means all electromagnetic phenomena
present in a given situation.
1.5. ‘reference limit’ means the nominal level to which both the component
type-approval of the vehicle type and the conformity-of-production
limit value refer.
1.6. ‘reference antenna’ means a balanced half-wave dipole tuned to the
measured frequency.
1.7. ‘wide-band emission’ means any emission which has a bandwidth
exceeding that of a specific receiver or measuring instrument.
1.8. ‘narrow-band emission’ means any emission which has a bandwidth
less than that of a specific receiver or measuring instrument.
1.9. ‘electronic/electrical separate technical unit (STU)’ means the elec-
tronic and/or electrical component, or the set of components provided
for installation in a vehicle, together with all electrical connections
and associated wiring for the execution of several specific functions.
1.10. ‘STU’ means the test carried out on one or more specific STUs.
1.11. ‘vehicle type with regard to electromagnetic compatibility’, given that
there are no fundamental differences from one vehicle to another,
meansinter alia :
1.11.1. the general layout of the electronic and/or electrical components,1.11.2. the overall size, layout and shape of the engine mounting and the dispo-
sition of the high-voltage wiring (where present),
1.11.3. the raw material from which both the vehicle chassis and bodywork are
constructed (e.g., a chassis or body made of glass fibre, aluminium or
steel).
1.12. ‘STU type in relation to electromagnetic compatibility’ means a sepa-
rate technical unit that does not differ from other units in its essential
aspects, e.g.,
1.12.1. the function performed by the STU,
1.12.2. the general layout of the electronic and/or electrical components.
1.13. ‘direct vehicle control’ the vehicle control performed by the rider acting
on the steering, the brakes and the accelerator control.1997L0024 — EN — 10.09.2003 — 002.001 — 336
▼B
2. APPLICATION FOR COMPONENT TYPE-APPROVAL
2.1. Application for component type-approval of a vehicle type with regard
to electromagnetic compatibility must be accompanied not only by the
information provided for in Annex VIII (Appendix 1) but also by the
following:
2.1.1. a catalogue describing all the specific combinations of electronic/elec-
trical systems or STUs, the types of bodywork for the type of vehicle
being component type-approved and the proposed wheelbase versions.
Electronic/electrical systems and STUs are described as specific if
they are capable of emitting significant wide- and narrow-band radia-
tion levels and/or affect the direct control exercised over the vehicle
(see 5.4.2.2 of this Annex).
2.1.2. an STU that is representative in terms of the compatibility test chosen
from the various combinations of electric/electronic systems designed
for series-production purposes.
2.2. The application for component type-approval in respect of the electro-
magnetic compatibility of an STU type:
2.2.1. documents describing the technical characteristics of the STU;2.2.2. a STU that is representative of the type. Where it considers this to be
necessary, the competent authority may request a further sample.
3. MARKING
3.1. All STUs, with the exception of cables other than ignition connecting
cables, must bear the following:
3.1.1. the make or name of the manufacturer of the STUs and their compo-
nents;
3.1.2. the trade description:
3.2. these marks must be indelible and clearly legible.
4. COMPONENT TYPE-APPROVAL OF A VEHICLE TYPE
4.1. If the vehicle submitted for testing meets the requirements of this
Chapter, component type-approval must be granted and be valid for all
the specific combinations set out in the list referred to in 2.1.1.
4.2. However, the testing bodies responsible for the component type-
approval tests may only waive the immunity test referred to in 5.4 in
the case of vehicles fitted with electrical or electronic devices, if, in
the event of the failure of such devices, the safety functions as
performed by the braking, light-signalling, audible-warning and steering
systems are in no way impaired. Suchexemptions, withduly substan-
tiated reasons, must be mentioned explicitly in the test report.
4.3.Componenttype-approvalofthevehicle
The following ways of component type-approving the vehicle are avail-
able:
4.3.1.Component type-approval of a complete installation on the vehicle.
A complete installation on the vehicle may be granted component type-
approval directly by passing tests conducted in accordance withth e
limits and procedures laid down in section 5. If this route is chosen by
a vehicle manufacturer no separate STU testing is required.
4.3.2.Component type-approval of vehicle type via individual STU tests.
The vehicle manufacturer may obtain component type-approval for the
vehicle by demonstrating to the approval authority that all of the rele-
vant STUs (see 2.1.1) have been individually approved in accordance
with this Chapter and have been installed in accordance with any condi-
tions attached thereto.
4.4.Componenttype-approvalofaSTU
A STU may be component type-approved if it passes tests conducted in
accordance withth e limits and procedures laid down in section 5.
Approval may be granted for fitting to any vehicle type or to a specific
vehicle type or types as requested by the manufacturer.1997L0024 — EN — 10.09.2003 — 002.001 — 337
▼B
5. REQUIREMENTS
5.1.Generalrequirements
All vehicles and STUs must be designed and constructed in such a way
that, under normal conditions of use, they meet the conditions laid
down in this Chapter.
However, the measuring methods used in checking the immunity of
vehicles and STUs to electromagnetic radiation described in Annexes
IV and VII respectively are not required until three years after the date
of entry into force of this Chapter.
5.2.Requirementsrelatingtowide-bandradiationfromvehicles
5.2.1.Measuring method
The electromagnetic radiation generated by the vehicle type submitted
for testing are to be measured by the method described in Annex II.
5.2.2.Vehicle reference limits (wide-band)
5.2.2.1. If measurements are taken using the method described in Annex II, in
respect of a vehicle-antenna distance of 10,0 ± 0,2 m, the radiation
reference limit will be 34 dB microvolts/m (50 microvolts/m) in the
30-75 MHz frequency band and 34-45 dB microvolts/m (50-180 micro-
volts/m) in the 75-400 MHz frequency band. As shown in Appendix 1
to this Annex, this limit will increase by the frequency logarithm for
frequencies above 75 MHz. In the 400-1000 MHz frequency band the
limit remains constant at 45 dB (180 microvolts/m).
5.2.2.2. If measurements are taken using the method described in Annex II, in
respect of a vehicle-antenna distance of 3,0 ± 0,5 m, the radiation refer-
ence limits will be 44 dB microvolts/m (160 microvolts/m) in the 30-
75 MHz frequency band and 44-55 dB (160-546 microvolts/m) in the
75-400 MHZ frequency band. As shown in Appendix 2 to this Annex,
this limit will increase by the frequency logarithm for frequencies
above 75 MHz. In the 400-1000 MHz frequency band the limit remains
constant at 55 dB (546 microvolts/m).
5.2.2.3. The measured values expressed in dB (microvolts/m) must be at least
2,0 dB below the reference limit for the vehicle submitted for testing.
5.3.Requirements relating to narrow-band radiation emissions from
vehicles
5.3.1.Measuring method
The electromagnetic radiation from the vehicle submitted for testing is
to be measured by the method described in Annex III.
5.3.2.Vehicle Reference limits for vehicle narrow-band radiation
5.3.2.1. If measurements are taken using the method described in Annex III, in
respect of a vehicle-antenna distance of 10,0 ± 0,2 m, the radiation
reference limit will be 24 dB (16 microvolts/m) in the 30-75 MHz
frequency band and 24-35 dB (16-56 microvolts/m) in the 75-400 MHz
frequency band. As shown in Appendix 3 to this Annex, this limit will
increase by the frequency logarithm for frequencies above 75 MHz. In
the 400-1 000 MHz frequency band the limit remains constant at 35 dB
(56 microvolts/m).
5.3.2.2. If measurements are taken using the method described in Annex III, in
respect of a vehicle-antenna distance of 3,0 ± 0,05 m, the radiation
reference limits will be 34 dB (50 microvolts/m) in the 30-75 MHz
frequency band and 34-45 dB (50-180 microvolts/m) in the 75-
400 MHz frequency band. As shown in Appendix 4 to this Annex, this
limit will increase by the frequency logarithm for frequencies above
75 MHz. In the 400-1000 MHz frequency band the limit remains
constant at 45 dB (microvolts/m).
5.3.2.3. The measured values for the vehicle type submitted for testing
expressed in dB (microvolts/m), must be at least 2,0 dB below the
reference limit.1997L0024 — EN — 10.09.2003 — 002.001 — 338
▼B
5.4.Requirementsregardingvehicleimmunitytoelectromagneticradia-
tion
5.4.1.Measuring method
Tests to determine the immunity of the vehicle type to electromagnetic
radiation must be conducted in accordance with the method described
in Annex IV.
5.4.2.Vehicle immunity reference limits
5.4.2.1. If measurements are taken using the method described in Annex IV, the
field strengthreference level must be 24 volts/m r.m.s. in over 90 % of
the 20 MHz to 1 000 MHz frequency band and 20 volts/m r.m.s. over
the whole 20 MHz to 1 000 MHz frequency band.
5.4.2.2. The vehicle representative of the type submitted for testing must not
display any deterioration in the direct control of the vehicle which
might be observed by the driver or by any other road user when the
vehicle in question is in the state defined in Annex IV, section 4, and
when it is subjected to the field strength expressed in volts/m, which
must be 25 % above the reference level.
5.5.Requirementsconcerningwide-bandSTUradiation
5.5.1.Measuring method
The electromagnetic radiation generated by the STU submitted for
component type-approval must be measured by the method described
in Annex V.
5.5.2.STU wide-band reference limits
5.5.2.1. If measurements are taken using the method described in Annex V, the
radiation reference limit will be 64-54 dB (microvolts/m) within the 30-
75 MHz frequency band, this limit decreasing by the frequency loga-
rithm, and 54-65 dB microvolts/m) in the 75-400 MHz band, this limit
increasing by the frequency logarithm, as shown in Appendix 5 to this
Annex. In the 400-1000 MHz frequency band the limit remains
constant at 65 dB (1 800 microvolts/m).
5.5.2.2. The measured values for the STU submitted for approval, expressed in
dB (microvolts/m), must be at least 2,0 dB below the reference limits.
5.6.Requirementsconcerningnarrow-bandSTUradiation
5.6.1.Method of measurement
The electromagnetic radiation generated by the STU submitted for
component type-approval is to be measured in accordance withth e
method described in Annex VI.
5.6.2.STU narrow-band reference limits
5.6.2.1. If measurements are taken using the method described in Annex VI, the
radiation reference limit will be 54-44 dB (microvolts/m) in the 30-
75 MHz frequency band, this limit decreasing by the fequency logar-
tihm, and 44-55 dB (microvolts/m) in the 75-400 MHz band, this limit
increasing by the frequency logarithm, as shown in Appendix 6 to this
Annex. In the 400-1000 MHz frequency band the limit remains
constant at 55 dB (560 microvolts/m).
5.6.2.2. The measured values for the STU submitted for competent type-
approval, expressed in dB (microvolts/m), must be at least 2,0 dB
below the reference limits.
5.7.Requirements concerning STU immunity to electromagnetic radia-
tion
5.7.1.Method of measurement
The immunity to electromagnetic radiation of the STU submitted for
component type-approval will be tested by means of one of the methods
described in Annex VII.
5.7.2.STU immunity reference limits
5.7.2.1. If measurements are taken using the methods described in Annex VII,
the immunity test reference levels will be 48 volts/m for the 150 mm
stripline testing method, 12 volts/m for the 800 mm stripline testing
method, 60 volts/m for the TEM cell testing method, 48 mA for the
Bulk Current Injection (BCI) testing method and 24 volts/m for the
Free Field testing method.1997L0024 — EN — 10.09.2003 — 002.001 — 339
▼B
5.7.2.2. The STUs representative of the type submitted for testing may not
exhibit any malfunction which is able to cause any degradation on the
direct control of the vehicle perceptible to the driver or other road user
if the vehicle is in the state defined in Annex IV, section 4, at a field
strengthor current expressed in appropriate linear units 25 % above th e
reference limit.
6. CONFORMITY OF PRODUCTION
6.1. Measures to ensure the conformity of production must be taken in
accordance withth e provisions laid down in Article 4 of Directive 92/
61/EEC.
6.2. Conformity of production withregard to th e electromagnetic compat-
ibility of the vehicle or component or separate technical unit is to be
checked on the basis of the data contained in the type-approval certifi-
cate(s) set out in Annex VIII and/or IX to this Directive as appropriate.
6.3. If the authority is not satisfied with the auditing procedure of the manu-
facturer, then sections 1.2.2 and 1.2.3 of Annex VI to Directive 92/61/
EEC and sections 6.3.1 and 6.3.2 below apply.
6.3.1. If the conformity of a vehicle, component or STU taken from the series
is being verified, production will be deemed to conform to the require-
ments of this Directive in relation to broadband radiated emissions and
narrowband radiated emissions if the levels measured do not exceed by
more than 2db (25 %) the reference limits prescribed in 5.2.2.1, 5.2.2.2,
5.3.2.1 and 5.3.2.2 (as appropriate).
6.3.2. If the conformity of a vehicle, component or STU taken from the series
is being verified, production will be deemed to conform to the require-
ments of this Directive in relation to the immunity to electromagnetic
radiation if the vehicle, component or STU does not exhibit any degra-
dation relating to the direct vehicle control perceptible to the rider or
other road user when the vehicle is in the state defined in Annex IV,
section 4 and subjected to a field strength, expressed in volts/m, up to
80 % of the reference limits prescribed in 5.4.2.1.
7. EXCEPTIONS
7.1. Vehicles with compression ignition engines are deemed to comply with
the requirements laid down in 5.2.2.
7.2. Vehicles or electrical/electronic STUs not incorporationg an electronic
oscillator withan operating frequency of more th an 9 kHz ar deemed
to comply withth e requirements laid down in 5.3.2 and in Annex III.
7.3. Vehicles not fitted with any sensitive electronic device are exempted
from the tests set out in Annex IV.
7.4. It is not considered necessary to carry out any immunity test on STUs
the functions of which are not considered essential for the direct control
of the vehicle.1997L0024 — EN — 10.09.2003 — 002.001 — 340
▼B
Appendix 1
Frequency — megahertz — logarithmic
(see section 5.2.2.1)1997L0024 — EN — 10.09.2003 — 002.001 — 341
▼B
Appendix 2
Frequency — megahertz — logarithmic
(see section 5.2.2.2)1997L0024 — EN — 10.09.2003 — 002.001 — 342
▼B
Appendix 3
Frequency — megahertz — logarithmic
(see section 5.3.2.1)1997L0024 — EN — 10.09.2003 — 002.001 — 343
▼B
Appendix 4
Frequency — megahertz — logarithmic
(see section 5.3.2.2)1997L0024 — EN — 10.09.2003 — 002.001 — 344
▼B
Appendix 5
Frequency — megahertz — logarithmic
(see section 5.5.2.1)1997L0024 — EN — 10.09.2003 — 002.001 — 345
▼B
Appendix 6
Frequency — megahertz — logarithmic
(see section 5.6.2.1)1997L0024 — EN — 10.09.2003 — 002.001 — 346
▼B
ANNEX II
METHOD OF MEASURING WIDE-BAND ELECTROMAGNETIC
RADIATIONFROMVEHICLES
1. GENERAL
1.1.Measuringequipment
The measuring equipment must meet the conditions laid down in Publi-
cation No 16, Edition 2, of the International Special Committee on
Radio Interference (CISPR).
A quasi-peak detector must be used to measure wide-band electromag-
netic radiation.
1.2.Testmethod
The test is designed to measure wide-band radiation from spark ignition
systems and electric motors within systems designed for continuous use
(e.g., electric traction motors, heating system/demister motors and fuel
pumps).
As regards the choice of reference antenna, that choice being deter-
mined by common agreement between manufacturers and testing
bodies: the distance in the vehicle may be either 10 or 3 metres. In
bothcases, th e conditions set out in section 3 below must be complied
with.
2. EXPRESSION OF RESULTS
The measured results are expressed in dB (microvolts/m) for band-
widths of 120 kHz. If the measuring equipment's actual bandwidth B
(expressed in kHz) does not correspond exactly to 120 kHz, readings
must be converted to a bandwidthof 120 kHz by adding 20 log (120/
B), where B must be less than 120 kHz.
3. TEST CONDITIONS
3.1. The test surface must be horizontal and untrammelled and free of elec-
tromagnetic reflective surfaces within a minimum radius of 30 m,
measured from a point mid-way between the vehicle and the antenna
(see fig. 1 in Appendix 1). Alternatively, the test surface may be any
location that fulfils the conditions shown in fig. 2 in Appendix 1.
3.2. Both the measuring equipment and the test cab or the vehicle in which
the measuring equipment is situated are positioned within the part of
the test surface shown in fig. 1 in Appendix 1. Where the test surface
fulfils the conditions stated in fig. 2 in Appendix 1, the measuring
equipment must lie outside the part shown in fig. 2.
3.3. Closed installations may be used for the tests, if it is to be demonstrated
that a correlation exists between these installations and the external test
surface.
Suchinstallations are not subject to th e dimensional conditions speci-
fied in figs 1 and 2 of Appendix 1, except for the condition relating to
the distance between the vehicle and the antenna and to the height of
the latter.
3.4. In order to ensure the absence of any noise or extraneous signals of a
level that might materially affect the measurements, such measurements
must be taken before and after the main test. If the vehicle is present
during these measurements, steps must be taken to ensure that no emis-
sion from the vehicle can significantly affect the measurements (e.g.,
the ignition key should be removed or the battery disconnected when
the vehicle is withdrawn from the test surface). For both types ofmeasurement, the noise or extraneous signal must be at least 10 dB
below the limits stated in Annex I (5.2.2.1 or 5.2.2.2, as the case may
be), save for intentional narrow-band ambient emissions.
4. STATE OF THE VEHICLE DURING THE TEST
4.1.Engine
The engine must function at its normal operating temperature and,
where a gearbox is fitted, must be in neutral. If this is not possible for1997L0024 — EN — 10.09.2003 — 002.001 — 347
▼B
practical reasons, alternative solutions must be sought by agreement
with the manufacturer and the authorities responsible for carrying out
the tests. Steps must be taken to ensure that the gear-changing mechan-
isms do not exert any influence on electromagnetic radiation from the
vehicle. During each measurement, the engine must operate as follows:
Engine type Measurement methods
Spark ignition Quasi-peak
One cylinder 2 500 rpm ± 10 %
More than one cylinder 1 500 rpm ± 10 %
Electric motors ¾of the maximum operating
power declared by the manufac-
turer
4.2.Equipmentcontrolledbythedriver
The equipment controlled by the driver (including such components as
heating-fan and air-conditioning motors and excluding other compo-
nents suchas seat or windscreen-wiper motors) is designed for steady-
state operation cycle at 100 % and must operate in sucha way as to
absorb the maximum current.
4.3. Test must not be carried out in the rain, nor must they be carried out for
10 minutes after it has stopped raining.
4.4. The driver must occupy the driving position assigned to him if, in the
judgment of the testing body, this represents the worst-case scenario.
5. ANTENNA TYPE, POSITION AND ORIENTATION
5.1.Antennatype
Any type of linearly polarized antenna is permitted, provided that it can
be standardized on the reference antenna.
5.2.Measurementheightanddistance
5.2.1.Height
5.2.1.1. Tests at 10 m
The antenna phase mid-point must be 3,0 ± 0,05 m above the vehicle
plane.
5.2.1.2. Tests at 3 m
The antenna phase mid-point must be 1,8 ± 0,05 m above the vehicle
plane.
5.2.1.3. No part of the antenna receiving components must be less than 0,25 m
from the vehicle plane.
5.2.2.Measuring distance
5.2.2.1. Tests at 10 m
The horizontal distance from the antenna phase mid-point to the
external surface of the vehicle must be 10,0 ± 0,2 m.
5.2.2.2. Tests at 3 m
The horizontal distance from the antenna phase mid-point to the
external surface of the vehicle must be 3,0 ± 0,05 m.
5.2.2.3. If the test is carried out in a closed installation with the object of
creating an electromagnetic screen against radiofrequencies, the posi-
tion of the antenna receiving components must not be less than (0,5)
m from any type of radiofrequency absorption material of less than
(1,5) m from the closed installation. There must be no absorption mate-
rial between the receiving antenna and the vehicle under test.
5.3.Positionoftheantennainrelationtothevehicle
The antenna must be positioned successively on each side of the vehicle
parallel to the longitudinal median plane of the vehicle and in line with
the mid-point of the engine (see fig. 3 in Appendix 1).1997L0024 — EN — 10.09.2003 — 002.001 — 348
▼B
5.4.Positionoftheantenna
Readings are taken for eachmeasuring point, first withth e antenna
vertically polarized and then horizontally polarized (see fig. 3 in
Appendix 1).
5.5.Measurements
The maximum value of the four measurements taken in accordance
with 5.3 and 5.4 for each frequency is regarded as the characteristic
measurement for this frequency.
6. FREQUENCIES6.1.Measurement
Measurements are taken over a range of frequencies from 30 to
1 000 MHz. A vehicle is deemed to comply with the requisite limits
over the entire frequency range if it meets the limits laid down for the
following 11 frequencies: 45, 65, 90, 150, 180, 220, 300, 450, 600, 750
and 900 MHz. Should the limit be exceeded during the tests, steps must
be taken to confirm that this is due to the vehicle and not to ambient
radiation.
6.2.Tolerances
Single frequency
(MHz)Tolerance
(MHz)
45, 65, 90, 150, 180 and 220 ± 5
300, 450, 600, 750 and 900 ± 20
The tolerances are applied to the above frequencies with the aim of
avoiding interference in transmissions operating at, or close to, the
nominal frequencies during the measurements.1997L0024 — EN — 10.09.2003 — 002.001 — 349
▼B
Appendix 1
Figure 1
Vehicle testsurface
1997L0024 — EN — 10.09.2003 — 002.001 — 350
▼B
Figure 2
Vehicle testsurface
1997L0024 — EN — 10.09.2003 — 002.001 — 351
▼B
Figure 3
Positionofantennainrelationtovehicle
1997L0024 — EN — 10.09.2003 — 002.001 — 352
▼B
ANNEX III
METHOD OF MEASURING NARROW-BAND ELECTROMAGNETIC
RADIATIONFROMVEHICLES
1. GENERAL
1.1.Measuringequipment
The measuring equipment must comply with the conditions laid down
in Publication No 16, Edition 2, of the International Special Committee
on Radio Interference (CISPR).
A mean-value detector is used to measure narrow-band electromagnetic
radiation.
1.2.Testmethod
The test is designed to measure narrow-band electromagnetic radiation
such as that which may be generated by a microprocessor-based system
or from another narrow band source.
As regards the choice of antenna, that choice being determined by
common agreement between manufacturer and testing body, the
distance from the vehicle may be either 10 or 3 metres. In both cases,
the conditions set out in section 3 below must be complied with. In the
initial stage (2-3 minutes) it is possible, through the choice of antenna
position and polarization, to scan the range of frequencies listed in 6.1
by the use of a spectrum analyzer or an automatic receiver to indicate
the maximum transmitting frequencies. This can be useful for selecting
the frequencies to be tested in each band (see section 6).
2. EXPRESSION OF THE RESULTS
The measured results are expressed in dB (microvolts/m).
3. TEST CONDITIONS
3.1. The test surface must be horizontal and untrammelled and free of elec-
tromagnetic reflections within a minimum radius of 30 m, measured
from a point mid-way between the vehicle and the antenna (see fig. 1
in Appendix 1, Annex II). Alternatively, the test surface may be any
location that fulfils the conditions shown in fig. 2 in Appendix 1,
Annex II.
3.2. Both the measuring equipment and the test cab or the vehicle in which
the measuring equipment is situated are positioned within the test
surface, but only in the part shown in fig. 1 in Appendix 1, Annex II.
Where the test surface fulfils all the conditions set out in fig. 2 in
Appendix 1, Annex II, the measuring equipment must lie outside the
part shown in that figure.
3.3. Closed installations may be used for the tests, provided that it can be
demonstrated that a correlation exists between these installations andthe external test surface. Such installations are not subject to the dimen-
sional conditions laid down in figs 1 and 2 in Appendix 1, Annex II,
except as regards the distance between the vehicle and the antenna and
to the height of the latter.
3.4. In order to ensure the absence of any noise or extraneous signals of a
level that might materially affect the measurements, such measurements
must be taken before and after the main test. Steps must be taken to
ensure that no emission from the vehicle can significantly affect the
measurements (e.g., the ignition key should be removed or the battery/
batteries disconnected when the vehicle is withdrawn from the test
surface). For bothtypes of measurement, th e noise or extraneous signal
must be at least 10 dB below the interference limits contained in Annex
I (5.3.2.1 or. 5.3.2.2, depending on the distance between the vehicle and
the antenna), save for intentional narrow-band ambient emissions.
4. STATE OF THE VEHICLE DURING THE TESTS
4.1. The vehicle's electronic systems must be in their normal operating
mode and the vehicle must be stationary.
4.2. The ignition must be connected. The engine must not be running.1997L0024 — EN — 10.09.2003 — 002.001 — 353
▼B
4.3. Tests must not be carried out in the rain, nor must they be carried out
for 10 minutes after it has stopped raining.
5. ANTENNA TYPE, POSITION AND ORIENTATION5.1.Antennatype
Any type of linearly polarized antenna is permitted, provided that it can
be standardized withth e reference antenna.
5.2.Measurementheightanddistance
5.2.1.Height
5.2.1.1. Tests at 10 m
The antenna phase mid-point must be 3,0 ± 0,05 m above the vehicle
plane.
5.2.1.2. Tests at 3 m
The antenna phase mid-point must be 1,8 ± 0,05 m above the vehicle
plane.
5.2.1.3. No part of the antenna's receiving components may be less than 0,25 m
from the vehicle plane.
5.2.2.Measuring distance
5.2.2.1. Test at 10 m
The horizontal distance from the antenna phase mid-point to the
external surface of the vehicle must be 10,0 ± 0,2 m.
5.2.2.2. Test at 3 m
The horizontal distance from the antenna phase mid-point to the
external surface of the vehicle must be 3,00 ± 0,05 m.
5.2.2.3. If the test is carried out in a closed installation with the object of
creating an electromagnetic screen against radio frequencies, the posi-
tion of the antenna receiving components must not be less than (0,5)
m from any type of radiofrequency absorption material or less than
(1,5) m from the wall of the installation in question. There must be no
absorption material between the receiving antenna and the vehicle
under test.
5.3.Positionoftheantennainrelationtothevehicle
The antenna must be positioned successively on each side of the vehicle
parallel to the median longitudinal plane of the vehicle and in line with
the mid-point of the engine (see figs 1, 2 and 3, Appendix 1, Annex II).
5.4.Positionoftheantenna
Readings are taken for eachmeasuring point, withth e antenna both
vertically and horizontally polarized (see fig. 3, Appendix 1, Annex II).
5.5.Measurements
The maximum values of the four measurements taken for each
frequency in accordance with 5.3 and 5.4 are regarded as the character-
istic measurement for this frequency.
6. FREQUENCIES6.1.Measurements
Measurements are taken over a range of frequencies from 30 to
1 000 MHz. This range is divided into 11 bands. In each band a test is
carried out on the frequency with the highest value in order to check
that it is within the required limits. A vehicle is deemed to comply
with the requisite limits over the entire frequency range if it meets
with the selected frequency in each of the following 11 frequency
bands: 30-45, 45-80, 80-130, 130-170, 170-225, 225-300, 300-400,
400-525, 525-700, 700-850 and 850-1000 MHz.
6.2. If, during the first test carried out in accordance with the test method
described in 1.2, the narrow-band radiation for any of the bands defined
in 6.1 are at least 10 dB below the reference limit, then the vehicle is1997L0024 — EN — 10.09.2003 — 002.001 — 354
▼B
deemed to fulfil the conditions laid down in this Annex for the
frequency band under consideration. In that case, the full test is not
necessary.1997L0024 — EN — 10.09.2003 — 002.001 — 355
▼B
ANNEX IV
METHODS OF TESTING VEHICLE IMMUNITY TO ELECTROMAG-
NETICRADIATION
1. GENERAL
1.1.Testmethods
These tests are designed to demonstrate the insensitivity of the vehicle
to any factor which may alter the quality of its direct control. The
vehicle must be exposed to the electromagnetic fields, described in
this Annex, and must be monitored during the tests.
2. EXPRESSION OF THE RESULTS
The field strengths must be expressed in volts/m for all the tests
described in this Annex.
3. TEST CONDITIONS
The test equipment must be capable of generating the field strengths in
the range of frequencies defined in this Annex, and must meet the
(national) legal requirements regarding electromagnetic signal. The
control and monitoring equipment must not be susceptible to radiation
fields whereby the tests could be invalidated.
4. STATE OF THE VEHICLE DURING THE TESTS
4.1. The mass of the vehicle must be equal to the mass in running order.
4.1.1. The engine must turn the driving wheels at a constant speed predeter-
mined by the testing authority in agreement with the vehicle
manufacturer. The vehicle must be placed on a suitably loaded dynam-
ometer or, if no dynamometer is available, must rest on electronically
insulated axle supports at a minimum distance from the ground.
4.1.2. The dipped-beam headlamps must be switched on.
4.1.3. The left or right direction indicators must be on.4.1.4. All other vehicle systems must be operating normally.
4.1.5. There must be no electrical connection between the vehicle and the test
surface and no connections between the vehicle and the equipment,
save where so required by 4.1.1 or 4.2. Contact between the wheels
and the test surface is not regarded as an electrical connection.
4.2. Where STUs are involved in the direct control of the vehicle and where
these systems do not operate under the conditions described in 4.1.1,
the testing authority may carry out separate tests on the systems in
question under conditions agreed with the vehicle manufacturer.
4.3. During the tests on the vehicle, only non-interference-generating equip-
ment may be used (see section 8).
4.4. Under normal conditions, the vehicle must be facing the antenna.
5. TYPE, POSITION AND ORIENTATION OF THE FIELD
GENERATOR
5.1.Typeoffieldgenerator
5.1.1. The criterion for the selection of the field generator type is the capacity
of the latter to attain the prescribed field strength at the reference point
(see 5.4) and at the appropriate frequencies.
5.1.2. Either the antenna(s) or a transmission line system (TLS) may be used
as the field-generating device(s).
5.1.3. The design and orientation of the field generator must be such that the
field is polarized bothh orizontally and vertically at frequencies
between 20 and 1000 MHz.1997L0024 — EN — 10.09.2003 — 002.001 — 356
▼B
5.2.Measurementheightanddistance
5.2.1.Height
5.2.1.1. The phase mid-point of all antennas must not be less than 1,5 m above
the vehicle plane.
5.2.1.2. No part of the antenna radiator elements must be less than 0,25 m from
the vehicle plane.
5.2.2.Measuring distance
5.2.2.1. Greater homogeneity of the field may be obtained by placing the field
generator as far as technically possible from the vehicle. This distance
will normally be in the range 1 to 5 m.
5.2.2.2. If the test is carried out in a closed installation, the radiator elements of
the field generator must not be less than 0,5 m from any type of radio-
frequency absorption material and not less than 1,5 m from the wall of
the installation in question. There must be no absorption material
between the transmitting antenna and the vehicle under test.
5.3.Positionoftheantennainrelationtothevehicle
5.3.1. The field generator must be positioned in the median longitudinal plane
of the vehicle.
5.3.2. No part of the TLS, except the vehicle plane, may be less than 0,5 m
from any part of the vehicle.
5.3.3. Any field generator placed above the vehicle must cover at least 75 %
of the length of the vehicle.
5.4.Reference point
5.4.1. The reference point is the point at which the field strengths are estab-
lished and is defined as follows:
5.4.1.1. horizontally, at least two metres from the antenna phase mid-point or,
vertically, at least one metre from the TLS radiator elements;
5.4.1.2. in the median longitudinal plane of the vehicle;
5.4.1.3. at a height of 1,0 ± 0,05 m above the vehicle plane;5.4.1.4. or:
at 1,0 ± 0,2 m behind the vertical centre line of the vehicle's front
wheel (point C in Appendix 1) in the case of tricycles
or:at 0,2 ± 0,2 m behind the vertical centre line of the vehicle's front
wheel (point D in Appendix 2) in the case of motorcycles.
5.5. If the testing authority chooses to subject the rear part of the vehicle to
radiation, the reference point must be established as stated in 5.4. In
this case the vehicle will be positioned with its front part facing in the
opposite direction to the antenna and as if it had been rotated horizon-
tally through 180 degrees about its central point. The distance between
the antenna and the nearest part of the outer surface of the vehicle must
remain the same (see Appendix 3).
6. REQUISITE TEST CONDITIONS6.1.Rangeoffrequencies,durationofthetests,polarization
The vehicle must be exposed to electromagnetic radiation in the 20-
1 000 MHz frequency range.
6.1.1. The tests are to be carried out at the following 12 frequencies: 27, 45,
65, 90, 150, 180, 220, 300, 450, 600, 750 and 900 MHz ± 10 % for 2 s
at ± 10 % in eachfrequency.
6.1.2. One of the polarization modes described in 5.1.3 must be selected by
common agreement between manufacturer and testing body.
6.1.3. All other test parameters are as defined in this Annex.
6.2.Teststocheckdeteriorationindirectcontrol
6.2.1. A vehicle is deemed to fulfil the requisite immunity conditions if,
during the tests carried out in the manner required by this Annex, there1997L0024 — EN — 10.09.2003 — 002.001 — 357
▼B
are no abnormal changes in the speed of the vehicle's drive wheels,
there are no signs of operational deterioration which might mislead
other road users and there are no other noticeable phenomena which
could result in a deterioration in the direct control of the vehicle.
6.2.2. For vehicle observation purposes, only the monitoring equipment
described in section 8 may be used.
6.2.3. If a vehicle does not meet the requirements of the tests defined in 6.2,
steps must be taken to verify that the faults occurred under normal
conditions and are not attributable to spurious fields.
7. GENERATION OF THE REQUISITE FIELD STRENGTH
7.1.Testmethod
7.1.1. The ‘substitution method’ is to be used for the purpose of creating the
field test conditions.
7.1.2.Substitution method
For each test frequency required, the RF power level of the field
generator must be set so as to produce the required test field strength
at the reference point of the test area without the vehicle being present.
This RF power level, as well as all other relevant settings on the field
generator must be recorded in the test report (calibration curve). The
recorded information is to be used for type-approval purposes. Should
any alterations be made to the equipment at the test location, the substi-
tution method must be repeated.
7.1.3. The vehicle is then brought to the test installation and positioned in
accordance with the conditions laid down in section 5. The power
required by 7.1.2 is then applied to the field generator for each of the
frequencies indicated in 6.1.1.
7.1.4. Whatever field-definition parameter in chosen in accordance with the
conditions laid down in 7.1.2, the same parameter must be used in order
to determine the strength of that field throughout the test.
7.1.5. For the purposes of this test, the same field generating equipment and
the same equipment configuration must be used as in the operations
conducted in pursuance of 7.1.2.
7.1.6.Field strengthmeasuring device
Under the substitution method, the device used to determine the field
strength during the calibration stage should take the form either of a
compact isotropic probe for measuring field strengthor of a calibrated
receiving antenna.
7.1.7. During the calibration phase of the substitution method, the phase mid-
point of the field-strength measuring device must coincide with the
reference point.
7.1.8. If a calibrated receiving antenna is used as the field strength measuring
device, readings will be obtained in three directions at right angles to
each other. The equivalent isotropic value corresponding to these
measurements is to be regarded as the field strength.
7.1.9. In order to take account of differences in vehicle geometry, a number of
reference points must be established for the relevant test installation.
7.2.Fieldstrengthcontour
7.2.1. During the calibration phase (before the vehicle is positioned on the test
surface) the field strength must not be less than 50 % of the nominal
field strengthat th e following locations:
(i) for all field-generating devices, 1,0 ± 0,02 m on either side of the
reference point on a line passing through this point, and perpendi-
cular to the median longitudinal plane of the vehicle;
(ii) in the case of a TLS, 1,5 ± 0,02 m on a line passing through the
reference point, and situated in the median longitudinal plane of
the vehicle.
7.3.Characteristicsofthetestsignaltobegenerated
7.3.1.Peak value of the modulated test field strength
The peak value of the modulated test field strength must correspond to
that of the unmodulated test field strength, the actual value in volts/m
of which is defined in section 5.4.2 of Annex I.1997L0024 — EN — 10.09.2003 — 002.001 — 358
▼B
7.3.2.Test signal waveform
The test signal must be a radio-frequency sinusoidal wave, amplitude-
modulated by a sinusoidal 1 kHz wave at a modulation rate m of
0,8 ± 0,04 m.
7.3.3.Modulation rate
The modulation rate m is defined as follows:
m¼peak envelope value /C0minimum envelope value
peak envelope value þminimum envelope value
The envelope describes the curve formed by the edges of the modulated
carrier as seen on an oscillograph.
8. INSPECTION AND MONITORING EQUIPMENT
8.1. For the purposes of monitoring the external part of the vehicle and the
passenger compartment and of determining whether the conditions laid
down in 6.2 have been met, use will be made of a video camera or
cameras.1997L0024 — EN — 10.09.2003 — 002.001 — 359
▼B
Appendix 1
1997L0024 — EN — 10.09.2003 — 002.001 — 360
▼B
Appendix 2
1997L0024 — EN — 10.09.2003 — 002.001 — 361
▼B
Appendix 3
1997L0024 — EN — 10.09.2003 — 002.001 — 362
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ANNEX V
METHOD OF MEASURING WIDE-BAND ELECTROMAGNETIC
RADIATIONFROMSEPARATETECHNICALUNITS(STU)
1. GENERAL
1.1.Measuringequipment
The measuring equipment must meet the conditions laid down in Publica-
tion No 16, Edition 2, of the International Special Committee on Radio
Interference (CISPR).
A quasi-peak detector must be used to measure wide-band electromag-
netic emissions.
1.2.Testmethod
This test is designed to measure wide-band emissions generated by spark-
ignition systems or by electric motors fitted to systems designed for
continuous use (e.g. electric traction motor, heating system/demister
motors, fuel pumps etc.)
2. EXPRESSION OF RESULTS
The measured results are expressed in dB (microvolts/m) for a bandwidth
of 120 kHz. If the measuring equipment's actual bandwidth B (expressed
in kHz) does not correspond exactly to 120 kHz, readings must beconverted to a bandwidthof 120 kHz by adding 20 log (120/B), wh ere
B must be less than 120 kHz.
3. TEST CONDITIONS
3.1. The testing surface must meet the conditions laid down in publication
No 16, Edition 2, of the International Special Committee en Radio Inter-
ference (CISPR). (See fig. 1 in Appendix 1 to this Annex.)
3.2. The measuring equipment and the test cab or the vehicle in which the
measuring equipment is situated must be positioned outside the area
shown in fig. 1, Appendix 1 to this Annex.
3.3. Covered equipment may be used for the tests if it is demonstrated that
there is a correlation between the results obtained therewith and those
obtained by using an outside surface which has been approved for the
tests. Covered test equipment has the advantage of enabling tests to be
conducted in all weathers, within a controlled environment and with
improved measurement repeatability deriving from more stable electrical
characteristics. This covered facility does not need to meet the dimen-
sional requirements set out in figure 1, in Appendix 1 to this Annex,
apart from those relating to the distance between the antenna and the
STU and to the height of the antenna.
3.4. In order to ensure that there is no extraneous noise or signal of such a
magnitude that they could materially affect the measurements, the back-
ground radiation is measured before and after the main test. For both of
these measurements both the noises and extraneous signals must be at
least 10 dB below the limits set out in section 5.5.2.1 in Annex I, except
in the case of deliberate narrow-band transmissions within the environ-
ment.
4. STATE OF THE STU DURING THE TEST
4.1. The STU must be in its normal operating state.4.2. Measurements must not be carried out in the rain, nor for 10 minutes
after the rain has stopped.
4.3. The STU and its cable harnesses must be placed on insulated supports
50 + 10/− 0 mm above the earth plate. However, if one of the parts of
the STU was intended to be electrically connected to the metal bodywork
of the vehicle, that part must be situated on the earth plate and connected
thereto electrically.
The earth plate must be a metal sheet at least 0,25 mm thick. The
minimum dimensions of the earth plate depends upon the size of the
STU but will have to be sufficiently large to receive the cable harness
and the components of the vehicle system. The earth plate must be1997L0024 — EN — 10.09.2003 — 002.001 — 363
▼B
connected to the earth conductor, located 1,0 ± 0,1 m above the ground
and run parallel thereto.
The STU must be ready to operate and be connected in accordance with
the conditions laid down. The power distribution cable harness must run
parallel to the edges of the earth plate and be no more than 100 mm form
the edge of the plate closest to the antenna.
The STU must be earthed in accordance with the manufacturer's specifi-
cations: no additional earthconnections are permitted.
The minimum distance between the STU and all of the other conducting
structures such as the walls of a protected area (except, however, for the
base plate below the test piece) must be at least 1,0 m.
4.4. Power for the STU is supplied by a 50µH Line Impedance Stabilizing
Network (LISN) which is connected electrically to the earth plate. The
power supply voltage must be maintained at ± 10 % of the nominal oper-
ating voltage of the system. All ripple voltage must be less than 1,5 % of
the nominal operating voltage of the system measured at the LISN moni-
toring port.
4.5. If the STU consists of more than one component the best way of linking
them is to use the cable harness intended for use on the vehicle. The
cable harness used should as far as possible duplicate that used in prac-
tice and preferably be connected to the actual loads and actuators. If other
equipment not to be included in the measurement is needed for the func-
tioning of the unit in accordance with the regulations, the proportion of
radiation emissions measured in the overall measurement must be taken
into account.
5. ANTENNA TYPE, POSITION AND ORIENTATION
5.1.Antennatype
Any type of linearly polarized antenna is permitted provided that it can
be standardized on the reference antenna.
5.2.Measurementheightanddistance
5.2.1.Height
The phase centre of the antenna must be 0,5 ± 0,05 m above the earth
plate.
5.2.2.Measuring distance
The horizontal distance measured between the antenna phase mid-point
and the edge of the earth plate must be 1,0 ± 0,05 m. No part of the
antenna may be less than 0,5 m from the earth plate.
The antenna must be placed parallel to the plane perpendicular to the
earth plate and run along that edge of the plate along which the main
parts of the cable harness are situated.
5.2.3. If the test is carried out in a closed installation with the object of creating
an electromagnetic screen against radio frequencies, the antenna receiving
components must not be less than 0,5 m from any type of radio frequency
absorption material or less than 1,5 m from the wall of the closed instal-
lation. There must be no absorption material between the receiving
antenna and the STU for the vehicle under test.
5.3.Orientationandpolarizationoftheantenna
Readings must be taken at the measuring point with the antenna polar-
ized, first horizontally and then vertically.
5.4.Measurements
The greater of the two measurements taken in accordance with 5.3 for
each single frequency must be regarded as the characteristic measurement
for that frequency.
6. FREQUENCIES6.1.Measurements
The measurements are to be taken over a range of frequencies from 30 to
1 000 MHz. An STU is deemed to fall within the limits for the full range
of frequencies if it does not exceed the limits laid down for the following1997L0024 — EN — 10.09.2003 — 002.001 — 364
▼B
11 frequencies: 45, 65, 90, 150, 180, 220, 300, 450, 600, 750 and
900 MHz. Should the limit be exceeded, steps must be taken to confirm
that this is due to the STU and not to ambient radiation.
6.2.Tolerances
Single frequency
(MHz)Tolerance
(MHz)
45, 65, 90, 150, 180 and 220 ± 5
300, 450, 600, 750 end 900 ± 20
The aim of the tolerances applying to the frequencies set out above is to
avoid interference in transmissions operating at, or close to, the nominal
frequencies during the measurements.1997L0024 — EN — 10.09.2003 — 002.001 — 365
▼B
Appendix 1
Figure 1
Boundariesofthetestingsurface
1997L0024 — EN — 10.09.2003 — 002.001 — 366
▼B
ANNEX VI
METHOD OF MEASURING NARROW-BAND ELECTROMAGNETIC
RADIATIONFROMSEPARATETECHNICALUNITS(STUs)
1. GENERAL
1.1.Measuringequipment
The measuring equipment must meet the conditions laid down in publica-
tion No 16, edition 2 by the International Special Committee on Radio
Interference (CISPR).
A mean-value detector is used to measure the narrow-band electromag-
netic radiation.
1.2.Testmethod
The test is designed to measure narrow-band electromagnetic radiation
such as that which may emanate from a micro-processor based system.
In the initial stage (2-3 minutes) it is permissible, once an antenna polar-
ization has been selected, to scan the range of frequencies identified in
6.1 by using a spectrum analyzer to pinpoint the maximum transmission
frequencies. This can make it easier to select the frequencies to be tested
(see section 6).
2. EXPRESSION OF RESULTS
The results of the measurements are to be expressed in dB (microvolts/
m).
3. TEST CONDITIONS
3.1. The test surface must meet the conditions laid down in publication No 16,
edition 2, of the International Special Committee on Radio Interference
(CISPR) (see figure 1 in Appendix 1 to Annex V).
3.2. The measuring equipment, the test cab, or the vehicle in which the
measuring equipment is situated must be outside the area of the test-
surface indicated in fig. 1 in Appendix 1 to Annex V.
3.3. Closed installations may be used for the tests, provided that it can be
demonstrated that a correlation exists between these installations and the
external test surface. These test installations have the advantage that all
of the measuring equipment is at all times operating in a controlled envir-
onment and its repeatability is improved as a result of its more stable
electrical characteristics. The closed testing installations are not subject
to the dimensional requirements laid down in figure 1 in Appendix 1 to
Annex V, except for those relating to the distance between the STU and
the antenna and to the height of the antenna.
3.4. In order to ensure the absence of any noise or extraneous signals of a
level that might affect the measurements materially, the background
radiation must be measured before and after the main test. For both types
of measurement, the noise or extraneous signals must be at least 10 dB
below the value given in section 5.6.2.1 of Annex I, save for intentional
narrow-band emissions.
4. STATE OF THE STU DURING THE TESTS
4.1. The STU must be in its normal operating state.4.2. No measurements may be taken while it is raining on the STU nor for ten
minutes after it has stopped raining.
4.3. The STU and its cable harnesses must be placed on insulated supports
50 + 10/− 0 mm above the earth plate. However, if one of the parts of
the STU is intended to be connected electrically to the metal bodywork
of the vehicle that part must be located on and be connected electrically
to the earth plate.
The earth plate must be in the form of a metal sheet at least 0,25 mm
thick. The minimum size of the earth plate depends upon the size of the
STU, but must be sufficiently large to carry the vehicle system's compo-
nents and cable harnesses. The earth plate must be connected to the earth-
conductor, must be located at a height of 1,0 ± 0,1 m above the ground
and be parallel to it.1997L0024 — EN — 10.09.2003 — 002.001 — 367
▼B
The STU must be ready to operate and connected in accordance with the
instructions. The power distribution cables must run parallel to and lie at
the most 100 mm from the edge of the earth plate closest to the antenna.
The STU must be earthed as specified by the manufacturer: no additional
earthconnections are permitted.
The distance between the STU and the other conducting structures, such
as the walls of a shielded area (except for the earth plate supporting the
test object) must be at least 1,0 m.
4.4. Power is applied to the STU via a 50 µH Line Impedance Stabilizing
Network (LISN), which is connected electrically to the earth plate. The
electrical supply voltage must remain within ± 10 % of the nominal oper-
ating voltage of the system. Any ripple voltage must be less than 1,5 %
of the nominal operating voltage of the system measured at the LISN
monitoring port.
4.5. If the STU consists of more than one component the best way of linking
them together is to use the cable harness intended for use on the vehicle.
The cable harness used must as far as possible duplicate that used in
practice and preferably be connected to the actual loads and actuators. If
other equipment not to be included in the measurement is needed for the
functioning of the unit in accordance with the regulations, the proportion
of radiation emissions measured in the overall measurement must be
taken into account.
5. ANTENNA TYPE, POSITION AND ORIENTATION
5.1.Antennatype
Any type of linearly polarized antenna is permitted, provided that it can
be standardized withth e reference antenna.
5.2.Measurementheightanddistance
5.2.1.Height
The phase centre of the antenna must be 0,50 ± 0,05 m above the earth
plate.
5.2.2.Measuring distance
The horizontal distance measured between the antenna phase mid-point
and the earth plate must be 1,00 ± 0,05 m. No part of the antenna may
be less than 0,5 m from the earth plate.
The antenna must lie parallel to a plane that is perpendicular to the earth
plate and run along that edge of the plate along which the main parts of
the harness are situated.
5.2.3. If the test is carried out in a closed installation with the object of creating
a screen against radiofrequencies, the antenna's receiving components
must not be less than 0,5 m from any type of radiofrequency absorption
material or less than 1,5 m from the wall of the screen in question. There
may be no absorption material between the receiving antenna and the
vehicle under test.
5.3.Orientationandpolarizationofantenna
Readings are to be taken at the measuring point, with the antenna polar-
ized, first horizontally and then vertically.
5.4.Measurements
The greater of the two measurements taken in accordance with 5.3 for
each frequency must be regarded as the characteristic measurement for
that frequency.
6. FREQUENCIES
6.1.Measurements
Measurements are taken over a range of frequencies from 30 to
1 000 MHz. This range is divided into 11 bands. In each band a test is
carried out on the frequency with the highest value, in order to check
that it is within the required limits. A vehicle is deemed to comply with
the requisite limits over the entire frequency range if it meets the limits
laid down for the selected frequency in each of the following 111997L0024 — EN — 10.09.2003 — 002.001 — 368
▼B
frequency bands: 30-45, 45-80, 80-130, 130-170, 170-225, 225-300, 300-
400, 400-525, 525-700, 700-850, 850-1 000 MHz.
6.2. If, during the first measurement conducted in accordance with 1.2, the
narrow-band radiation emissions for any of the bands referred to in 6.1
are at least 10 dB below the reference limit, then the STU is deemed to
meet the conditions laid down in this Annex for the frequency band under
consideration. In that case, the full test is not necessary.1997L0024 — EN — 10.09.2003 — 002.001 — 369
▼B
ANNEX VII
METHODS OF TESTING STU IMMUNITY TO ELECTROMAGNETIC
RADIATION
1. GENERAL
1.1.Testmethods
STUs must comply withth e limits (see Annex I, section 5.7.2.1) for
one of the following test methods, at their manufacturers discretion,
within the range of 20-1000 MHz:
— 150 mm stripline test: see figure 1 in Appendix 1;
— 800 mm stripline test: see figures 2 and 3 in Appendix 1;— Bulk current injection test: see figures 1 and 2 in Appendix 2;
— TEM-cell test: see figure 1 in Appendix 3;
— free-field STU immunity test: see figure 1 in Appendix 4.
NB:To avoid radiation from electromagnetic fields during tests,
they must be carried out in a shielded area.
2. EXPRESSION OF THE RESULTS
For all of the tests described in this Annex, the field strengths must
be expressed in volts/m and the injected current in milliamperes.
3. TEST CONDITIONS
3.1. The test equipment must be capable of generating the test signal
required for the frequency ranges defined in this Annex. The loca-
tion of the tests must meet the (national) legal requirements
regarding electromagnetic signal emissions.
3.2. The control and monitoring equipment may not be affected by any
radiation fields which could invalidate the tests.
4. STATE OF THE STU DURING THE TEST
4.1. The STU must be in its normal operating state. It must be arranged
as shown in this Annex unless otherwise required by a specific indi-
vidual test method.
4.2. The STU and its cable harnesses must be placed on insulated
supports 50 ± 10/− 0 mm above the earth plate. However, if one of
the parts of the STU is intended to be connected electrically to the
metal bodywork of the vehicle that part must be placed on the earth
plate and connected to it electrically.
The earth plate must be in the form of a metal sheet that is at least
0,25 mm thick, except where a TEM-cell test is used. The minimum
size of the earth plate depends on the size of the STU, but must be
large enough to carry the STUs components and harnesses. The earth
plate must be connected to an earthconductor, must be 1,0 ± 0,1 m
above the ground and parallel to it.
There must be a distance of at least 1,0 m between the STU and all
the other conducting structures such as the walls of a shielded area
(except the earth plate underneath the test piece), save where a
TEM-cell test is used.
4.3. Power is applied to the STU via a 50 µH Line Impedance Stabilizing
Network (LISN) which is connected electrically to the earth plate.
The supply voltage must be kept at a constant level. Any deviation
in the constant supply voltage from the STU's nominal operating
voltage must be no more than ± 10 % of the STU's nominal oper-
ating voltage. Any ripple in the power supply voltage measured at
the monitoring port of the power supply must not exceed 1,5 % of
the STU's nominal operating voltage.
4.4. Any extraneous equipment needed to operate the STU must be in
place during the calibration stage. During the calibration, it must beplaced at least 1 m from the reference point.
4.5. In order to obtain reproducible results the tests and measurements
will be repeated. The test-signal generating equipment and its
configuration must be to the same specification as that used during1997L0024 — EN — 10.09.2003 — 002.001 — 370
▼B
each of the appropriate calibration phases (sections 7.2, 8.2 and 10.3
of this Annex).
5. MEASURING FREQUENCIES, DURATION OF TESTS
5.1. Measurements will be conducted within the frequency range of 20-
1 000 MHz.
5.2. The tests are to be carried out with the following 12 fequencies:
27 MHz, 45 MHz, 65 MHz, 90 MHz, 150 MHz, 180 MHz,
220 MHz, 300 MHz, 450 MHz, 600 MHz, 750 MHz, 900 MHz
± 10 % for two s ± 10 % in eachfrequency.
6. CHARACTERISTICS OF TEST SIGNAL TO BE GENERATED
6.1.Peakvalueofmodulatedtestfield
The peak value of the modulated test field strength must correspond
to that of the unmodulated test field strength, the actual value of
which is defined in section 5.7.2 of Annex I.
6.2.Testsignalwaveform
The test signal will be a radio frequency sine wave, amplitude
modulated by a 1 kHz sinusoidal wave at a modulation depth, m,
of 0,8 ± 0,04.
6.3.Modulationfactor
The modulation factor, m, is defined as follows:
m¼Peak envelope value /C0minimum envelope value
Peak envelope value þminimum envelope value
The envelope describes the curve formed by the edges of the modu-
lated carrier as seen on an oscillograph.
7. STRIPLINE TEST
7.1.Testmethod
This test method consists in subjecting the cable harnesses
connecting the components in an STU to specified field strengths.
The test method enables homogeneous fields to be generated
between an active conductor (the stripline), and an earth plate (the
conducting surface of the mounting table), between which part of
the cable harness may be inserted.
7.2.Fieldstrengthmeasurementinthestripline
For eachrequired test frequency, a level of RF power is fed into th e
stripline, initially without the STU, to produce the required test field
strength in the test area. This RF power level and all other relevant
settings on the RF power generator must be recorded in the testreport (calibration curve).
The recorded information is to be used for type-approval purposes.
Should any alterations be made to the equipment at the test location,
the calibration of the stripline must be repeated.
7.3.InstallationoftheSTU
7.3.1. The STU's electronic controller(s) must be mounted on the earth
plate but outside the stripline with one of its edges parallel to the
active conductor of the stripline. It must be 200 ± 10 mm from a
line on the earth plate directly below the edge of the active
conductor.
All the edges of the active conductor must be at least 200 mm from
any peripheral measuring device.
The STU's cable harness must run horizontally between the active
conductor and the earth plate.
7.3.1.1. The minimum length of the cable harness to be placed under the stri-
pline, and which will also include the power-supply lines for the1997L0024 — EN — 10.09.2003 — 002.001 — 371
▼B
electronic control unit, must be 1,5 m unless the cable harness in the
vehicle is shorter than 1,5 m. In that case, the length of the cable
harness will be that of the longest harness used in the vehicle instal-
lation. Any harness branches occurring must run perpendicular to the
longitudinal axis of the line.
7.3.1.2. Alternatively, the fully extended length of the cable harness,
including that of the longest branch, will be 1,5 m.
8. ALTERNATIVE TEST USING 800 mm STRIPLINE
8.1.Testmethod
The stripline consists of two parallel metallic plates separated by
800 mm. Equipment under test is positioned centrally between the
plates and subjected to an electromagnetic field (see figs 2 and 3 of
Appendix 1 to this Annex).
This method can test complete electronic systems including sensors
and actuators as well as the controller and wiring loom. It is suitable
for apparatus whose largest dimension is less than ⅓of the plate
separation.
8.2.Positioningofstripline
The stripline must be housed in a screened room (to prevent external
emissions) and positioned 2 m away from walls and any metallic
enclosure to prevent electromagnetic reflections. RF absorber mate-
rial may be used to damp these reflections. The stripline must be
placed on non-conducting supports at least 0,4 m above the floor.
8.3.Calibrationofthestripline
A field measuring probe is positioned within the central third of the
longitudinal, vertical and transverse dimensions of the space between
the parallel plates with the system under test absent. The associated
measuring equipment must be sited outside the screened room.
At eachdesired test frequency, a level of power is fed into th e stri-
pline to produce the required field strength at the antenna. This level
of forward power, or another parameter directly related to the
forward power required to define the field, is to be measured and
the results recorded. These results will be used for type-approval
tests unless changes occur in the facilities or equipment which
necessitate this procedure being repeated.
8.4.InstallationoftheSTUunderTest
The main control unit must be positioned within the central third of
the longitudinal, vertical and transverse dimension of the space
between the parallel plates. It must be supported on a stand made
from non-conducting material.
8.5.Mainwiringloomandsensor/actuatorcables
The main wiring loom and any sensor/actuator cables must rise
vertically from the control unit to the top ground plate (this helps
to maximize coupling with the electromagnetic field). Then they
follow the under side of the plate to one of its free edges where
they loop over and follow the top of the ground plate as far as the
connections to the stripline feed. The cables are then routed to the
associated equipment which must be sited in an area outside the
influence of the electromagnetic field e.g.: on the floor of the
screened room 1 m longitudinally away from the stripline.
9. BULK CURRENT INJECTION TEST9.1.Testmethod
This is a method of conducting immunity tests by using a current
injection probe to induce currents directly into a cable harness. This
probe consists of a coupling clamp through which the STU cables
pass. The immunity test can then be carried out by varying the
frequency of the induced signals. The STU may be installed on an
earthplate as described in 4.2 or in a veh icle in accordance with
the vehicle design specification.1997L0024 — EN — 10.09.2003 — 002.001 — 372
▼B
9.2.Calibrationofbulkcurrent injectionprobe
The injection probe is attached to the calibration fixture shown in
fig. 2 of Appendix 2 to this Annex, whereupon the test frequency
range is swept in stages. The RF power input into the injection probe
is increased for each test frequency until the current induced in the
closed test circuit reaches the figure laid down in Annex I. The RF
power level required for this must be recorded in the test report
(calibration curve). Using this method, the requisite RF power of
the field generator is applied to the test radio disturbance induced
in a calibrated circuit. During the STU's radio disturbance immunity
test, the frequency variable RF power, as determined during the cali-
bration process, is then input for each frequency into the injection
probe.
9.3.InstallationoftheSTU
If the system is mounted on the earth plate as described in 4.2 all of
the cables in the cable harness must be finished as realistically as
possible and preferably withreal loads and actuators. For both
vehicle-mounted and earth-plate mounted systems the current injec-
tion probe is wound in turn around all the wires in the cable harness
at 100 ± 10 mm from eachconnector for th e STU's electronic
control units, instrumentation modules or active sensors, as illu-
strated in fig. 2 in Appendix 1.
9.4.Power,signalandcontrolwires
Where an STU is mounted on an earth plate as described in 4.2, a
cable harness will link a LISN with the main electronic control
unit. This harness must run parallel to the edge of the earth plate,
100 mm ± 10 mm from its edge.
This harness will contain the positive lead connecting the vehicle
battery to this ECU and, if used on the vehicle, the negative lead
wire.
The distance from the ECU to the LISN will be 1,5 ± 0,1 m or may
be the harness length between the ECU and the battery as used on
the vehicle, if known, whichever is the shorter. If the vehicle harness
is used, then any line branches along its length must be routed along
the earth plate but perpendicular to its edge of axis. Otherwise the
STU wires which are in this length must break out at the LISN.
10. TEM-CELL TEST10.1.Testmethod
The TEM (Transverse Electromagnetic Mode) cell generates homo-
geneous fields between the internal conductor (partition) and housing
(earthplate). It is used for testing th e STUs.
10.2.FieldstrengthmeasurementinaTEMcell
The field strength sensor is placed in the upper half of the TEM cell.
In this part of the TEM cell the electronic control unit(s) has only a
slight effect on the test field. The output of this sensor determines
the field strength. Alternatively, the following equation may be
used to determine the electrical field:
E¼
ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
P/C2Z ðÞp
d
E = electric field intensity (volts/m);
P = cell-input power (W)
Z = cell impedance (50 Ω)
d = distance in metres between the upper wall and the plate (parti-
tion).
10.3.DimensionsofTEMcell
In order to maintain a homogeneous field in the TEM cell and to
obtain repeatable measurements, the height of the STU must not be
more than ⅓of the inside height of the cell.1997L0024 — EN — 10.09.2003 — 002.001 — 373
▼B
10.4.Power,signalandcontrolwires
The TEM cell is to be attached to a board equipped with a co-axial
socket and a plug connector withan adequate number of pins. Th e
power supply and signal leads running from the plug connector on
the cell wall are directly connected to the testpiece.
The external components such as sensors, power-supply units and
control units are connected:
(i) via a shielded peripheral;
(ii) via the vehicle next to the TEM cell;
(iii) directly to the shielded socketboard.
Shielded cables must be used in connecting the TEM cell to the
peripherals or the vehicle.
11. ‘FREE FIELD’ TEST
11.1. This method consists of testing STUs by exposing a complete STU
to electromagnetic radiation.
11.2. Type, position and orientation of the field generator11.2.1. Type of field generator11.2.1.1. Any field generator chosen must be able to achieve the desired field
strength at the reference point at the appropriate frequencies.
11.2.1.2. The field generating device may be one or more antenna(s) or a
plate antenna.
11.2.1.3. The design and orientation of the field generator must be such that
the field is polarized both horizontally and vertically at frequencies
between 20 and 1 000 MHz.
11.2.2. Measuring height and distance
11.2.2.1. Height11.2.2.1.1. The phase centre of the antenna may not be less than 0,5 m above
the earth plate on which the STU is resting.
11.2.2.1.2. No radiating part of the antenna may be closer than 0,25 m to the
STU base plate base.
11.2.2.2. Measuring distance11.2.2.2.1. Greater homogeneity of the field may be obtained by placing the
field generator as far as technically possible from the STU. The
distance will normally be between 1 and 5 m.
11.2.2.2.2. If the test is carried out in an enclosed facility, the antenna's
radiating components may be no closer than 0,5 m to any radio
absorbent material and no closer than 1,5 m to the wall of the
facility. There must be no absorbent material between the transmit-
ting antenna and the STU.
11.2.3. Position of the antenna in relation to the STU11.2.3.1. The field generator may not be closer than 0,5 m to the edge of the
earthplate.
11.2.3.2. The phase centre of the field generator must be on a plane which:
(i) is perpendicular to the earth plate
(ii) is perpendicular to the edge of the earth plate along which the
main part of the cable harness runs
and
(iii) bisects the edge of the earth plate at the midpoint of the main
part of the cable harness.
The antenna is to be placed parallel to a plane which is perpendi-
cular to and coincident with the edge of the earth plate along which
the main part of the cable harness runs.
11.2.3.3. Any field generator which is placed above the earth plate or the STU
must completely cover the STU.
11.2.4. Reference point11.2.4.1. The reference point is the point at which the field strength is
measured. It is defined as follows:1997L0024 — EN — 10.09.2003 — 002.001 — 374
▼B
11.2.4.1.1. Horizontally at least 2 m from the antenna phase centre or, verti-
cally, at least 1 m from the radiating components of a plate antenna.
11.2.4.1.2. On a plane which:
(i) is perpendicular to the earth plate;
(ii) is perpendicular to the edge of the earth plate along which the
main part of the cable harness runs;
and
(iii) bisects the edge of the earth plate and the midpoint of the main
part of the cable harness.
11.2.4.1.3. The reference point must be coincident with the midpoint of the
main part of the harness which runs along the edge of the earth plate
closest to the antenna and 100 ± 10 mm above the earth plate.
11.3.Generationofrequiredfieldstrength
11.3.1. Test method
11.3.1.1. The ‘substitution method’ is to be used to ensure that the test field
conditions are met.
11.3.1.2. Substitution method
For each required test frequency, the RF power level of the field
generator must be set so as to produce the required test field strengthat the reference point of the test area without the STU being present.
This RF power level, as well as all other relevant settings on the
field generator, must be recorded in the test report (calibration
curve). The recorded information is to be used for type-approval
purposes. Should any alterations be made to the equipment at the
test location the substitution method must be repeated.
11.3.1.3. The STU, which may include an additional earth plate, is then intro-
duced into the test facility under the conditions set out in 11.2. If a
second earth plate is used, it must be within 5 mm of the bench earth
plate and be electrically connected to it. The required power, as
defined in 11.3.1.2, is then applied to the field generator at each of
the frequencies defined in section 5.
11.3.1.4. Extraneous equipment must be at least 1 m from the reference point
during calibration.
11.3.1.5. Whatever parameter was chosen to produce the field in accordance
with 11.3.1.2, the same is to be used to reproduce the desired field
strengthduring th e test.
11.3.1.6. Field strengthmeasuring device
The device used to determine the field strength during the calibra-
tion phase of the substitution method will be a compact isotropic
field measuring probe.
11.3.1.7. The phase centre of the field strength measuring device must be
positioned at the reference point.
11.3.2. Field strengthcontour
11.3.2.1. During the calibration phase of the substitution method (before intro-
duction of the STU into the test area), the field strength may not be
less than 50 % of the nominal field strength 1,0 ± 0,05 m either side
of the reference point on a line running through that point and
parallel to the edge of the earth plate.1997L0024 — EN — 10.09.2003 — 002.001 — 375
▼B
Appendix 1
Figure 1
Striplinetest
1997L0024 — EN — 10.09.2003 — 002.001 — 376
▼B
Figure 2
800mmStriplinetest
1997L0024 — EN — 10.09.2003 — 002.001 — 377
▼B
Figure 3
800mmStriplinedimensions
1997L0024 — EN — 10.09.2003 — 002.001 — 378
▼B
Appendix 2
Figure 1
Bulkcurrentinjectiontest
1997L0024 — EN — 10.09.2003 — 002.001 — 379
▼B
Figure 2
Probecalibrationcircuitcalibrationset-up
1997L0024 — EN — 10.09.2003 — 002.001 — 380
▼B
Appendix 3
Figure 1
TEM-cell test
1997L0024 — EN — 10.09.2003 — 002.001 — 381
▼B
Appendix 4
Figure 1
Free-field test
1997L0024 — EN — 10.09.2003 — 002.001 — 382
▼B
ANNEX VIII
Appendix 1
1997L0024 — EN — 10.09.2003 — 002.001 — 383
▼B
Appendix 2
1997L0024 — EN — 10.09.2003 — 002.001 — 384
▼B
ANNEX IX
Appendix 1
1997L0024 — EN — 10.09.2003 — 002.001 — 385
▼B
Appendix 2
1997L0024 — EN — 10.09.2003 — 002.001 — 386
▼B
CHAPTER 9
PERMISSIBLE SOUND LEVEL AND EXHAUST SYSTEM OF TWO OR THREE-WHEEL
MOTORVEHICLES
LISTOFANNEXES
ANNEX I Sound level limits in dB(A) and dates of entry into force for component
type-approval regarding the permissible sound level of a type of two or
three-wheel motor vehicle …
ANNEX II Requirements for two-wheel mopeds …
1. Definitions …
2. Component type-approval in respect of the sound level and original
exhaust system, as a separate technical unit, of a type of two-wheel
moped …
3. Component type-approval of a non-original exhaust system or compo-
nents thereof, as separate technical units, for a type of two-wheel
moped …
Appendix 1A Information document in respect of the permissible sound level and
original exhaust system of a type of two-wheel moped …
Appendix 1B Component type-approval certificate in respect of the permissible sound
level and original exhaust system(s) of a type of two-wheel moped …
Appendix 2A Information document in respect of a non-original exhaust system or
component(s) thereof, as separate technical unit(s), for a type of two-wheel
moped …
Appendix 2B Component type-approval certificate in respect of a non-original exhaust
system for a type of two-wheel moped …
ANNEX III Requirements for motorcycles …
1. Definitions …2. Component type-approval in respect of the sound level and original
exhaust system, as a separate technical unit, of a type of motorcycle …
3. Component type-approval of a non-original exhaust system or compo-
nents thereof, as separate technical units, for a type of motorcycle …
Appendix 1A Information document in respect of the permissible sound level and
original exhaust system of a type of motorcycle …
Appendix 1B Component type-approval certificate in respect of the permissible sound
level and original exhaust system(s) of a type of motorcycle …
Appendix 2A Information document in respect of a non-original exhaust system or
component(s) thereof, as separate technical unit(s), for a type of motor-
cycle …
Appendix 2B Component type-approval certificate in respect of a non-original exhaust
system for a type of motorcycle …
ANNEX IV Requirements for three-wheel mopeds and tricycles …
1. Definitions …
2. Component type-approval in respect of the sound level and original
exhaust system, as a separate technical unit, of a type of three-wheel
moped or tricycle
3. Component type-approval of a non-original exhaust system or compo-
nents thereof, as separate technical units, for a type of three-wheel
moped or tricycle
Appendix 1A Information document in respect of the permissible sound level and
original exhaust system of a type of three-wheel moped or tricycle …
Appendix 1B Component type-approval certificate in respect of the permissible sound
level and original exhaust system(s) of a type of three-wheel moped or
tricycle …
Appendix 2A Information document in respect of a non-original exhaust system or
component(s) thereof, as separate technical unit(s), for a type of three-
wheel moped or tricycle …1997L0024 — EN — 10.09.2003 — 002.001 — 387
▼B
Appendix 2B Component type-approval certificate for a non-original exhaust system for
a type of three-wheel moped or tricycle …
ANNEX V Production conformity requirements …ANNEX VI Marking requirements …ANNEX VII Test track specifications …1997L0024 — EN — 10.09.2003 — 002.001 — 388
▼B
ANNEX I
SOUND LEVEL LIMITS IN dB(A) AND DATES OF ENTRY INTO
FORCE FOR COMPONENT TYPE-APPROVAL REGARDING THE
PERMISSIBLE SOUND LEVEL OF A TYPE OF TWO OR THREE-
WHEELMOTORVEHICLE
VehiclesSound level limits witheffect from 24
months from the date of adoption of this
Directive
1. Two-wheel mopeds
≤25 km/h66
> 25 km/h71three-wheel mopeds 76
2. Motorcycles
≤80 cm
375
>8 0≤175 cm377
> 175 cm380
3. Tricycles 801997L0024 — EN — 10.09.2003 — 002.001 — 389
▼B
ANNEX II
REQUIREMENTSFORTWO-WHEELMOPEDS
1. DEFINITIONS
For the purposes of this Chapter:
1.1. ‘type of two-wheel moped as regards its sound level and exhaust
system’ means mopeds which do not differ in such essential
respects as the following:
1.1.1. type of engine (two or four-stroke, reciprocating piston engine or
rotary-piston engine, number and capacity of cylinders, number
and type of carburettors or injection systems, arrangement of valves,
maximum net power and corresponding speed).
The cubic capacity of rotary-piston engines is deemed to be double
of the volume of the chamber;
1.1.2. transmission system, in particular the number and ratios of the
gears;
1.1.3. number, type and arrangement of exhaust systems.
1.2. ‘exhaust system’ or ‘silencer’ means a complete set of components
necessary to limit the noise caused by a moped engine and its
exhaust.
1.2.1. ‘original exhaust system or silencer’ means a system of the type
fitted to the vehicle at the time of type-approval or extension of
type-approval. It may be the one first fitted or a replacement.
1.2.2. ‘non-original exhaust system or silencer’ means a system of a type
other than that fitted to the vehicle at the time of type-approval or
extension of type-approval. It may be used only as a replacement
exhaust system or silencer.
1.3. ‘exhaust systems of differing types’ means systems which are
fundamentally different in one of the following ways:
1.3.1. systems comprising components bearing different factory or trade
marks;
1.3.2. systems comprising any component made of materials of different
characteristics or comprising components which are of a different
shape or size;
1.3.3. systems in which the operating principles of at least one component
are different;
1.3.4. systems comprising components in different combinations.
1.4. ‘component of an exhaust system’ means one of the individual
components which together form the exhaust system (such as
exhaust pipework, the silencer proper) and the intake system (air
filter) if any.
If the engine has to be equipped with an intake system (air filter
and/or intake noise absorber) in order to comply withth e maximum
permissible sound levels, the filter and/or the absorber must be
treated as components having the same importance as the exhaust
system.
2. COMPONENT TYPE-APPROVAL IN RESPECT OF THE
SOUND LEVEL AND ORIGINAL EXHAUST SYSTEM, AS A
SEPARATE TECHNICAL UNIT, OF A TYPE OF TWO-WHEEL
MOPED
2.1.Noise of the two-wheel moped in motion (measuring conditions
and method for testing of the vehicle during component type-
approval).
2.1.1. Limits:see Annex I.
2.1.2. Measuring instruments
2.1.2.1. Acoustic measurements
The apparatus used for measuring the sound-level must be a preci-
sion sound-level meter of the type described in International1997L0024 — EN — 10.09.2003 — 002.001 — 390
▼B
Electrotechnical Commission (IEC) publication 179 ‘Precision
sound-level meters’, second edition. Measurements must be carried
out using the ‘fast’ response and the ‘A’ weighting also described in
that publication.
At the beginning and end of each series of measurements the sound-
level meter must be calibrated in accordance withth e manufac-
turer's instructions, using an appropriate sound source (e.g.
pistonphone).
2.1.2.2. Speed measurements
Engine speed and moped speed on the test track must be determined
to within ± 3 %.
2.1.3. Conditions of measurement
2.1.3.1. Condition of the moped
The combined weight of the rider and the test equipment used on
the moped must be no more than 90 kg and no less than 70 kg. If
necessary, weights must be added to the moped to bring the
combined weight up to at least 70 kg.
During the measurements the moped must be in running order
(including coolant, oils, fuel, tools, spare wheel and rider).
Before the measurements are made the moped must be brought to
the normal operating temperature.
If th e moped is fitted withfans withan automatic actuating
mechanism, this system must not be interfered with during the
sound measurements. For mopeds having more than one driven
wheel, only the drive provided for normal road operation may be
used. Where a moped is fitted with a sidecar, this must be removed
for the purposes of the test.
2.1.3.2. Test site
The test site must consist of a central acceleration section
surrounded by a substantially flat test area. The acceleration section
must be flat; its surface must be dry and suchth at surface noise
remains low.
On the test site the variations in the free sound field between the
sound source at the centre of the acceleration section and the micro-
phone must not exceed 1 dB. This condition will be deemed to be
met if there are no large objects which reflect sound, such as fences,
rocks, bridges or buildings, within 50 m of the centre of the accel-
eration section. The road surface covering of the test track must
conform to the requirements of Annex VII.
The microphone must not be obstructed in any way which could
affect the sound field, and no person may stand between the micro-
phone and the sound source. The observer carrying out the
measurements must so position himself as not to affect the readings
of the measuring instrument.
2.1.3.3. Miscellaneous
Measurements must not be made in poor atmospheric conditions. It
must be ensured that the results are not affected by gusts of wind.
For measurements, the A-weighted sound level of sound sources
other than those of the vehicle to be tested and of wind effects
must be at least 10 dB(A) below the sound level produced by the
vehicle. A suitable windscreen may be fitted to the microphone
provided that account is taken of its effect on the sensitivity and
directional characteristics of the microphone.
If the difference between the ambient noise and the measured noise
is between 10 and 16 dB(A), in order to calculate the test results the
appropriate correction must be subtracted from the readings on the
sound-level meter, as in the following graph:1997L0024 — EN — 10.09.2003 — 002.001 — 391
▼B
2.1.4. Method of measurement
2.1.4.1. Nature and number of measurements
The maximum sound level expressed in A-weighted decibels
(dB(A)) must be measured as the moped travels between lines AA ′
and BB′(figure 1). The measurement will be invalid if an abnormal
discrepancy between the peak value and the general sound level is
recorded. At least two measurements must be taken on eachside of
the moped.
2.1.4.2. Positioning of the microphone
The microphone must be located 7,5 m ± 0,2 m from the reference
line CC′(figure 1) of the track and 1,2 m ± 0,1 m above ground
level.
2.1.4.3. Conditions of operation
The moped must approach line AA ′at an initial steady speed
►C2as specified in 2.1.4.3.1 or 2.1.4.3.2. ◄When the front of
the moped reaches line AA ′the throttle must be fully opened as
quicly as practically possible and kept in that position until the
rear of the moped reaches line BB ′; the throttle must then be
returned as quicly as possible to the idle position.
For all measurements the moped must be ridden in a straight line
over the acceleration section keeping the median longitudinal plane
of the moped as close as possible to line CC ′.
2.1.4.3.1. Approachspeed
The moped must approach line AA ′at a steady speed of 30 km/hor
at its top speed if this is less than 30 km/h.
2.1.4.3.2. Selection of gear ratio
— If the moped is fitted with a manual-shift gearbox the highest
gear which allows it to cross line AA ′at least half the full-
power engine speed must be selected.
— If the moped has an automatic transmission, it must be ridden at
the speeds indicated in 2.1.4.3.1.
2.1.5. Results (test report)
2.1.5.1. the test report drawn up for the purpose of issuing the document
referred to in Appendix 1B must indicate any circumstances and
influences affecting the results of the measurements.
2.1.5.2. The values taken must be rounded off to the nearest decibel.1997L0024 — EN — 10.09.2003 — 002.001 — 392
▼B
If the figure following the decimal point is between 0 and 4, the
total is rounded down and if between 5 and 9, it is rounded up.
Only those measurements whose variation in two consecutive tests
on the same side of the moped is less than or equal to 2 dB(A)
may be used for the purpose of issuing the document referred to in
Appendix 1B.
2.1.5.3. To take account of inaccuracies in the measurements, the result of
eachmeasurement must be arrived at by deducting 1 dB(A) from
the value obtained in accordance with 2.1.5.2.
2.1.5.4. If the average of the four results of the measurements does not
exceed the maximum permissible level for the category to which
the moped being tested belongs, the limits laid down in 2.1.1 will
be deemed as being complied with.
This average value will constitute the result of the test.1997L0024 — EN — 10.09.2003 — 002.001 — 393
▼B
Figure 1
Testforvehicle inmotion
Figure 2
Testforstationaryvehicle
1997L0024 — EN — 10.09.2003 — 002.001 — 394
▼B
2.2.Noise from stationary moped (measuring conditions and method
for testing of the vehicle in use)
2.2.1. Sound-pressure level in the immediate vicinity of the moped
In order to facilitate subsequent noise tests on mopeds in use, the
sound-pressure level must also be measured in the immediate vici-
nity of the exhaust-system outlet (silencer) in accordance with the
following requirements, the result of the measurement being entered
in the test report drawn up for the purpose of issuing the document
referred to in Appendix 1B.
2.2.2. Measuring instruments
A precision sound-level meter as defined in 2.1.2.1 must be used.
2.2.3. Conditions of measurement
2.2.3.1. Condition of the moped
Before the measurements are made the moped engine must be
brought to the normal operating temperature. If the moped is fitted
withfans withan automatic actuating mech anism, th is system must
not be interfered withduring th e sound measurements.
During the measurements the gearbox must be in neutral gear. If it
is impossible to disconnect the transmission, the driving wheel of
the moped must be allowed to rotate freely, for example by placing
the vehicle on its centre stand.
2.2.3.2. Test site (Figure 2)
Any area in which there are no significant acoustic disturbances
may be used as a test site. Flat surfaces which are covered with
concrete, asphalt or some other hard material and are highly reflec-
tive are suitable; surfaces consisting of earth which has been tamped
down must not be used. The test site must be in the form of a
rectangle whose sides are at least 3 m from the outer edge of the
moped (handlebars excluded). There must be no significant obsta-
cles, e.g. no persons other than the rider and the observer may
stand within this rectangle.
The moped must be positioned within the said rectangle so that the
microphone used for measurement is at least 1 m from any kerb.
2.2.3.3. Miscellaneous
Readings of the measuring instrument caused by ambient noise and
wind effects must be at least 10 dB(A) lower than the sound levels
to be measured. A suitable windshield may be fitted to the micro-
phone provided that account is taken of its effect on the sensitivity
of the microphone.
2.2.4. Method of measurement
2.2.4.1. Nature and number of measurements
The maximum sound level expressed in A-weighted decibels
(dB(A)) must be measured during the period of operation laid
down in 2.2.4.3.
At least three measurements must be taken at each measuring point.
2.2.4.2. Positioning of the microphone (Figure 2)
The microphone must be positioned level with the exhaust outlet or
0,2 m above the surface of the track, whichever is the higher. The
microphone diaphragm must face towards the exhaust outlet at a
distance of 0,5 m from it. The axis of maximum sensitivity of the
microphone must be parallel to the surface of the track at an angle
of 45º ± 10º to the vertical plane of the direction of the exhaust
emissions.
In relation to this vertical plane, the microphone must be located on
the side which gives the maximum possible distance between the
microphone and the outline of the moped (handlebars excluded).
If the exhaust system has more than one outlet at centres less than
0,3 m apart, the microphone must be faced towards the outlet which
is nearest the moped (handlebars excluded) or towards the outlet
which is highest above the surface of the track. If the centres of
the outlets are more than 0,3 m apart, separate measurements must
be taken for each of them, the highest figure recorded being taken
as the test value.1997L0024 — EN — 10.09.2003 — 002.001 — 395
▼B
2.2.4.3. Operating conditions
The engine speed must be held steady at one of the following
values:
—S
2if S is more than 5 000 rpm,
—3S
4if S is not more than 5 000 rpm,
where ‘S’ is the speed referred to in section 3.2.1.7 of Appendix
1A.
When a constant engine speed is reached, the throttle must be
returned swiftly to the idle position. The sound level must be
measured during an operating cycle consisting of a brief period of
constant engine speed and throughout the deceleration period, the
maximum sound-level meter reading being taken as the test value.
2.2.5. Results (test report)
2.2.5.1. the test report drawn up for the purpose of issuing the document
referred to in Appendix 1B must indicate all relevant data and parti-
cularly those used in measuring the noise of the stationary moped.
2.2.5.2. Values, rounded off to the nearest decibel, must be read off the
measuring instrument.
Only those measurements which vary by no more than 2 dB(A) in
three consecutive tests will be used.
2.2.5.3. The highest of the three measurements constitutes the test result.
2.3.Original exhaustsystem(silencer)
2.3.1. Requirements for silencers containing absorbent fibrous materials2.3.1.1. Absorbent fibrous material must be asbestos-free and may be used
in the construction of silencers only if it is securely held in place
throughout the service life of the silencer and it meets the require-
ments of any one of sections 2.3.1.2, 2.3.1.3 or 2.3.1.4.
2.3.1.2. After removal of the fibrous material, the sound level must comply
withth e requirements of 2.1.1.
2.3.1.3. The absorbent fibrous material may not be placed in those parts of
the silencer through which the exhaust gases pass and must comply
withth e following requirements:
2.3.1.3.1. The material must be heated at a temperature of 650º ± 5 ºC for
four hours in a furnace without reduction in average length,diameter or bulk density of the fibre;
2.3.1.3.2. After heating at 650º ± 5 ºC for one hour in a furnace, at least 98 %
of the material must be retained in a sieve of nominal mesh size
250 µm complying withISO standard 3310/1 wh en tested in accor-
dance withISO standard 2599;
2.3.1.3.3. The loss in weight of the material must not exceed 10,5 % after
soaking for 24 hours at 90º ± 5 ºC in a synthetic condensate of the
following composition:
— 1 N hydrobromic acid (HB
r): 10 ml
— 1 N sulphuric acid (H2SO4): 10 ml
— Distilled water to make up to 1 000 ml.
Note:The material must be washed in distilled water and dried for
one hour at 105 ºC before weighing.
2.3.1.4. Before the system is tested in accordance with 2.1, it must be put
into normal working order by one of the following methods:
2.3.1.4.1. Conditioning by continuous road operation;2.3.1.4.1.1. The minimum distance to be travelled during conditioning must be
2 000 km.
2.3.1.4.1.2. 50 % ± 10 % of this conditioning cycle must consist of town
driving and the remainder of long-distance runs; the continuous
road cycle may be replaced by a corresponding test-track
programme.1997L0024 — EN — 10.09.2003 — 002.001 — 396
▼B
2.3.1.4.1.3. The two speed regimes must be alternated at least six times.
2.3.1.4.1.4. The complete test programme must include at least 10 breaks
lasting at least three hours in order to reproduce the effects of
cooling and condensation.
2.3.1.4.2. Conditioning by pulsation2.3.1.4.2.1. The exhaust system or components thereof must be fitted to the
moped or to the engine.
In the former case, the moped must be mounted on a roller dynam-
ometer. In the second case, the engine must be mounted on a test
bench.
The test apparatus, as shown in detail in Figure 3, is fitted at the
outlet of the exhaust system. Any other apparatus giving equivalent
results is acceptable.
2.3.1.4.2.2. The test equipment must be adjusted so that the flow of exhaust
gases is alternately interrupted and restored 2 500 times by a rapid-
action valve.
2.3.1.4.2.3. The valve must open when the exhaust gas back-pressure, measured
at least 100 mm downstream of the intake flange, reaches a value of
between 0,35 and 0,40 bar. Should such a figure be unattainable
because of the engine characteristics, the valve must open when
the gas back-pressure reaches a level equivalent to 90 % of the
maximum that can be measured before the engine stops. It must
close when this pressure differs by no more than 10 % from its
stabilized value withth e valve open.
2.3.1.4.2.4. The time-lapse relay must be set for the duration of the exhaust
gases calculated on the basis of the requirements of 2.3.1.4.2.3.
2.3.1.4.2.5. Engine speed must be 75 % of the speed (S) at which the engine
develops maximum power.
2.3.1.4.2.6. The power indicated by the dynamometer must be 50 % of the full-
throttle power measured at 75 % of engine speed (S).
2.3.1.4.2.7. Any drainage holes must be closed off during the test.
2.3.1.4.2.8. The entire test must be completed within 48 hours. If necessary, a
cooling period must be allowed after eachh our.
2.3.1.4.3. Conditioning on a test bench
2.3.1.4.3.1. The exhaust system must be fitted to an engine representative of the
type fitted to the moped for which the system is designed, and
mounted on a test bench.
2.3.1.4.3.2. Conditioning consists of three test-bench cycles.
2.3.1.4.3.3. Eachtest-benchcycle must be followed by a break of at least 6
hours in order to reproduce the effects of cooling and condensation.
2.3.1.4.3.4. Each test-bench cycle consists of six phases. The engine conditions
and duration are as follows for eachph ase:
Phase ConditionsDuration of
phase
(minutes)
1 Idling 6
2 25 % load at 75 % S 40
3 50 % load at 75 % S 40
4 100 % load at 75 % S 30
5 50 % load at 100 % S 12
6 25 % load at 100 % S 22
Total time: 2 hrs 30 mins
2.3.1.4.3.5. During this conditioning procedure, at the request of the manufac-
turer, the engine and the silencer may be cooled in order that the
temperature recorded at a point not more than 100 mm from the
exhaust gas outlet does not exceed that measured when the moped
is running at 75 % S in top gear. The engine and/or moped speeds
must be determined withan accuracy of ± 3 %.1997L0024 — EN — 10.09.2003 — 002.001 — 397
▼B
Figure 3
Testapparatusforconditioningbypulsation
2.3.2. Diagram and markings
2.3.2.1. A diagram and a cross-sectional drawing indicating the dimensions
of the exhaust system(s) must be annexed to the document referred
to in Appendix 1A.
2.3.2.2. All original silencers must bear the ‘e’ mark followed by the identi-
fication of the country which granted the component type-approval.
This reference must be legible and indelible and also visible in the
position at which it is to be fitted.
2.3.2.3. Any packing of original replacement silencer systems must be
marked legibly with the words ‘original part’ and the make and
type references integrated together with the ‘e’ mark together with
the reference of the country of origin.
2.3.3. Intake silencer
If the engine intake has to be fitted with an air filter and/or intake
silencer in order to comply with the permissible sound level, the
filter and/or silencer must be regarded as part of the silencer and
the requirements of 2.3 will also apply to them.
3. COMPONENT TYPE-APPROVAL OF A NON-ORIGINAL
EXHAUST SYSTEM OR COMPONENTS THEREOF, AS A
SEPARATE TECHNICAL UNIT, FOR TWO-WHEEL MOPEDS
This point applies to the component type-approval, as separate tech-
nical units, of exhaust systems or components therof intended to be
fitted to one or more particular types of moped as non-original
replacement parts.1997L0024 — EN — 10.09.2003 — 002.001 — 398
▼B
3.1.Definition
3.1.1. ‘Non-original replacement exhaust system or components thereof’
means any exhaust system component as defined in 1.2 intended to
be fitted to a moped to replace that of the type fitted to the moped
when the document provided for in Appendix 1B was issued.
3.2.Applicationforcomponenttype-approval
3.2.1. Applications for component type-approval for replacement exhaust
systems or components thereof as separate technical units must be
submitted by the manufacturer of the system or by his authorized
representative.
3.2.2. For each type of replacement exhaust system or components thereof
for which approval is requested, the component type-approval appli-
cation must be accompanied by the following documents in
triplicate, and by the following particulars:
3.2.2.1. — description, in respect of the characteristics referred to in 1.1, of
the type(s) of moped for which the system(s) or component(s)
is/are intended.
— The numbers and/or symbols specific to the type of engine and
moped must be given;
3.2.2.2. — description of the replacement exhaust system stating the rela-
tive position of each of its components, together with the
fitting instructions;
3.2.2.3. — drawings of eachcomponent to facilitate location and identifica-
tion, and statement of materials used. These drawings must also
indicate the intended location of the mandatory component type-
approval number.
3.2.3. The applicant must submit, at the request of the technical service:3.2.3.1. — two samples of the system for which component type-approval
is requested;
3.2.3.2. — an exhaust system conforming to that originally fitted to the
moped when the document provided for in Appendix 1B was
issued;
3.2.3.3. — a moped representative of the type to which the replacement
exhaust system is to be fitted, supplied in such a condition that,
when fitted with a silencer of the same type as was originally
fitted, it meets the requirements of either of the following two
sections:
3.2.3.3.1. if the moped referred to in 3.2.3.3 is of a type which has been
granted type-approval pursuant to the provisions of this Chapter:
— during the test in motion, it does not exceed by more than
1 dB(A) the limit value laid down in 2.1.1;
— during the stationary test, it does not exceed by more than
3 dB(A) the value recorded when the moped was granted type-
approval and indicated on the manufacturer's data plate;
3.2.3.3.2. if the moped referred to in 3.2.3.3 is not of a type which has been
granted type-approval in accordance with the requirements of this
Chapter, it does not exceed by more than 1 dB(A) the limit value
applicable to that type of moped when it was first put into service;
3.2.3.4. — a separate engine identical to that fitted to the moped referred to
above, where the competent authorities deem necessary.
3.3.Markingsandinscriptions
3.3.1. Non-original exhaust systems or components thereof must be
marked in accordance withth e requirements of Annex VI.
3.4.Componenttype-approval
3.4.1. Upon completion of the tests laid down in this chapter, the compe-
tent authority will issue a certificate based on the model set out in
Appendix 2B. The component type-approval number must bepreceded by a rectangle surrounding the letter ‘e’ followed by the
distinguishing number or letters of the Member State which issued
or refused the component type-approval. The exhaust system which
is granted component type-approval is deemed to conform to the
provisions of Chapter 7.1997L0024 — EN — 10.09.2003 — 002.001 — 399
▼B
3.5.Specifications
3.5.1. General specifications
The design, construction and mounting of the silencer must be such
that:
3.5.1.1. — the moped complies with the requirements of the Chapter under
normal conditions of use, and in particular regardless of any
vibrations to which it may be subjected;
3.5.1.2. — it displays reasonable resistance to the corrosion phenomena to
which it is exposed, with due regard to the normal conditions
of use of the moped;
3.5.1.3. — the ground clearance available under the silencer originally
fitted, and the angle at which the moped can lean over, are not
reduced;
3.5.1.4. — the surface does not reach unduly high temperatures;
3.5.1.5. — its outline has no projections or sharp edges;3.5.1.6. — shock absorbers and suspension have adequate clearance;
3.5.1.7. — adequate safety clearance is provided for pipes;
3.5.1.8. — it is impact-resistant in a way that is compatible with clearly-
defined maintenance and installation requirements.
3.5.2. Specifications for sound levels
3.5.2.1. The acoustic efficiency of the replacement exhaust systems or
components thereof must be tested using the methods described in
2.1.2, 2.1.3, 2.1.4 and 2.1.5.
With a replacement exhaust system or component thereof fitted to
the moped referred to in 3.2.3.3, the sound-level values obtained
must meet the following conditions:
3.5.2.1.1. they must not exceed the values measured, in accordance with
3.2.3.3, using the same moped fitted with the original equipment
silencer both during the test in motion and during the stationary test.
3.5.3. Testing of moped performance
3.5.3.1. The replacement silencer must be such as to ensure that the moped's
performance is comparable to that achieved with the original
silencer or component thereof.
3.5.3.2. The replacement silencer must be compared with an originally-fitted
silencer, also in new condition, fitted in turn to the moped referred
to in 3.2.3.3.
3.5.3.3. This test is carried out by measuring the engine power curve. The
net maximum power and the top speed measured with the replace-
ment silencer must not deviate from the net maximum power and
top speed measured under the same conditions with the original
equipment silencer by more than ± 5 %.
3.5.4. Additional provisions relating to silencers as separate technical units
containing fibrous material.
Fibrous material may not be used in the construction of such silen-
cers unless the requirements set out in section 2.3.1 of this Annex
are met.1997L0024 — EN — 10.09.2003 — 002.001 — 400
▼B
Appendix 1A
1997L0024 — EN — 10.09.2003 — 002.001 — 401
▼B
Appendix 1B
1997L0024 — EN — 10.09.2003 — 002.001 — 402
▼B
Appendix 2A
1997L0024 — EN — 10.09.2003 — 002.001 — 403
▼B
Appendix 2B
1997L0024 — EN — 10.09.2003 — 002.001 — 404
▼B
ANNEX III
REQUIREMENTSFORMOTORCYCLES
1. DEFINITIONS
For the purposes of this Chapter:
1.1. ‘type of motorcycle as regards its sound level and exhaust system’
means motorcycles which do not differ in such essential respects
as the following:
1.1.1. type of engine (two or four-stroke, reciprocating piston engine or
rotary-piston engine, number and capacity of cylinders, number
and type of carburettors or injection systems, arrangement of
valves, net maximum power and corresponding speed).
The cubic capacity of rotary-piston engines is deemed to be
double the volume of the chamber;
1.1.2. transmission system, in particular the number and ratios of the
gears;
1.1.3. number, type and arrangement of exhaust systems.
1.2. ‘exhaust system’ or ‘silencer’ means a complete set of compo-
nents necessary to limit the noise caused by a motorcycle engine
and its exhaust.
1.2.1. ‘original exhaust system or silencer’ means a system of the type
fitted to the vehicle at the time of type-approval or extension of
type-approval. It may be the one first fitted or a replacement.
1.2.2. ‘non-original exhaust system or silencer’ means a system of a type
other than that fitted to the vehicle at the time of type-approval or
extension of type-approval. It may be used only as a replacement
exhaust system or silencer.
1.3. ‘exhaust systems of differing types’ means systems which are
fundamentally different in one of the following ways:
1.3.1. systems comprising components bearing different factory or trade
marks;
1.3.2. systems comprising any component made of materials of different
characteristics or comprising components which are of a different
shape or size;
1.3.3. systems in which the operating principles of at least one compo-
nent are different;
1.3.4. systems comprising components in different combinations.
1.4. ‘component of an exhaust system’ means one of the individual
components which together form the exhaust system (such as
exhaust pipework, the silencer proper) and the intake system (air
filter) if any.
If the engine has to be equipped with an intake system (air filter
and/or intake noise absorber) in order to comply withth e
maximum permissible sound levels, the filter and/or the absorber
must be treated as components having the same importance as the
exhaust system.
2. COMPONENT TYPE-APPROVAL IN RESPECT OF THE
SOUND LEVEL AND ORIGINAL EXHAUST SYSTEM, AS A
SEPARATE TECHNICAL UNIT, OF A TYPE OF MOTOR-
CYCLE
2.1. Noise of the motorcycle in motion (measuring conditions and
method for testing of the vehicle during component type-approval)
2.1.1. Limits:see Annex I.
2.1.2. Measuring instruments
2.1.2.1. Acoustic measurements
The apparatus used for measuring the sound level must be a preci-
sion sound-level meter of the type described in International
Electrotechnical Commission (IEC) publication 179 ‘Precision1997L0024 — EN — 10.09.2003 — 002.001 — 405
▼B
sound-level meters’, second edition. Measurements must be
carried out using the ‘fast’ response and the ‘A’ weighting also
described in that publication.
At the beginning and end of each series of measurements the
sound-level meter must be calibrated in accordance withth e
manufacturer's instructions, using an appropriate sound source
(e.g. pistonphone).
2.1.2.2. Speed measurements
Engine speed and motorcycle speed on the test track must be
determined to within ± 3 %.
2.1.3. Conditions of measurement
2.1.3.1. Condition of the motorcycle
During the measurements the motorcycle must be in running order
(including coolant, oils, fuel, tools, spare wheel and rider).
Before the measurements are made the motorcycle must be
brought to the normal operating temperature. If the motorcycle is
fitted withfans withan automatic actuating mech anism, th is
system must not be interfered withduring th e sound measure-
ments. For motorcycles having more than one driven wheel, only
the drive provided for normal road operation may be used. Where
a motorcycle is fitted with a sidecar, this must be removed for the
purposes of the test.
2.1.3.2. Test site
The test site must consist of a central acceleration section
surrounded by a substantially flat test area. The acceleration
section must be flat; its surface must be dry and suchth at surface
noise remains low.
On the test site the variations in the free sound field between the
sound source at the centre of the acceleration section and the
microphone must not exceed 1 dB. This condition will be deemed
to be met if there are no large objects which reflect sound, such as
fences, rocks, bridges or buildings, within 50 m of the centre of
the acceleration section. The road surface covering of the test
site must conform to the requirements of Annex VII.
The mircrophone must not be obstructed in any way which could
affect the sound field, and no person may stand between the
microphone and the sound source. The observer carrying out the
measurements must so position himself as not to affect the read-
ings of the measuring instrument.
2.1.3.3. Miscellaneous
Measurements must not be made in poor atmospheric conditions.
It must be ensured that the results are not affected by gusts of
wind.
For measurements, the A-weighted sound level of sound sources
other than those of the vehicle to be tested and of wind effects
must be at least 10 dB(A) below the sound level produced by the
vehicle. A suitable windscreen may be fitted to the microphone
provided that account is taken of its effect on the sensitivity and
directional characteristics of the microphone.
If the difference between the ambient noise and the measured
noise is between 10 and 16 dB(A), in order to calculate the test
results the appropriate correction must be subtracted from the
readings on the sound-level meter, as in the following graph:1997L0024 — EN — 10.09.2003 — 002.001 — 406
▼B
2.1.4. Method of measurement
2.1.4.1. Nature and number of measurements
The maximum sound level expressed in A-weighted decibels
(dB(A)) must be measured as the motorcycle travels between lines
AA′and BB′(figure 1). The measurement will be invalid if an
abnormal discrepancy between the peak value and the general
sound level is recorded.
At least two measurements must be taken on eachside of th e
motorcycle.
2.1.4.2. Positioning of the microphone
The microphone must be located 7,5 m ± 0,2 m from the refer-
ence line CC ′(Figure 1) of the track and 1,2 m ± 0,1 m above
ground level.
2.1.4.3. Conditions of operation
The motorcycle must approach line AA ′at an initial steady speed
as specified in 2.1.4.3.1 and 2.1.4.3.2. When the front of the
motorcycle reaches line AA ′the throttle must be fully opened as
quickly as practically possible and kept in that position until the
rear of the motorcycle reaches line BB ′; the throttle must then be
returned as quickly as possible to the idle position.
For all measurements the motorcycle must be ridden in a straight
line over the acceleration section keeping the longitudinal median
plane of the motorcycle as close as possible to line CC ′.
2.1.4.3.1. Motorcycles withnon-automatic gearboxes2.1.4.3.1.1. Approachspeed
The motorcycle must approach line AA ′at a steady speed
— 50 km/h
or
— corresponding to an engine speed equal to 75 % of the speed
referred to in section 3.2.1.7 of Appendix 1A.
The lower of these speeds must be selected.
2.1.4.3.1.2. Selection of gear ratio
2.1.4.3.1.2.1. Motorcycles fitted witha gearbox h aving a maximum of four
ratios, whatever the cylinder capacity of their engines, must be
tested only in second gear.1997L0024 — EN — 10.09.2003 — 002.001 — 407
▼B
2.1.4.3.1.2.2. Motorcycles fitted withengines h aving a cylinder capacity not
exceeding 175 cm3and a gearbox withfive ratios or more must
be tested only in third gear.
2.1.4.3.1.2.3. Motorcycles fitted withengines h aving a cylinder capacity of
more than 175 cm3and a gearbox withfive ratios or more must
be tested once in second gear and once in third gear. The result
used must be the average of the two tests.
2.1.4.3.1.2.4. If, during the test carried out in second gear (see 2.1.4.3.1.2.1 and
2.1.4.3.1.2.3), the engine speed on the approach to the line
marking the end of the test track exceeds 100 % of the speed
referred to in section 3.2.1.7 of Appendix 1A, the test must be
carried out in third gear and the sound level measured must be
the only one recorded as the test result.
2.1.4.3.2. Motorcycles withautomatic gearboxes
2.1.4.3.2.1. Motorcycles without a manual selector
2.1.4.3.2.1.1. Approachspeed
The motorcycle must approach line AA ′at steady speeds of 30, 40
and 50 km/h or 75 % of the maximum road speed if that value is
lower. The condition giving the highest sound level is chosen.
2.1.4.3.2.2. Motorcycles equipped witha manual selector withX forward
drive positions
2.1.4.3.2.2.1. Approachspeed
The motorcycle must approach line AA ′at a steady speed of:
— less than 50 km/h, the engine rotation speed being equal to
75 % of the speed referred to in section 3.2.1.7 of Appendix
1A,
or
— 50 km/h, the engine rotation speed being less than 75 % of the
speed referred to in section 3.2.1.7 of Appendix 1A.
If, in the test at a steady speed of 50 km/h, the gears change down
to first, the approach speed of the motorcycle may be increased to
a maximum of 60 km/h to avoid the changedown.
2.1.4.3.2.2.2. Position of the manual selector
If th e motorcycle is equipped witha manual selector withX
forward drive positions, the test must be carried out with the
selector in the highest position; the voluntary device for changing
down (e.g. kickdown) must not be used. If an automatic change-
down takes place after line AA ′, the test must be begun again
using the second-highest position or the third-highest position if
necessary, in order to find the highest position of the selector at
which the test can be performed without an automatic change-
down (without using the kickdown).
2.1.5. Results (test report)
2.1.5.1. The test report drawn up for the purpose of issuing the document
referred to in Appendix 1B must indicate any circumstances and
influences affecting the results of the measurements.
2.1.5.2. Readings taken must be rounded off to the nearest decibel.
If the figure following the decimal point is between 0 and 4, the
total is rounded down and if between 5 and 9, it is rounded up.
Only those measurements whose variation in two consecutive tests
on the same side of the motorcycle is less than or equal to 2 dB(A)
may be used for the purpose of issuing the document referred to
in Appendix 1B.
2.1.5.3. To take account of inaccuracies in the measurements, the result of
eachmeasurement must be arrived at by deducting 1 dB(A) from
the value obtained in accordance with 2.1.5.2.
2.1.5.4. If the average of the four results of the measurements does not
exceed the maximum permissible level for the category to which
the vehicle being tested belongs, the limit laid down in 2.1.1 will
be deemed as being complied with. This average value will
constitute the result of the test.1997L0024 — EN — 10.09.2003 — 002.001 — 408
▼B
2.2. Noise from stationary motorcycle (measuring conditions and
method for testing of the vehicle in use)
2.2.1. Sound-pressure level in the immediate vicinity of the motorcycle
In order to facilitate subsequent noise tests on motorcycles in use,
the sound-pressure level must also be measured in the immediate
vicinity of the exhaust-system outlet in accordance with the
following requirements, the result of the measurement being
entered in the test report drawn up for the purpose of issuing the
document referred to in Appendix 1B.
2.2.2. Measuring instruments
A precision sound-level meter as defined in 2.1.2.1 must be used.
2.2.3. Conditions of measurement
2.2.3.1. Condition of the motorcycle
Before the measurements are made the motorcycle engine must be
brought to the normal operating temperature. If the motorcycle is
fitted withfans withan automatic actuating mech anism, th is
system must not be interfered withduring th e sound measure-
ments.
During the measurements the gearbox must be in neutral gear. If it
is impossible to disconnect the transmission, the driving wheel of
the motorcycle must be allowed to rotate freely, for example by
placing the vehicle on its centre stand.
2.2.3.2. Test site (Figure 2)
Any area in which there are no significant acoustic disturbances
may be used as a test site. Flat surfaces which are covered with
concrete, asphalt or some other hard material and are highly
reflective are suitable; surfaces consisting of earth which has
been tamped down must not be used. The test site must be in the
form of a rectangle whose sides are at least 3 m from the outer
edge of the motorcycle (handlebars excluded). There must be no
significant obstacles, e.g. no persons other than the rider and the
observer may stand within this rectangle.
The motorcycle must be positioned within the said rectangle so
that the microphone used for measurement is at least 1 m from
any kerb.
2.2.3.3. Miscellaneous
Readings of the measuring instrument caused by ambient noise
and wind effects must be at least 10 dB(A) lower than the sound
levels to be measured. A suitable windshield may be fitted to the
microphone provided that account is taken of its effect on the
sensitivity of the microphone.
2.2.4. Method of measurement
2.2.4.1. Nature and number of measurements
The maximum sound level expressed in A-weighted decibels
(dB(A)) must be measured during the period of operation laid
down in 2.2.4.3.
At least three measurements must be taken at each measuring
point.
2.2.4.2. Positioning of the microphone (Figure 2)
The microphone must be positioned level with the exhaust outlet
or 0,2 m above the surface of the track, whichever is the highest.
The microphone diaphragm must face towards the exhaust outlet
at a distance of 0,5 m from it. The axis of maximum sensitivity
of the microphone must be parallel to the surface of the track at
an angle of 45º ± 10º to the vertical plane of the direction of the
exhaust emissions.
In relation to this vertical plane, the microphone must be located
on the side which gives the maximum possible distance between
the microphone and the outline of the motorcycle (handlebars
excluded).
If the exhaust system has more than one outlet at centres less than
0,3 m apart, the microphone must be faced towards the outlet
which is nearest the motorcycle (handlebars excluded) or towards1997L0024 — EN — 10.09.2003 — 002.001 — 409
▼B
the outlet which is highest above the surface of the track. If the
centres of the outlets are more than 0,3 m apart, separate measure-
ments must be taken for each of them, the highest figure recorded
being taken as the test value.
2.2.4.3. Operating conditions
The engine speed must be held steady at one of the following
values:
—S
2if S is more than 5 000 rpm,
—3S
4;if S is not more than 5 000 rpm.
where S is the speed referred to in section 3.2.1.7 of Appendix
1A.
When a constant engine speed is reached, the throttle must be
returned swiftly to the idle position. The sound level must be
measured during an operating cycle consisting of a brief period
of constant engine speed and throughout the deceleration period,
the maximum sound-level meter reading being taken as the test
value.
2.2.5. Results (test report)
2.2.5.1. The test report drawn up for the purpose of issuing the document
referred to in Appendix 1B must indicate all relevant data and
particularly those used in measuring the noise of the stationary
motorcycle.
2.2.5.2. Values, rounded off to the nearest decibel, must be read off the
measuring instrument.
If the figure following the decimal point is between 0 and 4, the
total is rounded down and if between 5 and 9, it is rounded up.
Only those measurements which vary by no more than 2 dB(A) in
three consecutive tests will be used.
2.2.5.3. The highest of the three measurements will constitute the test
result.1997L0024 — EN — 10.09.2003 — 002.001 — 410
▼B
Figure 1
Testforvehicle inmotion
Figure 2
Testforstationaryvehicle
1997L0024 — EN — 10.09.2003 — 002.001 — 411
▼B
2.3. Original exhaustsystem(silencer)
2.3.1. Requirements for silencers containing absorbent fibrous materials
2.3.1.1. Absorbent fibrous material must be asbestos-free and may be used
in the construction of silencers only if it is securely held in place
thoughout the service life of the silencer and it meets the require-
ments of any one of 2.3.1.2, 2.3.1.3 or 2.3.1.4.
2.3.1.2. After removal of the fibrous material, the sound level must
comply withth e requirements of 2.1.1.
2.3.1.3. The absorbent fibrous material may not be placed in those parts of
the silencer through which the exhaust gases pass and must
comply withth e following requirements:
2.3.1.3.1. the material must be heated at a temperature of 650º ± 5 ºC for
four hours in a furnace without reduction in average length,
diameter or bulk density of the fibre;
2.3.1.3.2. after heating at 650 ºC ± 5 ºC for one hour in a furnace, at least
98 % of the material must be retained in a sieve of nominal mesh
size 250 µm complying withISO standard 3310/1 wh en tested in
accordance withISO standard 2599;
2.3.1.3.3. the loss in weight of the material must not exceed 10.5 % after
soaking for 24 hours at 90 ºC ± 5 ºC in a synthetic condensate
of the following composition:
— 1 N hydrobromic acid (HBr): 10 ml
— 1 N sulphuric acid (H2SO4): 10 ml
— Distilled water to make up to 1 000 ml.
Note:The material must be washed in distilled water and dried
for one hour at 105 ºC before weighing.
2.3.1.4. Before the system is tested in accordance with 2.1, it must be put
into normal working order by one of the following methods:
2.3.1.4.1. Conditioning by continuous road operation
2.3.1.4.1.1. The table shows the minimum distance to be travelled for each
category of motorcycle during conditioniung:
Category of motorcycle by
cylinder capacity
(cm3)Distance
(km)
1.≤80 4 000
2. > 80 ≤175 6 000
3. > 175 8 000
2.3.1.4.1.2. 50 % ± 10 % of this conditioning cycle must consist of town
driving and the reminder of long-distance runs at high speed; the
continous road cycle may be replaced by a corresponding test-
track programme.
2.3.1.4.1.3. The two speed regimes must be alternated at least six times.
2.3.1.4.1.4. The complete test programme must include at least 10 breaks
lasting at least three hours in order to reproduce the effects of
cooling and condensation.
2.3.1.4.2. Conditioning by pulsation
2.3.1.4.2.1. The exhaust system or components thereof must be fitted to the
motorcycle or to the engine.
In the former case, the motorcycle must be mounted on a roller
dynamometer. In the second case, the engine must be mounted
on a test bench.
The test apparatus, as shown in detail in Figure 3, is fitted at the
outlet of the exhaust system. Any other apparatus giving equiva-
lent results is acceptable.
2.3.1.4.2.2. The test equipment must be adjusted so that the flow of exhaust
gases is alternately interrupted and restored 2500 times by a
rapid-action valve.1997L0024 — EN — 10.09.2003 — 002.001 — 412
▼B
2.3.1.4.2.3. The valve must open when the exhaust gas back-pressure,
measured at least 100 mm downstream of the intake flange,
reaches a value of between 0,35 and 0,40 bar. Should such a
figure be unattainable because of the engine characteristics, the
valve must open when the gas back-pressure reaches a level
equivalent to 90 % of the maximum that can be measured before
the engine stops. It must close when this pressure differs by no
more than 10 % from its staiblized value with the valve open.
2.3.1.4.2.4. The time-lapse relay must be set for the duration of exhaust gases
calculated on the basis of the requirements of 2.3.1.4.2.3.
2.3.1.4.2.5. Engine speed must be 75 % of the speed (S) at which the engine
develops maximum power.
2.3.1.4.2.6. The power indicated by the dynamometer must be 50 % of the
full-throttle power measured at 75 % of engine speed (S).
2.3.1.4.2.7. Any drainage holes must be closed off during the test.
2.3.1.4.2.8. The entire test must be completed within 48 hours. If necessary, a
cooling period must be allowed after eachh our.
2.3.1.4.3. Conditioning on a test bench
2.3.1.4.3.1. The exhaust system must be fitted to an engine, representative of
the type fitted to the motorcycle for which the system is designed,
and mounted on a test bench.
2.3.1.4.3.2. Conditioning consists of the specified number of test bench cycles
for the category of motorcycle for which the exhaust system was
designed. The table shows the number of cycles for each category
of motorcycle.
Category of motorcycle by
cylinder capacity
(cm3)Number of cycles
1.≤80 6
2. > 80 ≤175 9
3. > 175 12
2.3.1.4.3.3. Eachtest benchcycle must be followed by a break of at leat 6
hours in order to reproduce the effects of cooling and condensa-
tion.
2.3.1.4.3.4. Each test-bench cycle consists of six phases. The engine condi-
tions and duration are as follows for eachph ase:
Phase ConditionsDuration of phase
(minutes)
Engines of
less than
175 cm3Engines of
175 cm3or
more
1 Idling 6 6
2 25 % load at 75 % S 40 50
3 50 % load at 75 % S 40 50
4 100 % load at 75 % S 30 10
5 50 % load at 100 % S 12 12
6 25 % load at 100 % S 22 22
Total time: 2 hours 30 2 hours 30
2.3.1.4.3.5. During this conditioning procedure, at the request of the manufac-
turer, the engine and the silencer may be cooled in order that the
temperature recorded at a point not more than 100 mm from the
exhaust gas outlet does not exceed that measured when the motor-
cycle is running at 110 km/hor 75 % S in top gear. Th e engine
and/or motorcycle speeds must be determined withan accuracy of
±3% .1997L0024 — EN — 10.09.2003 — 002.001 — 413
▼B
Figure 3
Testapparatusforconditioningbypulsation
2.3.2. Diagram and markings
2.3.2.1. A diagram and a cross-sectional drawing indicating the dimen-
sions of the exhaust system must be annexed to the document
referred to in Appendix 1A.
2.3.2.2. All original silencers must bear the ‘e’ mark followed by the iden-
tification of the country which granted the component type-
approval. This reference must be legible and indelible and also
visible in the position at which it is to be fitted.
2.3.2.3. Any packing of original replacement silencer systems must be
marked legibly with the words ‘original part’ and the make and
type references integrated together with the ‘e’ mark and also the
reference of the country of origin.
2.3.3. Intake silencer
If the engine intake has to be fitted with an air filter and/or intake
silencer in order to comply with the permissible sound level, the
filter and/or silencer must be regarded as part of the silencer and
the requirements of 2.3 also apply to them.
3. COMPONENT TYPE-APPROVAL OF A NON-ORIGINAL
EXHAUST SYSTEM OR COMPONENTS THEREOF, AS
TECHNICAL UNITS, FOR MOTORCYCLES
This section applies to the component type-approval, as technical
units of exhaust sytems or components thereof intended to be
fitted to one or more particular types of motorcycle as non-
original replacement parts.
3.1. Definition
3.1.1. ‘Non-original replacement exhaust system or components thereof’
means any exhaust system component as defined in 1.2 intended
to be fitted to a motorcycle to replace that of the type fitted to1997L0024 — EN — 10.09.2003 — 002.001 — 414
▼B
the motorcycle when the document provided for in Appendix 1B
was issued.
3.2. Applicationforcomponenttype-approval
3.2.1. Applications for component type-approval for replacement
exhaust systems or components thereof as separate technical units
must be submitted by the manufacturer of the system or by his
authorized representative.
3.2.2. For eachtype of replacement exh aust system or components
thereof for which approval is requested, the component type-
approval application must be accompanied by the following docu-
ments in triplicate, and by the following particulars:
3.2.2.1. — description, in respect of the characteristics referred to in
section 1.1 of this Annex, of the type(s) of motorcycle for
which the system(s) or component(s) is/are intended;
— the numbers and/or symbols specific to the type of engine and
motorcycle must be given;
3.2.2.2. — description of the replacement exhaust system stating the rela-
tive position of each of its components, together with thefitting instructions;
3.2.2.3. — drawings of eachcomponent to facilitate location and identifi-
cation, and statement of materials used. These drawings must
also indicate the intended location of the mandatory compo-
nent type-approval number.
3.2.3. The applicant must submit, at the request of the technical
authority:
3.2.3.1. — two samples of the system for which component type-approval
is requested;
3.2.3.2. — an exhaust system conforming to that originally fitted to the
motorcycle when the document provided for in Appendix 1B
was issued;
3.2.3.3. — a motorcycle representative of the type to which the replace-
ment exhaust system is to be fitted, supplied in such a
condition that, when fitted with a silencer of the same type as
was originally fitted, it meets the requirements of either of the
following two sections:
3.2.3.3.1. If the motorcycle referred to in 3.2.3.3 is of a type which has been
granted type-approval pursuant to the provisions of this chapter:
— during the test in motion, it does not exceed by more than
1 dB(A) the limit value laid down in 2.1.1;
— during the stationary test, it does not exceed by more than
3 dB(A) the value recorded when the motorcycle was granted
type-approval and indicated on the manufacturer's data plate.
3.2.3.3.2. If the motorcycle referred to in 3.2.3.3 is not of a type which has
been granted type-approval pursuant to the provisions of this
Regulation, it does not exceed by more than 1 dB(A) the limit
value applicable to that type of motorcycle when it was first put
into service;
3.2.3.4. — a separate engine identical to that fitted to the motorcycle
referred to above, where the competent authorities deem
necessary.
3.3. Markingsandinscriptions
3.3.1. Non-originnal exhaust systems or components thereof must be
marked in accordance withth e requirements of Annex VI.
3.4. Componenttype-approval
3.4.1. Upon completion of the tests laid down in this Chapter, the
competent authority will issue a certificate corresponding to the
model shown in Appendix 2B. The component type-approval
number must be preceded by a rectangle surrounding the letter
‘e’ followed by the distinguishing number or letters of the
Member State which issued or refused the component type-
approval. The exhaust system which is granted component type-
approval is deemed to conform to the provisions of Chapter 1.1997L0024 — EN — 10.09.2003 — 002.001 — 415
▼B
3.5. Specifications
3.5.1. General specifications
The design, construction and mounting of the silencer must be
suchth at:
3.5.1.1. — the motorcycle complies with the requirements of the Chapter
under normal conditions of use, and in particular regardless of
any vibrations to which it may be subjected;
3.5.1.2. — it displays reasonable resistance to the corrosion phenomena to
which it is exposed, with due regard to the normal conditions
of use of the motorcycle;
3.5.1.3. — the ground clearance available under the silencer originally
fitted, and the angle at which the motorcyle can lean over,
are not reduced;
3.5.1.4. — the surface does not reach unduly high temperatures;
3.5.1.5. — its outline has no projections or sharp edges;3.5.1.6. — shock absorbers and suspension have adequate clearance;
3.5.1.7. — adequate safety clearance is provided for pipes;
3.5.1.8. — It is impact-resistant in a way that is compatible with clearly-
defined maintenance and installation requirements.
3.5.2. Specifications for sound levels
3.5.2.1. The acoustic efficiency of the replacement exhaust systems or
components thereof must be tested using the methods described
in 2.1.2, 2.1.3, 2.1.4 and 2.1.5.
With a replacement exhaust system or component thereof fitted to
the motorcycle referred to in 3.2.3.3, the sound-level values
obtained must meet the following conditions:
3.5.2.1.1. They must not exceed the values measured, in accordance with
3.2.3.3, using the same motorcycle fitted with the original equip-
ment silencer both during the test in motion and during the
stationary test.
3.5.3. Testing of motorcycle performance
3.5.3.1. The replacement silencer must be such as to ensure that the
motorcycle's performance is comparable to that achieved with the
original silencer or component thereof.
3.5.3.2. The replacement silencer must be compared with an originally-
fitted silencer, also in new condition, fitted in turn to the motor-
cycle referred to in 3.2.3.3.
3.5.3.3. This test is carried out by measuring the engine power curve. The
net maximum power and the top speed measured with the replace-
ment silencer must not deviate from the net maximum power and
top speed measured under the same conditions with the original
equipment silencer by more than ± 5 %.
3.5.4. Additional provisions relating to silencers as separate technical
units containing fibrous material.
Fibrous material may not be used in the construction of such
silencers unless the requirements set out in 2.3.1 are met.1997L0024 — EN — 10.09.2003 — 002.001 — 416
▼B
Appendix 1A
1997L0024 — EN — 10.09.2003 — 002.001 — 417
▼B
Appendix 1B
1997L0024 — EN — 10.09.2003 — 002.001 — 418
▼B
Appendix 2A
1997L0024 — EN — 10.09.2003 — 002.001 — 419
▼B
Appendix 2B
1997L0024 — EN — 10.09.2003 — 002.001 — 420
▼B
ANNEX IV
REQUIREMENTSFORTHREE-WHEELMOPEDSANDTRICYCLES
1. DEFINITIONS
For the purposes of this Chapter:
1.1. ‘type of three-wheel moped or tricycle as regards its sound level
and exhaust system’ means three-wheel mopeds and tricycles which
do not differ in suchessential respects as th e following:
1.1.1. bodywork shape or materials (in particular the engine compartment
and its soundproofing);
1.1.2. vehicle length and width;1.1.3. type of engine (spark ignition or compression ignition, two- or four-
stroke, reciprocating piston or rotary piston, number and capacity of
cylinders, number and type of carburettors or injection systems,
arrangement of valves, net maximum power and corresponding
speed);
The cubic capacity of rotary-piston engines is deemed to be double
the swept volume;
1.1.4. transmission system, in particular the number and ratios of the
gears;
1.1.5. number, type and arrangement of exhaust systems.1.2. ‘exhaust system’ or ‘silencer’ means a complete set of components
necessary to limit the noise caused by the engine and exhaust of a
three-wheel moped or tricycle.
1.2.1. ‘original exhaust system or silencer’ means a system of the type
fitted to the vehicle at the time of type-approval or extension of
type-approval. It may be the one first fitted or a replacement.
1.2.2. ‘non-original exhaust system or silencer’ means a system of a type
other than that fitted to the vehicle at the time of type-approval or
extension of type-approval. It may be used only as a replacement
exhaust system or silencer.
1.3. ‘exhaust systems of differing types’ means systems which are
fundamentally different in one of the following ways:
1.3.1. systems comprising components bearing different factory or trade
marks;
1.3.2. systems comprising any component made of materials of different
characteristics or comprising components which are of a different
shape or size;
1.3.3. systems in which the operating principles of at least one component
are different;
1.3.4. systems comprising components in different combinations.1.4. ‘component of an exhaust system’ means one of the individual
components which together form the exhaust system (such as
exhaust pipework, the silencer proper) and the intake system (air
filter) if any.
If the engine has to be equipped with an intake system (air filter
and/or intake noise absorber) in order to comply withmaximum
permissible sound levels, the filter and/or the absorber must be
treated as a component having the same importance as the exhaust
system.
2. COMPONENT TYPE-APPROVAL IN RESPECT OF THE
SOUND LEVEL AND ORIGINAL EXHAUST SYSTEM, AS A
SEPARATE TECHNICAL UNIT, OF A TYPE OF THREE-
WHEEL MOPED OR TRICYCLE
2.1.Noiseofthethree-wheelmopedortricycle (measuring conditions
and method for testing of the vehicle during component type-
approval).
2.1.1. The vehicle, its engine and its exhaust system must be designed,
constructed and assembled so that the vehicle complies with the1997L0024 — EN — 10.09.2003 — 002.001 — 421
▼B
requirements of this chapter under normal conditions of use, regard-
less of any vibrations to which they may be subjected.
2.1.2. The exhaust system must be designed, constructed and mounted to
resist the corrosion phenomena to which it is exposed.
2.2.Specificationsforsoundlevels
2.2.1. Limits:see Annex I.
2.2.2. Measuring instruments
2.2.2.1. The apparatus used for measuring the sound level must be a preci-
sion sound-level meter of the type described in International
Electrotechnical Commission (IEC) publication No 179 ‘Precision
sound-level meters’, second edition. Measurements must be carried
out using the ‘fast’ response of the sound-level meter and the ‘A’
weighting also described in that publication.
At the beginning and end of each series of measurements the sound-
level meter must be calibrated in accordance withth e manufac-
turer's instructions, using an appropriate sound source (e.g. a
pistonphone).
2.2.2.2. Speed measurements
Engine speed and vehicle speed on the test track must be deter-
mined to within ± 3 %.
2.2.3. Conditions of measurement
2.2.3.1. Condition of the vehicle
During the measurements, the vehicle must be in the running order
(including coolant, oils, fuel, tools, spare wheel and rider). Before
the measurements are made the vehicle must be brought to the
normal operating temperature.
2.2.3.1.1. The measurements must be made with the vehicles unladen and
without trailer or semitrailer.
2.2.3.2. Test site
The test site must consist of a central acceleration section
surrounded by a substantially flat test area. The acceleration section
must be flat; its surface must be dry and suchth at surface noise
remains low.
On the test site the variations in the free sound field between the
sound source at the centre of the acceleration section and the micro-
pohone must not exceed ± 1 dB. This condition will be deemed to
be met if there are no large objects which reflect sound, such as
fences, rocks, bridges or buildings, within 50 m of the centre of
the acceleration section. The road surface covering of the test track
must conform to the requirements of Annex VII.
The microphone must not be obstructed in any way which could
affect the sound field, and no person may stand between the micro-
phone and the sound source. The observer carrying out the
measurements must so position himself as not to affect the readings
of the measuring instrument.
2.2.3.3. Miscellaneous
Measurements must not be made in poor atmospheric conditions. It
must be ensured that the results are not affected by gusts of wind.
For measurements, the A-weighted sound level of sound sources
other than those of the vehicle to be tested and of wind effects
must be at least 10 dB(A) below the sound level produced by the
vehicle. A suitable windscreen may be fitted to the microphone
provided that account is taken of its effect on the sensitivity and
directional characteristics of the microphone.
It the difference between the ambient noise and the measured noise
is between 10 and 16 dB(A), in order to calculate the test results the
appropriate correction must be subtracted from the readings on the
sound-level meter, as in the following graph:1997L0024 — EN — 10.09.2003 — 002.001 — 422
▼B
2.2.4. Method of measurement
2.2.4.1. Nature and number of measurements
The maximum sound level expressed in A-weighted decibels
(dB(A)) must be measured as the vehicle travels between lines
AA′and BB′(figure 1). The measurement will be invalid if an
abnormal discrepancy between the peak value and the general sound
level is recorded.
At least two measurements must be taken on eachside of th e
vehicle.
2.2.4.2. Positioning of the microphone
The microphone must be located 7,5 m ± 0,2 m from the reference
line CC′(Figure 1) of the track and 1,2 m ± 0,1 m above ground
level.
2.2.4.3. Conditions of operation
The vehicle must approach line AA ′at an initial steady speed as
specified in 2.2.4.4. When the front of the vehicle reaches line
AA′the throttle must be fully opened as quickly as practically
possible and kept in that position until the rear of the vehicle
reaches line BB ′; the throttle must then be returned as quickly as
possible to the idle position.
For all measurements the vehicle must be ridden in a straight line
over the acceleration section keeping the median longitudinal plane
of the vehicle as close as possible to line CC ′.
2.2.4.3.1. In the case of articulated vehicles consisting of two inseparable
components and regarded as constituting one single vehicle, the
semitrailer must not be taken into account withregard to crossing
line BB′.
2.2.4.4. Determining the steady speed to be adopted
2.2.4.4.1. Vehicle without gearbox
The vehicle must approach line AA ′at a steady speed corre-
sponding either to a speed of rotation of the engine equal to three-
quarters of that at which the engine develops its maximum power or
to three-quarters of the maximum speed of rotation of the engine
permitted by the governor, or of 50 km/h, whichever is the slowest.
2.2.4.4.2. Vehicle with manual gearbox
If the vehicle is fitted with a gearbox with two, three or four ratios,
second gear must be used. If the gearbox has more than four ratios,1997L0024 — EN — 10.09.2003 — 002.001 — 423
▼B
third gear must be used. If the engine then reaches a speed of rota-
tion beyond its maximum power rating, instead of second or third
gear the next higher gear to allow line BB ′on the test track to be
reached without exceeding this rating must be engaged. Overdrive
must not be selected. If the vehicle has a dual-ratio final drive, the
ratio selected must be that corresponding to the highest speed of the
vehicle. The vehicle must approach line AA ′at a steady speed
corresponding either to three-quarters of the engine rotation speed
at which the engine develops its maximum power or to three-quar-
ters of the maximum engine rotation speed permitted by the
governor, or at 50 km/h, whichever is slower.
2.2.4.4.3. Vehicle with automatic gearbox
The vehicle must approach in line AA ′at a steady speed of 50 km/h
or three-quarters of its maximum speed, whichever is the slowest.
Where several forward drive positions are available, that producing
the highest average acceleration of the vehicle between lines AA ′
and BB′must be selected. The selector position that is used only
for braking, manoeuvring or similar slow movements must not be
used.
2.2.5. Results (test report)
2.2.5.1. The test report drawn up for the purpose of issuing the document
referred to in Appendix 1B must indicate any circumstances and
influences affecting the results of the measurements.
2.2.5.2. The values taken must be rounded off to the nearest decibel.
If the figure following the decimal point is between 0 and 4, the
total is rounded down and if between 5 and 9, it is rounded up.
Only those measurements whose variation in two consecutive tests
on the same side of the vehicle is less than or equal to 2 dB(A)
may be used for the purpose of issuing the document referred to in
Appendix 1B.
2.2.5.3. To take account of inaccuracies in the measurements, the result of
eachmeasurement must be arrived at by deducting 1 dB(A) from
the value obtained in accordance with 2.2.5.2.
2.2.5.4. If the average of the four results of the measurements does not
exceed the maximum permissible level for the category to which
the vehicle being tested belongs, the limit laid down in 2.2.1 will
be deemed as being complied with. This average value will consti-
tute the result of the test.
2.3.Measurement of the noise of the stationary vehicle (for testing
the vehicle in use)
2.3.1. Sound-pressure level in the immediate vicinity of the vehicle.
In order to facilitate subsequent noise tests on vehicles in use, the
sound-pressure level must also be measured in the immediate vici-
nity of the exhaust-system outlet (silencer) in accordance with the
following requirements, the result of the measurement being entered
in the test report drawn up for the purpose of issuing the document
referred to in Appendix 1B.
2.3.2. Measuring instruments
A precision sound-level meter conforming in accuracy to 2.2.2.1
must be used.
2.3.3. Conditions of measurement
2.3.3.1. Condition of the vehicle
Before the measurements are made the vehicle engine must be
brought to the normal operating temperature. If the vehicle is fitted
withfans withan automatic actuating mech anism, th is system must
not be interfered withduring th e sound measurements.
During the measurements the gearbox must be in neutral gear. If it
is impossible to disconnect the transmission, the driving wheel of
the moped must be allowed to rotate freely, for example by placing
the vehicle on its centre stand or on rollers.
2.3.3.2. Test site (see Figure 2)
Any area in which there are no significant acoustic disturbances
may be used as a test site. Flat surfaces which are covered with1997L0024 — EN — 10.09.2003 — 002.001 — 424
▼B
concrete, asphalt or some other hard material and are highly reflec-
tive are suitable; surfaces consisting of earth which has been tamped
down must not be used. The test site must be in the form of a
rectangle whose sides are at least 3 m from the outer edge of the
vehicle (handlebars excluded). There must be no significant obsta-
cles, e.g. no persons other than the rider and the observer may
stand within this rectangle.
The vehicle must be positioned within the said rectangle so that the
microphone used for measurement is at least 1 m from any kerb.
2.3.3.3. Miscellaneous
Readings of the measuring instrument caused by ambient noise and
wind effects must be at least 10 dB(A) lower than the sound levels
to be measured. A suitable windshield may be fitted to the micro-
phone provided that account is taken of its effect on the sensitivity
of the microphone.
2.3.4. Method of measurement
2.3.4.1. Nature and number of measurements
The maximum sound level expressed in 1-weighted decibels
(dB(A)) must be measured during the period of operation
►C2laid down in 2.3.4.3. ◄
At least three measurements must be taken at each measurement
point.
2.3.4.2. Positioning of the microphone (Figure 2)
The microphone must be positioned level with the exhaust outlet or
0,2 m above the surface of the track, whichever is the highest. The
microphone diaphragm must face towards the exhaust outlet at a
distance of 0,5 m from it. The axis of maximum sensitivity of the
microphone must be parallel to the surface of the track at an angle
of 45º ± 10º to the vertical plane of the direction of the exhaust
emissions.
In relation to this vertical plane, the microphone must be located on
the side which gives the maximum possible distance between the
microphone and the outline of the vehicle (handlebars excluded).
If the exhaust system has more than one outlet at centres less than
0,3 m apart, the microphone must be faced towards the outlet which
is nearest the vehicle (handlebars excluded) or towards the outlet
which is highest above the surface of the track. If the centres of
the outlets are more than 0,3 m apart, separate measurements must
be taken for each of them, the highest figure recorded being taken
as the test value.
2.3.4.3. Operating conditions
The engine speed must be held steady at one of the following
values:
—S
2if S is more than 5 000 rpm,
—3S
4if S is not more than 5 000 rpm,
where S is the speed referred to in section 3.2.1.7 of Appendix 1A.
When a constant engine speed is reached, the throttle must be
returned swiftly to the idle position. The sound level must be
measured during an operating cycle consisting of a brief period of
constant engine speed and throughout the deceleration period, the
maximum sound-level meter reading being taken as the test value.
2.3.5. Results (test report)
2.3.5.1. The test report drawn up for the purpose of issuing the document
referred to in Appendix 1B must indicate all relevant data and parti-
cularly those used in measuring the noise of the stationary vehicle.
2.3.5.2. Values, rounded off to the nearest decibel, must be read off the
measuring instrument.1997L0024 — EN — 10.09.2003 — 002.001 — 425
▼B
If the figure following the decimal point is between 0 and 4, the
total is rounded down and if between 5 and 9, it is rounded up.
Only those measurements which vary by no more than 2 dB(A) in
three consecutive tests will be used.
2.3.5.3. The highest of the three measurement will constitute the test result.1997L0024 — EN — 10.09.2003 — 002.001 — 426
▼B
Figure 1
Positionsfortestingthevehicle inmotion
Figure 2
Positionsfortestingthestationaryvehicle
1997L0024 — EN — 10.09.2003 — 002.001 — 427
▼B
2.4.Original exhaustsystem(silencer)
2.4.1. Requirements for silencers containing absorbent fibrous materials
2.4.1.1. Absorbent fibrous material must be asbestos-free and may be used
in the construction of silencers only if it is securely held in place
throughout the service life of the silencer and it meets the require-
ments of any one of 2.4.1.2, 2.4.1.3 or 2.4.1.4.
2.4.1.2. After removal of the fibrous material, the sound level must comply
withth e requirements of 2.2.1.
2.4.1.3. The absorbent fibrous material may not be placed in those parts of
the silencer through which the exhaust gases pass and must comply
withth e following requirements.
2.4.1.3.1. The material must be heated at a temperature of 650 ºC ± 5 ºC for
four hours in a furnace without reduction in average length,
diameter or bulk density of the fibre.
2.4.1.3.2. After heating at 650 ºC ± 5 ºC for one hour in a furnace, at least
98 % of the material must be retained in a sieve of nominal mesh
size 250 µm complying withISO standard 3310/1 wh en tested in
accordance withISO standard 2599.
2.4.1.3.3. The loss in weight of the material must not exceed 10,5 % after
soaking for 24 hours at 90 ºC ± 5 ºC in a synthetic condensate of
the following composition:
— 1 N hydrobromic acid (HBr): 10 ml
— 1 N sulphuric acid (H2SO4): 10 ml
— Distilled water to make up to 1 000 ml.
Note:The material must be washed in distilled water and dried for
one hour at 105 ºC before weighing.
2.4.1.4. Before the system is tested in accordance with section 2, it must be
put into normal working order by one of the following methods:
2.4.1.4.1. Conditioning by continuous road operation
2.4.1.4.1.1. The table shows the minimum distance to be travelled for each cate-
gory of vehicle during conditoning:
Category of vehicle by cylinder
capacity
(cm3)Distance
(km)
1.≤250 4 000
2. > 250 ≤500 6 000
3. > 500 8 000
2.4.1.4.1.2. 50 % ± 10 % of this conditioning cycle must consist of town
driving and the remainder of long-distance runs at high speed; the
continuous road cycle may be replaced by a corresponding test-track
programme.
2.4.1.4.1.3. The two speed regimes must be alternated at least six times.
2.4.1.4.1.4. The complete test programme must include at least 10 breaks
lasting at least three hours in order to reproduce the effects of
cooling and condensation.
2.4.1.4.2. Conditioning by pulsation
2.4.1.4.2.1. The exhaust system or components thereof must be fitted to the
vehicle or to the engine.
In the former case, the vehicle must be mounted on a roller dynam-
ometer. In the second case, the engine must be mounted on a test
bench.
The test apparatus, as shown in detail in Figure 3, is fitted at the
outlet of the exhaust system. Any other apparatus giving equivalent
results is acceptable.
2.4.1.4.2.2. The test equipment must be adjusted so that the flow of exhaust
gases is alternately interrupted and restored 2 500 times by a rapid-
action valve.1997L0024 — EN — 10.09.2003 — 002.001 — 428
▼B
2.4.1.4.2.3. The valve must open when the exhaust gas back-pressure, measured
at least 100 mm downstream of the intake flange, reaches a value of
between 0,35 and 0,40 bar. Should such a figure be unattainable
because of the engine characteristics, the valve must open when
the gas back-pressure reaches a level equivalent to 90 % of the
maximum that can be measured before the engine stops. It must
close when this pressure differs by no more than 10 % from its
stabilized value withth e valve open.
2.4.1.4.2.4. The time-lapse relay must be set for the duration of exhaust gases
calculated on the basis of the requirements of 2.4.1.4.2.3.
2.4.1.4.2.5. Engine speed must be 75 % of the speed (S) at which the engine
develops maximum power.
2.4.1.4.2.6. The power indicated by the dynamometer must be 50 % of the full-
throttle power measured at 75 % of engine speed (S).
2.4.1.4.2.7. Any drainage holes must be closed off during the test.
2.4.1.4.2.8. The entire test must be completed within 48 hours. If necessary, a
cooling period must be allowed after eachh our.
2.4.1.4.3. Conditioning on a test bench
2.4.1.4.3.1. The exhaust system must be fitted to an engine representative of the
type fitted to the vehicle for which the system is designed, and
mounted on a test bench.
2.4.1.4.3.2. Conditioning consists of the specified number of test bench cycles
for the category of vehicle for which the exhaust system was
designed. The table shows the number of cycles for each category
of vehicle.
Category of vehicle by cylinder
capacity
(cm3)Number of cycles
1.≤250 6
2. > 250 ≤500 9
3. > 500 12
2.4.1.4.3.3. Eachtest-benchcycle must be followed by a break of at least 6
hours in order to reproduce the effects of cooling and condensation.
2.4.1.4.3.4. Each test-bench cycle consists of six phases. The engine conditions
and duration are as follows for eachph ase:
Phase ConditionsDuration of phase
(minutes)
Engines of
less than
250 cm3Engines of
250 cm3or
more
1 Idling 6 6
2 25 % load at 75 % S 40 50
3 50 % load at 75 % S 40 50
4 100 % load at 75 % S 30 10
5 50 % load at 100 % S 12 12
6 25 % load at 100 % S 22 22
Total time: 2 hours 30 2 hours 30
2.4.1.4.3.5. During this conditioning procedure, at the request of the manufac-
turer, the engine and the silencer may be cooled in order that the
temperature recorded at a point not more than 100 mm from the
exhaust gas outlet does not exceed that measured when the vehicle
is running at 110 km/hor 75 % S in top gear. Th e engine and/or
vehicle speeds must be determined with an accuracy of ± 3 %.1997L0024 — EN — 10.09.2003 — 002.001 — 429
▼B
Figure 3
Testapparatusforconditioningbypulsation
2.4.2. Diagram and markings
2.4.2.1. A diagram and a cross-sectional drawing indicating the dimensions
of the exhaust system must be annexed to the document referred to
in Appendix 1A.
2.4.2.2. All original silencers must bear the ‘e’ mark followed by the identi-
fication of the country which granted the component type-approval.
This reference must be legible and indelible and also visible in the
position at which it is to be fitted.
2.4.2.3. Any packing of original replacement silencer systems must be
marked legibly with the words ‘original part’ and the make and
type references integrated together with the ‘e’ mark and also the
reference of the country of origin.
2.4.3. Intake silencer
If the engine intake has to be fitted with an air filter and/or intake
silencer in order to comply with the permissible sound level, the
filter and/or silencer must be regarded as part of the silencer and
the requirements of 2.4 will also apply to them.
3. COMPONENT TYPE-APPROVAL IN RESPECT OF A NON-
ORIGINAL EXHAUST SYSTEM OR COMPONENTS THEREOF,
AS SEPARATE TECHNICAL UNITS, FOR THREE-WHEEL
MOPEDS AND TRICYCLES
This section applies to the component type-approval, as separate
technical units, of exhaust systems or components thereof intended
to be fitted to one or more particular types of three-wheel mopeds
and tricycles as non-original replacement parts.1997L0024 — EN — 10.09.2003 — 002.001 — 430
▼B
3.1.Definition
3.1.1. ‘Non-original replacement exhaust system or components thereof’
means any exhaust system component as defined in 1.2 intended to
be fitted to a three-wheel moped or tricycle to replace that of the
type fitted to the three-wheel moped or tricycle when the document
provided for in Appendix 1B was issued.
3.2.Applicationforcomponenttype-approval
3.2.1. Applications for component type-approval for replacement exhaust
systems or components thereof as separate technical units must be
submitted by the manufacturer of the system or by his authorized
representative.
3.2.2. For each type of replacement exhaust system or components thereof
for which approval is requested, the application for component type-
approval must be accompanied by the following documents in tripli-
cate, and by the following particulars:
3.2.2.1. — description, in respect of the characteristics referred to in 1.1 of
this Annex, of the type(s) of vehicle for which the system(s) or
component(s) is/are intended;
— the numbers and/or symbols specific to the type of engine and
vehicle must be given;
3.2.2.2. — description of the replacement exhaust system stating the rela-
tive positions of each of its components, together with the
fitting instructions;
3.2.2.3. — drawings of eachcomponent to facilitate location and identifica-
tion, and statement of materials used. These drawings must also
indicate the intended location of the mandatory component type-
approval number.
3.2.3. The applicant must submit, at the request of the technical service:3.2.3.1. — two samples of the system for which component type-approval
is requested,
3.2.3.2. — an exhaust system conforming to that originally fitted to the
vehicle when the document provided for in Appendix 1B was
issued,
3.2.3.3. — a vehicle representative of the type to which the replacement
exhaust system is to be fitted, supplied in such a condition that,
when fitted with a silencer of the same type as was originally
fitted, it meets the requirements of either of the following two
sections:
3.2.3.3.1. if the vehicle referred to in 3.2.3.3 is of a type which has been
granted type-approval pursuant to the provisions of this chapter:
— during the test in motion, it does not exceed by more than
1 dB(A) the limit value laid down in 2.2.1.3;
— during the stationary test, is does not exceed by more than
3 dB(A) the value indicated on the manufacturer's data plate;
3.2.3.3.2. if the vehicle referred to in 3.2.3.3 is not of a type which has been
granted type-approval pursuant to the provisions of this chapter it
does not exceed by more than 1 dB(A) the limit value aplicable to
that type of vehicle when it was first put into service;
3.2.3.4. — a separate engine identical to that fitted to the vehicle referred to
above, where the competent authorities deem it necessary.
3.3.Markingsandinscriptions
3.3.1. Non-original exhaust systems or components thereof must be
marked in accordance withth e requirements of Annex VI.
3.4.Componenttype-approval
3.4.1. Upon completion of the tests laid down in this Chapter, the compe-
tent authority will issue a certificate corresponding to the model
shown in Appendix 2B. The component type-approval number
must be preceded by a rectangle surrounding the letter ‘e’ followed
by the distinguishing number or letters of the Member State which
issued or refused the component type-approval.1997L0024 — EN — 10.09.2003 — 002.001 — 431
▼B
3.5.Specifications
3.5.1. General specifications
The design, construction and mounting of the silencer must be such
that:
3.5.1.1. — the vehicle complies with the requirements of the chapter under
normal conditions or use, and in particular regardless of any
vibrations to which it may be subjected;
3.5.1.2. — it displays reasonable resistance to the corrosion phenomena to
which it is exposed, with due regard to the normal conditions
of use of the vehicle;
3.5.1.3. — the ground clearance available under the silencer originally
fitted, and the angle at which the vehicle can lean over, are not
reduced;
3.5.1.4. — the surface does not reach unduly high temperatures;
3.5.1.5. — its outline has no projections or sharp edges;3.5.1.6. — shock absorbers and suspension have adequate clearance;
3.5.1.7. — adequate safety clearance is provided for pipes;
3.5.1.8. — it is impact-resistant in a way that is compatible with clearly-
defined maintenance and installation requirements.
3.5.2. Specifications for sound levels
3.5.2.1. The acoustic efficiency of the replacement exhaust systems or
components thereof must be tested using the methods described in
2.3, 2.4, 2.5 and 2.6.
With a replacement exhaust system or component thereof fitted to
the vehicle referred to in 3.2.3.3 of this Annex, the sound-level
values obtained must meet the following conditions:
3.5.2.1.1. they must not exceed the sound-level values measured, in accor-
dance with 3.2.3.3, using the same vehicle fitted with the original
equipment silencer both during the test in motion and during the
stationary test.
3.5.3. Testing of vehicle performance
3.5.3.1. The replacement silencer must be such as to ensure that the vehi-
cle's performance is comparable to that achieved with the original
silencer or component thereof.
3.5.3.2. The replacement silencer must be compared with an originally-fitted
silencer, also in new condition, fitted in turn to the vehicle referred
to in 3.2.3.3.
3.5.3.3. This test is carried out by measuring the engine power curve. The
net maximum power and the top speed measured with the replace-
ment silencer must not deviate from the net maximum power and
top speed measured under the same conditions with the original
equipment silencer by more than ± 5 %.
3.5.4. Additional provisions relating to silencers as separate technical
units containing fibrous material
Fibrous material may not be used in the construction of such silen-
cers unless the requirements set out in 2.4.1 are met.1997L0024 — EN — 10.09.2003 — 002.001 — 432
▼B
Appendix 1A
1997L0024 — EN — 10.09.2003 — 002.001 — 433
▼B
Appendix 1B
1997L0024 — EN — 10.09.2003 — 002.001 — 434
▼B
Appendix 2A
1997L0024 — EN — 10.09.2003 — 002.001 — 435
▼B
Appendix 2B
1997L0024 — EN — 10.09.2003 — 002.001 — 436
▼B
ANNEX V
PRODUCTIONCONFORMITYREQUIREMENTS
1. VEHICLE CONFORMITY
Any vehicle manufactured must conform to a type of vehicle approved
pursuant to this Chapter, be equipped with the silencer with which it was
type-approved and satisfy the requirements of section 2 of the Annex
relating to the type of vehicle concerned.
In order to test conformity as required above, a sample vehicle will be
taken from the production line of the type approved pursuant to thisChapter. Production will be regarded as conforming to the provisions of
this Chapter if the sound level measured using the method described in
section 2.1 of each Annex does not exceed by more than 3 dB(A) the value
measured at the time of type-approval, nor by more than 1 dB(A) the limits
laid down in this Chapter.
2. CONFORMITY OF A NON-ORIGINAL REPLACEMENT EXHAUST
SYSTEM
Any exhaust system manufactured must conform to a type approved
pursuant to this Chapter and satisfy the requirements of section 3 of the
Annex relating to the type of vehicle for which it is intended.
In order to test conformity as required above, a sample exhaust will be
taken from the production line of the type approved pursuant to this
Chapter.
Production will be regarded as conforming to the provisions of this Chapter
if the requirements of sections 3.5.2 and 3.5.3 of each Annex are satisfied
and if the sound level measured using the method described in section 2.1
of each Annex does not exceed by more than 3 dB(A) the value measured
at the time of type-approval, nor by more than 1 dB(A) the limits laid
down in this chapter.1997L0024 — EN — 10.09.2003 — 002.001 — 437
▼B
ANNEX VI
MARKINGREQUIREMENTS
1. Non-original exhaust system or components thereof, but not the
mounting parts and pipes, must bear:
1.1. the trade name or mark of the manufacturer of the exhaust system and
its components,
1.2. the brand name given by the manufacturer,
1.3. the component type-approval mark composed and affixed in accordance
with the requirements of Annex V to Directive 92/61/EEC. The dimen-sions of ‘a’ must be ≥3 mm.
2. The marks referred to in 1.1 and 1.3 and the name referred to in 1.2
must be indelible and clearly legible even when the exhaust system is
fitted to the vehicle.
3. A component may bear several type-approval numbers if it has been
type-approved as a component of several replacement exhaust systems.
4. The replacement exhaust system must be supplied with packaging or
labelling bearing the following:
4.1. — the trade name or mark of the manufacturer of the replacement
silencer and its components,
4.2. — the address of the manufacturer or of the manufacturer's authorized
representative,
4.3. — a list of the motorcycle models to which the replacement silencer is
intended to be fitted.
5. The manufacturer must supply the following:
5.1. — instructions describing in detail the correct methods of fitting to the
motorcycle,
5.2. — instructions on how the silencer should be maintained,
5.3. — a list of component parts withth e corresponding part numbers,
excluding mounting parts.1997L0024 — EN — 10.09.2003 — 002.001 — 438
▼B
ANNEX VII
TESTTRACKSPECIFICATIONS
This Annex lays down specifications relating to the physical characteristics of
the paving and the layout of the test track paving.
1. REQUIRED CHARACTERISTICS OF SURFACE
A surface is considered to conform to this Directive provided that the
texture and voids content or sound absorption coefficient have been
measured and found to fulfill all the requirements given in 1.1 to 1.4
and provided that the design requirements (section 2.2) have been met.
1.1.Residualvoidscontent
The residual voids content, Vc, of the test track paving mixture must
not exceed 8 %. See section 3.1 for measurement procedure.
1.2.Soundabsorptioncoefficient
If the surface fails to comply with the residual voids content require-
ment, the surface is acceptable only if its sound absorption coefficient,
α,is≤0,10. See section 3.2 or measurement procedure.
The requirement of section 1.1 and 1.2 is met also if only sound
absorption has been measured and found to be: α≤0,10.
1.3.Texturedepth
The texture depth (TD) measured according to the volumetric method
(see section 3.3) shall be:
TD≥0,4 mm.
1.4.Homogeneityofthesurface
Every practical effort must be taken to ensure that the surface is made
to be as homogenous as possible within the test area. This includes the
texture and voids content, but it should also be observed that if the
rolling process results in more effective rolling at some places than at
others, the texture may be different and uneverness causing bumps may
also occur.
1.5.Periodoftesting
In order to check whether the surface continues to conform to the
texture and voids content or sound absorption requirements stipulated
in this standard, periodic testing of the surface must be performed at
the following intervals:
(a) for residual voids content or sound absorption:
— when the surface is new.
— if the surface meets the requiremens when new, no further peri-
odical testing is required.
If it does not meet the requirement when it is new, it may do so
later because surfaces tend to become clogged and compacted with
time;
(b) for texture depth(TD):
— when the surface is new,
— when the noise testing starts (NB: not before four weeks after
laying).
— then every twelve months
2. TEST SURFACE DESIGN
2.1.Area
When designing the test track layout it is important to ensure that, as a
minimum requirement, the area traversed by the vehicles running
through the test strip is covered with the specified test material with
suitable margins for safe and practical driving. This will require that
the width of the track is at least 3 m and the length of the track extends
beyond lines AA and BB by at least 10 m at either end. Figure 1 shows1997L0024 — EN — 10.09.2003 — 002.001 — 439
▼B
a plan of a suitable test site and indicates the minimum area which,
must be machine laid and machine compacted with the specified test
surface material.
Figure 1
Minimum requirements for test surface area
2.2.Designrequirementsforthesurface
The test surface must meet four design requirements:
1. it must be a dense asphaltic concrete;
2. the maximum chipping size must be 8 mm (tolerances allow from
6,3 to 10 mm);
3. the thickness of the wearing couse must be ≥30 mm;
4. the binder must be a straight penetration grade bitumen without
modification.
As a guide to the test surface constructor, an aggregate grading curve
which will give desired characteristics is shown in figure 2. In addition,
table 3 gives some guidelines in order to obtain the desired texture and
durability. The grading curve fits the following formula:
P (% passing) = 100 (d/dmax)½
whered = square meshsieve size, in mm
d
max= 8 mm for the mean curve
dmax= 10 mm for the lower tolerance curve
dmax= 6,3 mm for the upper tolerance curve
In addition to the above, the following recommendations are given:
— the sand fraction (0,063 mm < square mesh sieve size < 2 mm)
should include no more than 55 % natural sand and least 45 %
crushed sand,
— the base and sub-base should ensure a good stability and evenness,
according to best road construction practice,1997L0024 — EN — 10.09.2003 — 002.001 — 440
▼B
— the chippings should be crushed (100 % crushed faces) and of a
material with a high resistance to crushing,
— the chippings used in the mix should be washed,
— no extra chippings should be added on to the surface,
— the binder hardness expressed as PEN value should be 40 to 60, 60
to 80 or even 80 to 100, depending on the climatic conditions of the
country. The rule is that as hard a binder as possible should be used,
provided this is consistent with common practice,
— the temperature of the mix before rolling should be chosen so as to
achieve by subsequent rolling the required voids content. In order to
increase the probability or satisfying the specifications of sections
1.1 to 1.4, the compactness should be studied not only by an appro-
priate choice of mixing temperature, but also by an appropriate
number of passings and by the choice of compacting vehicle.
Figure 2
Table 3
Design guidelines
Target values
TolerancesBy total mass of
mixBy mass of the
approcase
Mass of stones, Square MeshSieve
(SM) > 2 mm47,6 % 50,5 % ± 5
Mass of sand 0,063 < SM < 2 mm 38,0 % 40,2 % ± 5
Mass of filter SM < 0,063 mm 8,8 % 9,3 % ± 2
Mass of binder (bitumen) 5,8 % N.A. ± 0,5
Maximum chipping size 8 mm 6,3-10
Binder hardness (see below)
Polished stone value (PSV)
(see doc. 5 in bibliography)>5 0
Compactness, relative to Marshall
compactness98 %
3. TEST METHODS
3.1.Measurementoftheresidualvoidscontent
For the purpose of this measurement, cores have to be taken from the
track at least at four different positions which are equally distributed in
the test area between lines AA and BB (see figure 1). In order to avoid
inhomogeneity and unevenness in the wheel tracks, cores should not be1997L0024 — EN — 10.09.2003 — 002.001 — 441
▼B
taken in the wheel tracks themselves, but close to them. Two cores
(minimum) should be taken close to the wheel tracks and one core
(minimum) should be taken approximately midway between the wheel
tracks and eachmicroph one location.
If there is a suspicion that the condition of homogeneity in not met (see
section 1.4), cores should be taken from more locations within the test
area.
The residual voids content has to be determined for each core. Then the
average value from all cores is calculated and compared withth e
requirement of section 1.1. In addition, no single core should have a
voids value which is higher than 10 %.
The test surface constructor is reminded of the problem which may
arise when the test area is heated by pipes or electrical wires and cores
must be taken from this area. Such installations must be carefully
planned withrespect to future core drilling locations. It is recommended
to leave a few locations of size approximately 200 × 300 mm where
there are no wires or pipes, or where the latter are located deep enough
in order not to be damaged by cores taken from the surface layer.
3.2.Soundabsorptioncoefficient
The sound absorption coefficient (normal incidence) is measured by the
impedance tube method using the procedure specified in ISO/DIS
10534: ‘Acoustics — Determination of sound absorption coefficient
and impedance by a tube method’.
Regarding test specimens, the same requirements are followed as
regarding the residual voids content (see section 3.1).
The sound absorption is measured in the range 400 to 800 Hz and in
the range 800 to 1 600 Hz (at least at the centre frequencies of third
octave bands) and the maximum values shall be identified for both of
these frequency ranges. Then these values, for all test cores, are
averged to constitute the final result.
3.3.Volumetricmacrotexturemeasurement
For the purposes of this standard, texture depth measurements are made
on at least 10 positions evenly spaced along the wheel tracks of the test
strip and the average value taken to compare with the specified
minimum texture depth. See Annex F to Draft Standard ISO/DIS
10844 for a description of the procedure.
4. STABILITY IN TIME AND MAINTENANCE
4.1.Ageinfluence
In common with many other surfaces, is it expected that the tyre/road
noise levels measured on the test surface may increase slightly during
the first six to 12 months after construction.
The surface will achieve its required characteristics not earlier than four
weeks after construction.
The stability over time is determined mainly by the polishing and
compaction by vehicles driving on the surface. It must be periodically
checked as stated in section 1.5.
4.2.Maintenanceofthesurface
Loose debris or dust which could significantly reduce the effective
texture depthmust be removed from th e surface. In countries with
winter climates, salt is sometimes used for de-icing. Salt may alter the
surface temporarily or even permanently in sucha way as to increase
noise and is therefore not recommended.
4.3.Repavingthetestarea
If it is necessary to repave the test track, it is usually unnecessary to
repave more than the test strip (of 3 m width in figure 1) where vehi-
cles are driving provided the test area outside the strip met the
requirement of residual voids content or sound absorption when it was
measured.1997L0024 — EN — 10.09.2003 — 002.001 — 442
▼B
5. DOCUMENTATION OF THE SURFACE AND OF TESTS
PERFORMED ON IT
5.1.Documentationofthetestsurface
The following data must be given in a document describing the test
surface:
(a) the location of the test track;
(b) type of binder, binder hardness, type of aggregate, maximum theo-
retical density of the concrete (‘DR’), thickness of the wearing
course and grading curve determined from cores from the test track;
(c) method of compaction (e.g. type of roller, roller mass, number of
passes);
(d) temperature of the mix, temperature of the ambient air and wind
speed during laying of the surface;
(e) date when the surface was laid and contractor;
(f) all or at least the latest test result, including:
(i) the residual voids content of each core;
(ii) the locations in the test area from where the cores for voids
measurement have been taken;
(iii) the sound absorption coefficient of each core (if measured).
Specify th e results bothfor eachcore and eachfrequency
range as well as the overall average;
(iv) the locations in the test area from where the cores for absorp-
tion measurement have been taken;
(v) texture depth, including the number of tests and standard
deviation;
(vi) the institution responsible for tests (i) and (iii) and the type of
equipment used;
(vii) date of the test(s) and date when the cores were taken from
the test track.
5.2.Documentationofvehiclenoisetestsconcludedonthesurface
In the document describing the vehicle noise test(s) it must be stated
whether all the requirements were fulfilled or not. Reference must be
made to a document in accordance withsection 5.1.1997L0024 — EN — 10.09.2003 — 002.001 — 443
▼B
CHAPTER 10
TRAILERCOUPLINGDEVICESOFTWOORTHREE-WHEELMOTORVEHICLES
ANNEXANDAPPENDICES
ANNEX I Trailer coupling devices of two or three-wheel motor vehicles …
Appendix 1 Ball coupling on two or three-wheel motor vehicles …Appendix 2 …
Appendix 3 …
Appendix 4 Information document in respect of coupling devices for trailers towed by
a type of two or three-wheel motor vehicle …
Appendix 5 Component type-approval certificate in respect of coupling devices for
trailers towed by a type of two or three-wheel motor vehicle …1997L0024 — EN — 10.09.2003 — 002.001 — 444
▼B
ANNEX I
TRAILER COUPLING DEVICES OF TWO OR THREE-WHEEL
MOTORVEHICLES
1. SCOPE
1.1. This Annex I applies to coupling devices for two and three-wheel
motor vehicles and their attachment to these vehicles.
1.2. This Annex I states the requirements which coupling devices for
two and three-wheel motor vehicles must satisfy in order to
— ensure compatibility when combining motor vehicles with
different types of trailers;
— ensure the safe coupling together of the vehicles under all condi-
tions of use;
— ensure safe procedures for coupling and uncoupling.
2. DEFINITIONS
2.1. ‘Coupling devices for motor vehicles’ means all parts and devices
fitted to the frames, load-bearing parts of the bodywork and chassis
of the vehicles by means of which towing and towed vehicles are
connected together.
They also include fixed or detachable parts for the attachment,
adjustment or operation of the abovementioned coupling devices.
2.1.1. ‘Coupling balls and towing brackets’ means coupling devices
employing a spherical device and brackets on the motor vehicle for
connecting to the trailer by means of a coupling head.
2.1.2. The coupling heads in 2.1.1 are mechanical coupling devices on the
drawbar of trailers for connecting to a coupling ball on the motor
vehicle.
3. GENERAL REQUIREMENTS
3.1. The coupling devices for two and three-wheel motor vehicles must
be manufactured and attached in accordance with good engineering
practice, and must be safe to operate.
3.2. The coupling devices must be so designed and manufactured that in
normal use, withproper maintenance and th e timely replacement of
wearing parts, they will continue to function satisfactorily.
3.3. Every coupling device must be accompanied by installation and
operating instructions giving sufficient information for a competent
person to install it on the vehicle and operate it properly. The
instructions must be in the official language or languages of the
Member State in which the coupling device will be offered for sale.
3.4. The materials that may be used are those for which the properties
relevant to the application are laid down in a standard or those for
which the properties are given in the application documentation.
3.5. All parts of the coupling devices whose failure could result in
separation of the two vehicles must be made of steel.
Other materials may be used provided equivalence has been demon-
strated by the manufacturer to the satisfaction of the Technical
Service.
3.6. All couplings must be designed for positive mechanical engage-
ment, and the closed position must be secured at least once by
positive mechanical engagement.
3.7. In principle coupling balls in accordance withAppendix 1, Figure 1
are to be used on two and three-wheel motor vehicles. In the case of
three-wheel vehicles particularly, the coupling type must be chosen
and positioned to allowmaximum compatibility witha range of
trailer types. Devices other than coupling balls may be used,
provided the requirements of 3.8 are met and that compatibility
and interchangeability of trailers is neither necessary nor possible
(dedicated combinations).
3.8. Coupling devices must be designed in a way to meet the require-
ments for case of operation, position, mobility and strength
according to Sections 3.9, 3.10, 3.11, 4, 5 and 6.1997L0024 — EN — 10.09.2003 — 002.001 — 445
▼B
3.9. The coupling devices must be designed and attached in a way to
achieve maximum safety according to good engineering practice;
this also applies to the operation of the coupling.
3.10. Safe coupling and uncoupling of the vehicles must be possible by
one person without the use of tools.
3.11. The operation of detachable coupling devices must be possible
easily by hand and without the use of tools.
4. REQUIREMENTS FOR POSITION
4.1. Coupling devices attached to the vehicles must ensure an unhin-
dered and safe operation.
4.2. Coupling balls attached to the vehicles must correspond to the
geometric conditions specified in Appendix 1, Figure 2.
4.3. The height of the coupling point of a coupling device other than a
coupling ball must correspond to the height of the coupling point of
the drawbar of the trailer within a range of ± 35 mm, provided the
trailer is in a horizontal position.
4.4. The shape and the dimensions of the towing brackets must corre-
spond to the vehicle manufacturer's requirements with respect to
fixing points and any additional mounting devices required.
4.5. The requirements of the vehicle manufacturer with regard to the
type of the coupling device, the permissible mass of the trailer and
the permissible static vertical load imposed at the coupling point
must be observed.
4.6. The mounted coupling device must not obscure the visibility of the
rear licence plate, otherwise a coupling device which can be
dismantled without special tools has to be used.
5. REQUIREMENTS FOR ARTICULATION
5.1. The following articulation must be possible with the coupling
device not attached to the vehicle.
5.1.1. An angle of free vertical pitch of 20º above and below the hori-
zontal centre line at all angles of horizontal rotation up to at least
90º each side of the longitudinal centre line of the device.
5.1.2. At all angles of horizontal rotation up to 90º each side of the long-
itudinal centre line of the device there must be an angle of free
axial roll each side of the vertical centre line of 25º for three-wheel
vehicles or 40º for two-wheel vehicles.
5.2. At all angles of horizontal rotation the following combinations of
articulation must be possible:
in the case of two-wheel vehicles, except where the device is used
with one-wheel trailers which tilt with the two-wheel motor vehicle:
— vertical pitchof ± 15º withaxial roll of ± 40º,
— axial roll of ± 30º withvertical pitchof ± 20º;
in the case of three-wheel vehicles or quadricycles:
— vertical pitchof ± 15º withaxial roll of ± 25º
— axial roll of ± 10º withvertical pitchof ± 20º.
5.3. It must also be possible to couple and uncouple ball couplings when
the longitudinal axis of the ball coupling in relation to the centre
line of the coupling ball and mounting:
— is horizontally β= 60º right or left
— is vertically α= 10º up or down
— is axially rotated 10º right or left.
6. REQUIREMENTS FOR STRENGTH
6.1. A dynamic strengthtest (endurance test) must be performed.
6.1.1. The endurance test is performed with an alternating approximately
sinusoidal load witha number of load cycles depending on th e
material. No cracks or fractures or other visible external damage,
or any excessive permanent distortion which would be detrimental
to the satisfactory operation of the device must occur.1997L0024 — EN — 10.09.2003 — 002.001 — 446
▼B
6.1.2. The loading basis for the dynamic test is the D-value shown below.
The static vertical load is taken into consideration in the direction of
the test load relative to the horizontal plane, depending on the posi-
tion of the coupling point and the static vertical load permitted at
the coupling point.
D¼g/C2T/C2R
TþRkN
where
T = technically permissible maximum mass in tonnes of the
towing vehicle
R = technically permissible maximum mass in tonnes of the
trailer
g = acceleration due to gravity (assumed g = 9,81 m/s2)
6.1.3. The characteristic values D and S on which the test is to be based
are specified in the manufacturer's EC type-approval application, S
being the permitted maximum static vertical load at the coupling
point in kg.
6.2.Testprocedures
6.2.1. For the dynamic tests the sample must be placed in a suitable rig
witha suitable means of force application so th at it is not subjected
to any additional forces or moments apart from the specified test
force. In the case of alternating tests the direction of force applica-
tion must not deviate by more than ± 1º from the specified
direction. To avoid unspecified forces and moments in the sample
it may be necessary to have one joint at the point of force applica-
tion and a second joint an adequate distance away.
6.2.2. The test frequency must not exceed 35 Hz. The selected frequency
must be well separated from resonant frequencies of the test set up
including the device being tested. The number of load cycles must
be 2 × 106for coupling devices made of steel. A higher number of
load cycles may be required for coupling devices made of other
materials. Generally, the crack test is to be performed in accordance
with the dye penetration procedure; equivalent other procedures are
also permissible.
6.2.3. The coupling devices on test are normally mounted as rigidly as
possible on a test rig in the actual position in which they will be
used on the vehicle. The fixing devices must be those specified by
the manufacturer or applicant and be those intended for its attach-
ment to the vehicle and/or have identical mechanical characteristics.
6.2.4. Preferably, couplings have to be tested in original condition as
intended for use on the road. At the discretion of the manufacturer
and in agreement with the Technical Service, flexible components
may be neutralized if this is necessary for the test procedure and if
there is no concern about unrealistic influence on the test result.
Flexible components which are obviously overheated due to this
accelerated test procedure may be replaced during the test.
The test loads may be applied by means of special slackfree
devices.
The devices submitted for test must be provided with all design
details which may have an influence on the strength criteria (for
example electrical socket plates, any markings, etc.). The test
periphery ends at the anchorage points or fitting points. The
geometric location of the coupling ball and the fixing points of the
coupling device related to the reference line must be provided by
the vehicle manufacturer and shown in the test report.
All relative positions of the attachment points with respect to the
reference line as shown in Appendix 2, for which the towing vehicle
manufacturer must provide all the necessary information to the
towing device manufacturer, must be repeated on the test bed.
6.3.Testofcouplingballsandtowingbrackets
6.3.1. The assembly mounted on the test bed is subjected to a dynamic
test on an alternating stress tensile testing machine (example on a
resonance pulser).1997L0024 — EN — 10.09.2003 — 002.001 — 447
▼B
The test load must be an alternating force and applied to the
coupling ball at an angle of 15º ± 1º as shown in Appendix 2,
Figure 3 and Figure 4. If the ball centre is above that line parallel
to the reference line as shown in Appendix 2, Figure 5, which
contains the highest of the nearest fixing points, the test must be
carried out withan angle α= − 15º ± 1º (Appendix 2, Figure 3). If
the ball centre is below that line parallel to the reference line as
shown in Appendix 2, Figure 5 which contains the highest of the
nearest fixing points, the test must be carried out with an angle α
= + 15º ± 1º (Appendix 2, Figure 4). This angle is chosen in order
to take account of the vertical static and dynamic load. This test
method is only applicable to a permitted static load of not more
than
S¼120/C1D
g
If a static load above
S¼120/C1D
g
is requested, the test angle must be increased to 20º.
The dynamic test must be performed with the following test force:F
res= ± 0,6 D
6.3.2. One-piece coupling balls including devices withnon-interch ange-
able detachable balls and towing brackets with interchangeable
balls which can be dismantled (excluding balls on integral support)
are tested in accordance with6.3.1.
6.3.3. The test of a towing bracket which can be used with different ball
units is carried out in accordance withth e test requirements of
Annex VI, section 4.1.6 of Directive 94/20/EC (OJ No L 195, 29.
7. 1994, p. 1).
6.4. The abovementioned testing requirements in 6.3.1 are also applic-
able to coupling devices other than coupling balls.
7. COUPLING HEADS
7.1. The basic test is an endurance test with an alternating test force and
a static test (lifting test) on eachtest sample.
7.2. The dynamic test must be performed with a suitable coupling ball of
appropriate strength. On the test rig the coupling head and the ball
coupling must be arranged as instructed by the manufacturer and in
a way corresponding to their attachment in a vehicle. There must be
no possibility of extra forces in addition to the test force acting on
the sample.
The test force must be applied along a line passing through the centre of
the ball and inclined downwards to the rear at 15º (see Appendix 3,
Figure 6). An endurance test must be performed on a test sample with
the following test force:
Fres= ± 0,6 D
7.3. A static lifting test must also be performed (see Appendix 3, Figure
7). The coupling ball used for the test must have a diameter of
49−0+ 0,13mm
in order to represent a worn coupling ball. The lifting force FAmust
be increased smoothly and quickly to a value of
g/C2CþS
1000/C18/C19
and held for 10 seconds, where
C = mass of the trailer (sum of the axle loads of the trailer
carrying maximum permissible load) in tonnes.1997L0024 — EN — 10.09.2003 — 002.001 — 448
▼B
7.4. If coupling devices other than ball couplings are used, the coupling
head must be tested, as applicable, in accordance with the relevant
requirements of Directive 94/20/EC.
8. MARKING
Coupling devices must be marked in accordance withth e relevant
requirements of Directive 94/20/EC.1997L0024 — EN — 10.09.2003 — 002.001 — 449
▼B
Appendix 1
Ballcouplingontwoorthree-wheelmotorvehicles
The ball coupling system for trailers does not exclude the use of other systems
(for instance cardan couplings); however, if a ball-coupling system is used, this
system must correspond to the specification laid down in Figure 1.
Figure 1
(1) The connecting radius between the ball and the neck is tangential both to
the neck and to the lower horizontal surface of the coupling ball.
(2) See ISO/R 468 and ISO 1302; the roughness number N9 refers to an Ravalue of 6,3 µm.1997L0024 — EN — 10.09.2003 — 002.001 — 450
▼B
Figure 2
Clearance space for coupling balls
1997L0024 — EN — 10.09.2003 — 002.001 — 451
▼B
Appendix 2
The test direction is shown by the example of a coupling ball with towing
bracket. (Applicable by analogy to other coupling systems).
1997L0024 — EN — 10.09.2003 — 002.001 — 452
▼B
Appendix 3
Figure 6
Figure 7
1997L0024 — EN — 10.09.2003 — 002.001 — 453
▼B
Appendix 4
1997L0024 — EN — 10.09.2003 — 002.001 — 454
▼B
Appendix 5
1997L0024 — EN — 10.09.2003 — 002.001 — 455
▼B
CHAPTER 11
SAFETY-BELT ANCHORAGES AND SAFETY-BELTS OF BODIED THREE-WHEEL
MOPEDS,TRICYCLESANDQUADRICYCLES
LISTOFANNEXES
ANNEX I Definitions …
ANNEX II Effective anchorage attachment areas …
ANNEX III Procedure to be followed in order to determine the position of the H point
and the true backrest rake angle and to check their relationship with the
position of the R point and the intended backrest rake angle …
Appendix Components of the three-dimensional dummy …ANNEX IV Traction device …
ANNEX V
Appendix 1 Information document in respect of safety-belt anchorages intended for a
type of bodied three-wheel moped, tricycle or quadricyle …
Appendix 2 Component type-approval certificate in respect of safety-belt anchorages
for a type of bodied three-wheel moped, tricycle or quadricycle …
ANNEX VI Requirements for safety-belts …
Appendix 1 Information document in respect of a type of safety-belt intended for
bodied three-wheel mopeds, tricycles or quadricycles …
Appendix 2 Component type-approval certificate in respect of a type of safety-belt
intended for bodied three-wheel mopeds, tricycles or quadricycles …
Appendix 3 Information document in respect of the fitting of safety-belts to a type of
bodied three-wheel moped, tricycle or quadricycle …
Appendix 4 Component type-approval certificate in respect of the fitting of safety-belts
to a type of bodied three-wheel moped, tricycle or quadricycle …1997L0024 — EN — 10.09.2003 — 002.001 — 456
▼B
ANNEX I
1. DEFINITIONS
For the purposes of this Chapter:
1.1. ‘type of vehicle in respect of its safety-belt anchorages’ means motor
vehicles which do not differ in such essential respects as the
following: dimensions, shapes and materials of the structural compo-
nents of the vehicle or seat to which the anchorages are attached;
1.2. ‘safety-belt anchorages’ means the parts of the structures of the
vehicle or seat or all other parts of the vehicle to which the belts
must be fastened;
1.3. ‘strap guide’ means a device which alters the lie of the strap in rela-
tion to the wearer of the belt assembly;
1.4. ‘effective anchorage’ means the point used to determine, in a conven-
tional manner in accordance withsection 4, th e angle of eachpart of
the safety-belt in relation to its wearer i.e. the point where a strap
should be attached in order to adopt a position identical to an
intended position of the belt when this is used and which may or
may not correspond to the true anchorage according to the configura-
tion of the accessories for the attachment of the belt at the point
where this is attached to the anchorage;
1.4.1. for example:
1.4.1.1. where a safety-belt includes a rigid part that is attached to a lower
anchorage whether this is static or free to pivot, the effective ancho-
rage for all of the seat-adjustment positions is the point where the
strap is attached to that rigid part;
1.4.1.2. where there is a reverser attached to the structure of the vehicle or
seat, the median point of the reverser at the point where the strap
emerges form this on the wearer side of the belt is considered to be
the effective anchorage; the strap must be in a straight line betweenthe effective belt anchorage and the wearer;
1.4.1.3. where the belt directly links its wearer with an inertia reel attached to
the structure of the vehicle or seat without an intermediate direction
reverser, the effective anchorage is taken to be the point of intersec-
tion of the axis of the belt inertia-reel with the plane passing through
the median axis of the strap on the reel.
1.5. ‘floor’ means the lower part of the bodywork of the vehicle linking
the side walls of that vehicle. Taken within this meaning the floor
includes the ribs, raised pressings and any other stiffeners even where
these are beneath the floor, such as spars and struts.
1.6. ‘seat’ means a structure, whether or not forming an integral part of
the vehicle structure and including its trim, which offers a seated
position for an adult, the term designating both an individual seat
and part of a benchcorresponding to a seating position.
1.7. ‘group of seats’ means either a bench-type seat or separate seats
mounted side by side (i.e. in such a way that the front anchorages of
a seat are in line with or ahead of the rear anchorages of another seat
and in line with or behind the front anchorages of that same other
seat) providing one or several seating positions for adults.
1.8. ‘bench’ means a complete structure together with its cover which
provides at least two seating positions for adult occupants.
1.9. ‘tip-up seat’ means an auxiliary seat intended for occasional use that
is normally folded away;
1.10. ‘type of seat’ means a category of seats which do not differ essen-
tially among themselves in such respects as:
1.10.1. the shape and dimensions of the seat structure and materials of which
it is made;
1.10.2. type and dimensions of adjustment systems and all the locking
systems;
1.10.3. type and dimensions of belt anchorages on the seat, of the seat ancho-
rage and of the relevant parts of the vehicle structure.
1.11. ‘seat anchorage’ means the system of attaching the seat in its entirety
to the vehicle structure, including the relevant parts of the vehicle
structure.1997L0024 — EN — 10.09.2003 — 002.001 — 457
▼B
1.12. ‘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. That adjustment device may in particular
permit:
1.12.1. longitudinal adjustment;
1.12.2. vertical adjustment;
1.12.3. an angular adjustment;1.13. ‘protected space’ means a space within which the screening areas
within the protective space have a cumulative area of at least 800 cm
2.
1.14. ‘protection space’ means the space in front of a seat and lying:
— between two horizontal planes, one of which passes through the H
point as defined in 1.17 and the other which is 400 mm above that
point;
— between vertical longitudinal planes that are symmetrical in rela-
tion to the H point and lie 400 mm apart;
— behind a vertical transverse plane that is 1,30 m from the H point.
In any given transverse vertical plane a continuous surface suchth at,
if a 165 mm diameter sphere is projected in a horizontal longitudinal
direction passing through any given point within the zone and through
the centre of the sphere there is within the protection space no aper-
ture through which the sphere can be passed, is called a ‘screening
area’.
1.15. ‘movement system’ means a device enabling a seat or one of its parts
to move or rotate without any fixed intermediate position in order to
ease access to the space behind the seat concerned.
1.16. ‘locking system’ means a device holding the seat and its parts in any
position of use and comprising mechanisms for locking the seat
backrest in relation to the seat and the seat in relation to the vehicle.
1.17. ‘H-point’ means a reference point as defined in section 1.1 of Annex
III determined in accordance with the procedure described in that
Annex.
1.18. ‘H1-point’ means the reference point corresponding to the H point
defined in 1.17 and determined for all normal positions of use of the
seat.
1.19. ‘R-point’ means the reference point of a seat as defined in section 1.2
of Annex III.
1.20. ‘reference line’ means the straight line defined in section 3.4 of
Annex III.
1.21. ‘L1and L2-points’ means the lower effective anchorages.
1.22. ‘C-point’ means the point located 450 mm vertically above the R
point. However, if distance S defined in 1.24 is not less than 280 mm
and if the other conceivable formula, BR = 260 mm + 0,8 S specified
in section 4.3.3 is retained by the manufacturer the vertical distance
between C and R must be 500 mm.
1.23. ‘ α1andα2’ angles mean respectively the angles formed by a hori-
zontal plane and the planes perpendicular to the median longitudinal
plane of the vehicle and passing through point H1and points L1and
L2.
1.24. ‘S’ means the distance, in millimetres, between the effective upper
anchorage and a reference plane P that is parallel to the median long-
itudinal plane of the vehicle, defined as follows:
1.24.1. if the seating position is well defined by the shape of the seat, plane P
is the median plane of that seat;
1.24.2. if the seating position is not well defined:
1.24.2.1. plane P relative to the driver is that which is parallel to the median
longitudinal plane of the vehicle when it passes vertically through
the centre of the steering wheel or handlebars in its mid-position if it
is adjustable and taken as being within the plane of the steering-wheel
rim;
1.24.2.2. plane P for the passenger sitting at the side on the front is symme-
trical to driver plane P;1997L0024 — EN — 10.09.2003 — 002.001 — 458
▼B
1.24.2.3. plane P for the side rear seating-position is that stated by its manufac-
turer provided that the following distance limits A between the
median longitudinal plane of the vehicle and plane P are adhered to:
— A is not less than 200 mm if the bench is designed solely for two
passengers;
— A is not less than 300 mm if the bench is designed for more than
two passengers.
2. GENERAL REQUIREMENTS
2.1. The safety-belt anchorages must be designed, manufactured and
installed in sucha way:
2.1.1. as to permit the fitting of an appropriate safety-belt. The anchorages
for the front outboard seats must permit the use of belts incorporating
an inertia reel and reverser returning to the upper anchorage, having
regard in particular to the strength characteristics of the anchorages,
unless the manufacturer supplies the vehicle fitted with other types
of belt incorporating inertia reels. If the anchorages are suitable only
for certain types of belt, those types must be mentioned in the docu-
ment set out in Annex V, Appendix 1;
2.1.2. as to reduce to a minimum the risk of belt slippage when the belt is
worn correctly;
2.1.3. as to reduce to a minimum the risk of deterioration of the strap as a
result of contact with the rigid sharp parts of the structure of the
vehicle or seat;
2.1.4. that, under normal conditions of use, the vehicle may fulfil the
requirements of this Chapter;
2.1.5. that, where anchorages adopt different positions in order to enable
persons to enter the vehicle and in order to retain the occupants, the
specifications of this Directive apply to anchorages in their effective
retention position.
2.2. Safety-belt anchorages are not required for bodied three-wheel
mopeds or quadricycles having an unladen mass of not more than
250 kg. Where such vehicles are fitted with anchorages, however,
those anchorages must meet the requirements of this Chapter.
3. MINIMUM NUMBER OF BELT ANCHORAGES
3.1. Two lower and one upper anchorage must be provided for the front
seats. However, two lower anchorages are considered sufficient for
the front centre seats, if fitted, where there are other front seats and
the windscreen is located outside the reference zone defined in Annex
II to Directive 74/60/EEC. The windscreen is considered as forming
part of the reference zone for the anchorages should the windsceen
enter into static contact withth e device for testing in accordance
with the method described in Annex II to Directive 74/60/EEC on
the interior fittings of motor vehicles (1).
3.2. for the outboard seats two lower anchorages and one upper anchorage
must be provided.
3.3. with the exception of the tip-up seat for which anchorages are not
required, at least two lower anchorages must be provided for all other
forward-facing seats.
3.4. If the vehicle is fitted with anchorages for tip-up seats, the anchorages
must comply with this Chapter.
4. POSITIONING OF SAFETY-BELTS
(see Annex II, figure 1)
4.1.General
4.1.1. The anchorages for any one belt may all be attached to the structure
of the vehicle, or of the seat or to any other part of the vehicle, or be
divided among those various positions.
4.1.2. The same anchorage may receive the ends of two adjancent belts
provided that the test requirements are met.1997L0024 — EN — 10.09.2003 — 002.001 — 459
(1) OJ No L 38, 11. 2. 1974, p. 2.
▼B
4.2. Position of lower effective anchorages
4.2.1. The α1andα2angles must lie between 30º and 80º in all of the
normal positions of use of the seat.
4.2.2. Where rear-seat benches and adjustable seats are provided with the
adjustment system defined in 1.12 and their backrest angle is less
than 20º (see Annex II, figure 1) the α1andα2angles may be less
than the minimum values specified in 4.2.1 provided that they are not
less than 20º in any of the normal positions of use of the seat.
4.2.3. The distance between the two vertical planes parallel to the median
longitudinal plane of the vehicle and passing through each of the
two lower effective anchorages L1and L2of the same belt must not
be less than 350 mm. The median longitudinal plane of the seat
must pass points L1and L2at no less than 120 mm from those points.
4.3.Positionoftheuppereffective anchorages
(see Annex II, figure 2)
4.3.1. If a strap guide or similar device affecting the position of the effective
upper anchorages is used, that position is determined in a conven-
tional manner by considering the position of the anchorage when the
central longitudinal line of the strap passes through J1defined succes-
sively from the R point via the following three segments:
— RZ: segments of reference line measured form the R point
upwards along the length 530 mm;
— ZX: segment perpendicular to the median longitudinal plane of the
vehicle measured from the Z point in the direction of the ancho-
rage and having a length of 120 mm;
—X J1: segment perpendicular to the plane defined by segments RZ
and ZX measured form point X forwards over a lengthof 60 mm;
Point J2is determined by symmetry withpoint J1about the longitu-
dinal plane vertically crossing the reference line (defined in 1.20) of
the dummy placed in the relevant seat.
4.3.2. The upper effective anchorage must lie below the plane FN that is
perpendicular to the median longitudinal plane of the seat and forms
an angle of 65º with the reference line. For the rear seats this angle
may be reduced to 60º. Plane FN must be located in sucha way as
to intersect the reference line at a point D such that DR = 315 mm
+ 1.8 S.
However if S does not exceed 200 mm, DR = 675 mm.
4.3.3. The upper effective anchorage of the belt must lie behind plane FK
perpendicular to the median longitudinal plane of the seat and inter-
secting the reference line at an angle of 120º at a point B such that
BR = 260 mm + S. If S is not less than 280 mm the manufacturer
may opt to use BR = 260 mm + 0,8 S.
4.3.4. The value S must not be less than 140 mm.4.3.5. The upper effective anchorage must be located behind a vertical plane
that is perpendicular to the median longitudinal plane of the vehicle
and passes through the R point as shown in the diagram in Annex II.
4.3.6. The upper effective anchorage of the belt must be located above the
horizontal plane passing through the C point defined in 1.22.
4.3.7. In addition to the upper anchorage referred to in 4.3.1 other upper
effective anchorages may be fitted if one of the following conditions
is met:
4.3.7.1. the additional anchorages meet the requirements of 4.3.1 to 4.3.6;4.3.7.2. the upper anchorages may be used without the aid of tools, meet the
requirements of 4.3.5 and 4.3.6 and lie within one of the specified
areas by moving the area bounded in figure 1 in Annex II by 80 mm
upwards or downwards in a vertical direction;
4.3.7.3. the anchorage(s) is (are) intended for a harness-type belt and meet(s)
the requirements set out in 4.3.6 if they lie behind the transverse
plane passing through the reference line and is (are):
4.3.7.3.1. where there is a single anchorage, located within the area common to
two dihedrals bounded by vertical lines passing through the points J
1and J2defined in 4.3.1, the horizontal sections of which are defined
by figure 2 in Annex II;1997L0024 — EN — 10.09.2003 — 002.001 — 460
▼B
4.3.7.3.2. if there are two anchorages, located within whichever of the two
above dihedrals is suitable, provided that no anchorage is more than
50 mm from the symmetrical seat located opposite the other ancho-
rage, about plane P (defined in 1.24) of the seat under consideration.
5. STRENGTH OF ANCHORAGES
5.1. Each anchorage must be able to withstand the tests provided for in 6.3
and 6.4. Permanent deformation, including partial rupture of an
anchorage or the surrounding area does not constitute failure if the
required force is sustained for the specified time. During the test the
minimum distances for the lower effective anchorages required in
4.2.3 and the requirements set out in 4.3.6 and 4.3.7 for upper effec-
tive anchorages must be maintained.
5.2. In the vehicles in which these devices are used the movement and
locking systems enabling the occupants of all the seats to exit from
the vehicle must still be capable of being manually activated after
the tractive force has ceased to be applied;
5.3.Dimensionsofthreadedholesforanchorages
The threaded holes for the anchorages must be of the 7/16-20 UNF
2 B type in accordance withISO Standard TR 1417.
5.4. If the manufacturer has fitted the vehicle with safety-belts that have
been attached at all of the anchorages required for a particular seat,
it is not necessary that those anchorages meet the requirements of
5.3 provided that they meet the other requirements of this Chapter.
Moreover, the requirement set out in 5.3 does not apply to additional
anchorages meeting the requirement set out in 4.3.7.3.
5.5. It must be possible to remove the safety-belt from the anchorage
without damage to the anchorage.
6. TESTS
6.1.General
6.1.1. Subject to the implementation of the provisions set out in 6.2 and in
line withth e manufacturer's request,
6.1.1.1. the tests may concern either a vehicle structure or a fully finished
vehicle;
6.1.1.2. the windows and doors may be installed or not and closed or not;6.1.1.3. any normally intended component which is likely to contribute to
structural rigidity may be installed.
6.1.2. The seats must be installed and adjusted to their driving position or
position of use selected by the testing body responsible for the
component type-approval tests as being the least favourable from a
system-strengthpoint of view.
The position of the seats must be stated in the report. If its angle is
adjustable the backrest must be locked in position in accordance
with the manufacturer's instructions or, in their absence, in a position
corresponding to an effective seat angle as close as possible to 15º
and in the case of a quadricycle to 25º.
6.2.Vehiclerestraint
6.2.1. The method used to restrain the vehicle during the test must not cause
the anchorage or anchorage areas to be reinforced or reduce the
normal deformation of the structure.
6.2.2. A restraint device is considered satisfactory if it has no effect on an
area extending throughout the width of the structure and if the vehicle
or structure is locked or attached at the front at a distance of at least
500 mm from the anchorage to be tested and held or attached at the
rear at least 300 mm from said anchorage.
6.2.3. It is recommended that the structure be made to rest on supports
directly below the wheel axes or if that is not possible directly below
the suspension points.1997L0024 — EN — 10.09.2003 — 002.001 — 461
▼B
6.3.Generaltestrequirements
6.3.1. All the anchorages within the same group of seats must be tested
simultaneously.
6.3.2. The tractive force must be applied forwards at an angle of 10º ± 5º
above the horizontal in a plane parallel to the median longitudinal
plane of the vehicle.
6.3.3. The loading must begin as quickly as possible. The anchorages must
withstand the specified load for at least 0,2 s.
6.3.4. The traction devices to be used for the tests described in 6.4 are
shown in Annex IV.
6.3.5. The anchorages for seats fitted with upper anchorages must be tested
under the following conditions:
6.3.5.1. Outboard front seats:
The anchorages are subjected to the test required in 6.4.1 in which the
forces are applied to them by means of a device reproducing the
geometry of a three-point belt incorporating an inertia reel and a
reverser back up to the upper anchorage.
Moreover, when there are more anchorages than the number required
by section 3, those anchorages must be subjected to the test required
in 6.4.5, during which the forces are applied to them by means of a
device reproducing the geometry of the type of safety-belt intended to
be attached to those anchorages.
6.3.5.1.1. When the inertia reel is not attached to the lower side anchorage
which must be provided for, or where the inertia reel is attached tothe upper anchorage, the lower anchorages must also be subjected to
the test required in 6.4.3.
6.3.5.1.2. In the above instance the tests required in 6.4.1 and 6.4.3 may be
carried out on two different structures at the request of the manufac-
turer.
6.3.5.2. Rear outboard seats and/or central seats:
The anchorages must be subjected to the test required in 6.4.2 in
which the forces are transferred to them by means of a device repro-
ducing the geometry of a three-point non-inertia reel belt, and the test
required in 6.4.3 in which the forces are transferred to the lower
anchorages by means of a device representing a lap belt. The two
tests may be carried out on two different structures at the request of
the manufacturer.
6.3.5.3. By way of derogation from the requirements of 6.3.5.1 and 6.3.5.2,
where a manufacturer delivers his vehicle fitted with belts including
inertia reels the corresponding anchorages must be subjected to the
test in which the forces are transferred to them by means of a device
reproducing the geometry of the belt(s) for which the anchorages
must be component type-approved.
6.3.6. Where there are no upper anchorages for the outboard side seats and
central seats, the lower anchorages must be subjected to the test
required in 6.4.3 in which the forces are transferred to them by means
of a device reproducing the geometry of a lap belt.
6.3.7. If the vehicle is designed to receive other devices which do not enable
the straps to be attached directly to the anchorages without the use of
intermediate rollers, etc. or which require anchorages additional to
those referred to in section 3, the belt or assembly of cables, rollers,
etc. representing the belt equipment must be attached by means of
such a device to the anchorages on the vehicle and those anchorages
subjected to the test required in 6.4 as appropriate.
6.3.8. A test method other than those required in 6.3 may be used but its
equivalence must be demonstrated.
6.4. Specific requirements for the tests to be carried out on vehicles
having an unladen mass of not more than 400 kg(
1) (or 550 kg if
the vehicles are to be used for the transport of goods)1997L0024 — EN — 10.09.2003 — 002.001 — 462
(1) The mass of the traction batteries for electric vehicles is not included in the unladen
mass.
▼B
6.4.1. Test in three-point belt configuration incorporating an inertia reel
with reverser attached to the upper anchorage.
6.4.1.1. A special reverser for the cable or strap having the characteristics
needed in order to transfer the forces from the traction device, or the
reverser supplied by the manufacturer, is attached to the upper
anchorages.
6.4.1.2. A test loading of 675 daN ± 20 daN is applied to a traction device
(see Annex IV, figure 2) attached to the belt anchorages by means
of a device reproducing the geometry of the upper diagonal strap of
that belt.
6.4.1.3. At the same time a tractive force of 675 daN ± 20 daN is applied to a
traction device (see Annex IV, figure 1) attached to the two lower
anchorages.
6.4.2. Test in three-belt configuration without inertia reel or with inertia
reel on the upper anchorage.
6.4.2.1. A test loading of 675 daN ± 20 daN is applied to a traction device
(see Annex IV, figure 2) attached to the upper anchorage and the
opposite lower anchorage for the same belt, by using a retractor
attached to the upper anchorage if such a device is supplied by the
manufacturer.
6.4.2.2. At the same time a traction force of 675 daN ± 20 daN is applied to a
traction device (see Annex IV, figure 1) attached to the lower
anchorages.
6.4.3. Test in lap-belt configuration
6.4.3.1. A test loading of 1 110 daN ± 20 daN is applied to a traction device
(see Annex IV, figure 1) attached to the two lower anchorages.
6.4.4. Anchorage test, with the anchorages either all attached to the seat
structure or distributed among the vehicle structure and the seat
structure.
6.4.4.1. Depending on the case the tests specified in 6.4.1, 6.4.2 and 6.4.3
must be carried out by adding, for eachseat and eachgroup of seats,
the additional force stated below.
6.4.4.2. In addition to the force referred to in 6.4.1, 6.4.2 and 6.4.3, a long-
itudinal and horizontal force equal to ten times the weight of the
complete seat is applied to the centre of gravity of the seat.
6.4.5. Test in special-type belt configuration.
6.4.5.1. A test loading of 675 daN ± 20 daN is applied to a traction device
(see Annex IV, figure 2) attached to the anchorages for a safety-belt
of this type by means of a device reproducing the geometry of the
upper diagonal strap or straps.
6.4.5.2. At the same time a tractive force of 675 daN ± 20 daN is applied to
the traction device (see Annex IV, figure 3) attached to the lower
anchorages.
6.5. Specific requirements for the tests to be carried out on vehicles
having an unladen mass of more than 400 kg (or 550 kg if the vehi-
cles are assigned to the transport of goods)
The requirements set out in Annex I to Directive 76/115/EEC (1)
concerning the specific test methods on safety-belt anchorages for
motor vehicles of catergory M1apply.
7. CHECKING AFTER THE TESTS
Any deterioration in the anchorages and load supporting structures
during the tests must be recorded after the tests.1997L0024 — EN — 10.09.2003 — 002.001 — 463
(1) OJ No L 24, 30. 1. 1976, p. 6.
▼B
ANNEX II
Figure 1
Effective anchorageattachmentareas
1997L0024 — EN — 10.09.2003 — 002.001 — 464
▼B
Figure 2
Effective upperanchoragesinaccordancewithsection4.3.7.3ofAnnexI
1997L0024 — EN — 10.09.2003 — 002.001 — 465
▼B
ANNEX III
PROCEDURE TO BE FOLLOWED IN ORDER TO DETERMINE THE
POSITION OF THE H POINT AND THE TRUE BACKREST RAKE
ANGLE AND TO CHECK THEIRR ELATIONSHIP WITH THE POSI-
TION OF THE R POINT AND THE INTENDED BACKREST RAKE
ANGLE
1. DEFINITIONS
1.1. The H point which characterizes the position within the passenger
compartment of a seated occupant is the trace, in a vertical longitudinal
plane, of the theoretical axis of rotation between the legs and trunk of a
human body, as represented by the dummy described in section 3 below.
1.2. The R point or the ‘seated position reference point’ is the reference point
stated by the manufacturer which:
1.2.1. has coordinates determined in relation to the structure of the vehicle;1.2.2. corresponds to the theoretical position of the trunk/leg rotation point (H
point) for the lowest and most rearward normal driving position or posi-
tion of use given by the vehicle manufacturer for each seating position
specified by him.
1.3. ‘Backrest rake angle’ is the inclination of the seat back in relation to the
vertical.
1.4. The ‘true backrest rake angle’ is the angle formed by the vertical line
passing through the H point and the reference line for the trunk of the
human body represented by the dummy described in section 3 below.
1.5. The ‘intended backrest rake angle’ is the angle specified by the manufac-
turer which:
1.5.1. determines the backrest rake angle for the lowest and most rearward
normal driving position or position of use given by the vehicle manufac-
turer for eachseating position specified by h im;
1.5.2. is formed at the point R by the vertical line and the trunk reference line;1.5.3. corresponds theoretically to the true rake angle.
2. DETERMINATION OF THE H POINTS AND TRUE BACKREST
RAKE ANGLES
2.1. A H point and a true backrest rake angle must be determined for each
seat provided by the manufacturer. Where the seats in the same row can
be regarded as similar (benchseat, identical seats, etc.), only one H point
and one true backrest rake angle is determined for eachrow of seats, th e
dummy described in section 3 below being seated in a place regarded as
representative for the row. This place is:
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 outboard seat.2.2. When a H point and a true backrest rake angle is being determined, the
seat in question is placed in the rearmost normal position provided by the
manufacturer for driving or travelling, the back, if adjustable, being
locked in a position specified by the manufacturer or, in the absence of
any specification, in a manner such that the real rake angle is between
25º and 15º.
3. DUMMY CHARACTERISTICS
3.1. A three-dimensional dummy is used, with a mass and contour of an
average-size adult. Figures 1 and 2 in the Appendix to this Annex show
a diagram of this dummy.
3.2. The dummy comprises:3.2.1. two parts, one simulating the back and the other the pelvis of the body,
jointed along an axis representing the axis of rotation between the thorax
and thighs. The trace of that axis on the flank of the dummy is the H
point of that dummy;
3.2.2. two components simulating the legs and jointed in relation to the part
simulating the pelvis;1997L0024 — EN — 10.09.2003 — 002.001 — 466
▼B
3.2.3. two components simulating the feet, linked to the legs by joints simu-
lating the ankles;
3.2.4. moreover, the component simulating the pelvis is equipped with a level
gauge enabling its transverse lean to be checked;
3.3. Ballast representing the weight of each body component is located at the
appropriate points constituting the corresponding centres of gravity in
order to obtain a total dummy mass of approximately 75,6 kg. The details
of the different ballast weights are given in Figure 2 in the Appendix.
3.4. The reference line for the trunk of the dummy is taken into account via a
straight line passing through the joint between the leg and the pelvis and
the theoretical joint between the neck and thorax (see Figure 1 in the
Appendix).
4. PLACING IN POSITION OF DUMMY
The three-dimensional dummy is placed in position as follows:
4.1. The vehicle is placed on a horizontal plane and the seats adjusted as
described in 2.2;
4.2. the seat to be tested is covered with a piece of cloth intended to ease the
correct placing in position of the dummy;
4.3. the dummy is sat in the position under examination, its swivel axis being
at right angles to the median longitudinal plane of symmetry of the
vehicle;
4.4. the feet of the dummy are located as follows:4.4.1. when the dummy is placed on the front seats, it must be positioned such
that the level guage enabling the transverse lean of the seat to be checked
is brought into the horizontal;
4.4.2. when the dummy is on the rear seats, its feet must be arranged in such a
way that, as far as possible, they are in contact with the front seats. If the
feet then rest upon parts of the floor that are at different levels the foot
that is the first to come into contact with the front seat serves as a refer-
ence and the other foot is arranged in such a way that the level gauge
enabling the transverse lean of the seat to be checked is brought into the
horizontal;
4.4.3. if the H-point is determined at a central seat the feet are placed either
side of the tunnel;
4.5. the ballast masses are placed on the thighs, the level gauge for the trans-
verse lean of the seat brought into the horizontal and the ballast masses
placed on the component representing the seat of the dummy;
4.6. the dummy must be moved away form the seat backrest using the knee
pivot rod and its back pivoted forwards. The dummy is repositioned on
the seat by sliding its seating support backwards until resistance is met,
then pivoting its back rearwards until it is supported by the seat backrest;
4.7. a horizontal force of approximately 10 ± 1 daN is then applied twice to
the dummy. The direction and point of application of the force are repre-
sented by a black arrow in Figure 2 of the Appendix;
4.8. the ballast masses are then placed on the right and left flanks, followed
by the bust masses. The transverse level of the dummy must be kept hori-
zontal;
4.9. while the transverse level gauge of the dummy is maintained in a hori-
zontal position the back is brought forwards until the bust masses are
above the H point in such a way as to cancel out any rubbing against
the seat backrest;
4.10. the back must then be carefully moved rearwards in such a way as to
complete the placing in position. The transverse level gauge for the
dummy must be horizontal otherwise the above procedure must be
followed again.
5. RESULTS
5.1. Once the dummy has been placed in position in accordance with section
4, the H point and the true backrest rake angle under consideration are
determined by the H point and the rake angle of the reference line of
the trunk of the dummy.1997L0024 — EN — 10.09.2003 — 002.001 — 467
▼B
5.2. The coordinates of the H point in relation to three planes that are at right
angles respectively to the true backrest rake angle must be measured for
comparison with the data provided by the manufacturer of the vehicle.
6. CHECKING OF THE POSITION RELATIVE TO THE R AND H
POINTS AND OF THE RELATIONSHIP BETWEEN THE INTENDEDANGLE AND THE TRUE BACKREST RAKE ANGLE
6.1. The results of the measurements carried out in accordance with 5.2 in
respect of the H point and the true backrest rake angle are compared
with the coordinates for the R point and with the intended backrest rake
angle stated by the manufacturer of the vehicle.
6.2. The check on the relative position of the R and H points and on the rela-
tionship between the intended angle and true backrest rake angle is
considered satisfactory for the seating position under consideration if the
H point as defined by its coordinates is located within a 50 mm square
having a centre R and if the true backrest rake angle does not diverge
by more than 5º from the intended rake angle.
6.2.1. If these conditions are met the R point and the intended rake angle are
used for the test and, if necessary, the dummy is adjusted so that the H
point coincides with the R point and the true backrest rake angle coin-
cides withth e intended angle.
6.3. If the H point or the true rake angle do not meet the requirements set out
in 6.2 the H point or the true rake angle are determined twice more (three
times altogether). If the results obtained during two of these three opera-
tions meet the requirements the result of the test is considered
satisfactory.
6.4. If the results of at least two of the three operations do not meet the
requirements set out in 6.2 the result of the test is considered unsatisfac-
tory.
6.5. If the situation described in 6.4 arises or if the check cannot be carried
out because the manufaturer has not provided information on the position
of the R point or the intended backrest rake angle the average of the
results of the three determinations may be used and be considered as
applying in all cases where the R point or intended backrest rake angle
is referred to in this Chapter.1997L0024 — EN — 10.09.2003 — 002.001 — 468
▼B
Appendix
Figure 1
ComponentsoftheThree-DimensionalDummy
1997L0024 — EN — 10.09.2003 — 002.001 — 469
▼B
Figure 2
DimensionsandmassofDummy
1997L0024 — EN — 10.09.2003 — 002.001 — 470
▼B
ANNEX IV
TRACTIONDEVICE
(dimensions in mm)
Figure 1
Figure 2
1997L0024 — EN — 10.09.2003 — 002.001 — 471
▼B
Figure 3
1997L0024 — EN — 10.09.2003 — 002.001 — 472
▼B
ANNEX V
Appendix 1
1997L0024 — EN — 10.09.2003 — 002.001 — 473
▼B
Appendix 2
1997L0024 — EN — 10.09.2003 — 002.001 — 474
▼B
ANNEX VI
REQUIREMENTSFORSAFETY-BELTS
1. The requirements for vehicles of category M1set out in the Annexes to
Directive 77/541/EEC (1) apply.
2. However, by way of derogation from the fitting requirements set out in
section 3 of Annex I to that Directive, vehicles having an unladen mass
not exceeding 400 kg (or 500 kg if the vehicles are to be used for trans-
port of goods) may be fitted withbelts or restraint systems
incorporating belts that have the following configurations:
2.1. for the outboard seats, lap- and -diagonal belts whether or not equipped
withinertia reels;
2.2. for the central seats, lap belts or lap-and-diagonal belts whether or not
fitted withinertia reels.1997L0024 — EN — 10.09.2003 — 002.001 — 475
(1) OJ No L 220, 29. 8. 1977, p. 95.
▼B
Appendix 1
1997L0024 — EN — 10.09.2003 — 002.001 — 476
▼B
Appendix 2
1997L0024 — EN — 10.09.2003 — 002.001 — 477
▼B
Appendix 3
1997L0024 — EN — 10.09.2003 — 002.001 — 478
▼B
Appendix 4
1997L0024 — EN — 10.09.2003 — 002.001 — 479
▼B
CHAPTER 12
GLAZING, WINDSCREEN WIPERS, WASHERS, DE-ICERS AND DE-MISTERS OF
BODIEDTHREE-WHEELMOPEDS,TRICYCLESANDQUADRICYCLES
LISTOFANNEXES
ANNEX I Glazing …
Appendix 1 Information document in respect of a type of glazing intended for bodied
three-wheel mopeds, tricycles or quadricycles …
Appendix 2 Component type-approval certificate in respect of a type of glazing
intended for bodied three-wheel mopeds, tricycles or quadricycles …
Appendix 3 Information document in respect of the fitting of glazing to a type of
bodied three-wheel moped, tricycle or quadricycle …
Appendix 4 Component type-approval certificate in respect of the fitting of glazing to a
type of bodied three-wheel moped, tricycle or quadricycle …
ANNEX II Windscreen wipers, washers and de-icers and de-misters of bodied three-
wheel mopeds, tricycles or quadricycles …
Appendix 1 Procedure to be followed in order to determine the fields of vision on the
windscreens of bodied three-wheel mopeds, tricycles or quadricycles in
relation to the V points …
Appendix 2 Mixture for testing windscreen wipers and washers …Appendix 3 Information document in respect of the windscreen wiper for a type of
bodied three-wheel moped, tricycle or quadricycle …
Appendix 4 Component type-approval certificate in respect of the windscreen wiper for
a type of bodied three-wheel moped, tricycle or quadricycle …
Appendix 5 Information document in respect of the windscreen washer for a type of
bodied three-wheel moped, tricycle or quadricycle …
Appendix 6 Component type-approval certificate in respect of the windscreen washer
for a type of bodied three-wheel moped, tricycle or quadricycle …
Appendix 7 Information document in respect of the de-icing and de-misting device for
a type of bodied three-wheel moped, tricycle or quadricycle …
Appendix 8 Component type-approval certificate in respect of the de-icing and de-
misting device for a type of bodied three-wheel moped, tricycle or quadri-
cycle …1997L0024 — EN — 10.09.2003 — 002.001 — 480
▼B
ANNEX I
GLAZING
1. DESIGN REQUIREMENTS
1.1. The vehicles covered by this Chapter and having a maximum design
speed of more than 45 km/h are subject to the design and installation
requirements set out in Directive 92/22/EEC (1) on safety glazing and
glazing materials on motor vehicles and their trailers.
1.2. The vehicles covered by this chapter and having a maximum design
speed of not more than 45 km/h are subject to the requirements set outin Directive 92/22/EEC or in Annex III to Directive 89/173/EEC (
2)
relating to certain components and characteristics of wheeled agricultural
or forestry tractors. However,
1.2.1. the wording of section 10 of Annex III-A to Directive 89/173/EEC is
replaced by the following: ‘Two inspections per year are authorized’.
1.2.2. Annexes III-B and III-P to Directive 89/173/EEC are replaced by Appen-
dices 1 to 4.
2. REQUIREMENTS CONCERNING THE FITTING OF WINDSCREENS
AND OTHER GLAZING TO THE VEHICLES REFERRED TO IN 1.2
2.1. At the discretion of the manufacturer bodied vehicles may be fitted with:2.1.1. ‘windscreens’ and ‘glazing other than windscreens’ meeting the require-
ments of Annex III-A to Directive 89/173/EEC;
2.1.2. or windscreens meeting the requirements applying to ‘glazing other than
windscreens’ set out in Annex III-A to Directive 89/173/EEC but
excluding those covered by section 9.1.4.2 of Annex III-C to that Direc-
tive (glazing the regular light-transmission coefficient of which may be
less than 70 %).1997L0024 — EN — 10.09.2003 — 002.001 — 481
(1) OJ No L 129, 14. 5. 1992, p. 11.
(2) OJ No L 67, 10. 3. 1989, p. 1.
▼B
Appendix 1
1997L0024 — EN — 10.09.2003 — 002.001 — 482
▼B
Appendix 2
1997L0024 — EN — 10.09.2003 — 002.001 — 483
▼B
Appendix 3
1997L0024 — EN — 10.09.2003 — 002.001 — 484
▼B
Appendix 4
1997L0024 — EN — 10.09.2003 — 002.001 — 485
▼B
ANNEX II
WINDSCREEN WIPERS, WASHERS AND DE-ICERS AND DE-
MISTERS OF BODIED THREE-WHEEL MOPEDS, TRICYCLES OR
QUADRICYCLES
1. DEFINITIONS
For the purposes of this Directive:
1.1. ‘Type of vehicle in respect of windscreen wipers, washers, de-icers and
de-misters’ means: vehicles which do not differ among themselves in
suchessential respects as th e following:
1.1.1. The outer and inner shapes and fittings which, within the area defined
in Appendix 1, section 1, may affect visibility;
1.1.2. The shape, dimensions and characteristics of the windscreen and its
attachment;
1.1.3. The characteristics of the windscreen wipers, washers and the cab
heating system.
1.2. ‘V points’ means the points the position of which within the cab is
determined by vertical longitudinal planes passing through the centres
of the outermost seating positions provided on the front seat and which
in relation to the R point and the intended rake of the backrest are used
to check compliance with the requirements concerning fields of vision
(see Appendix 1).
1.3. R point or seating-position reference point and H point: the definitions
set out in Chapter XI relating to safety-belt anchorages and safety belts
apply.
1.4. ‘Windscreen reference points’ means the points on the intersection with
windscreens of lines radiating forward from the V points up to the outer
surface of the windscreen.
1.5. ‘Transparent area of a windscreen’ means the part of the surface the
light transmission factor of which, measured at right angles to the
surface, is at least 70 %.
1.6. ‘Windscreen wiper’ means the assembly consisting of a device which
wipes the outer surface of the windscreen and the accessories and
controls needed to start and stop the said device.
1.7. ‘Windscreen wiper field’ means the area on the outer surface of a wet
windscreen that is swept by the windscreen wiper.
1.8. ‘Windscreen washer’ means a device for storing and applying a liquid
to the outer surface of a windscreen, together with the necessary
controls for starting and stopping the device.
1.9. ‘Windscreen washer control’ means a unit or accessory for starting and
stopping the windscreen washer device. Starting and stopping may be
coordinated with the operation of the windscreen wiper or be totally
independent of this.
1.10. ‘Windscreen washer pump’ means a device intended to convey the
windscreen washer liquid from its bottle to the surface of the wind-screen.
1.11. ‘Jet’ means a device which can be directionally adjusted and which
directs the screen washer liquid on to the windscreen.
1.12. ‘Operation of the windscreen washer’ means the ability of a windscreen
washer device to direct the liquid on to the target area of the wind-
screen without producing a leak or the detachment of a windscreen
washer tube when the device is used normally.
1.13. ‘De-icing device’ means a device intended to melt frost or ice from the
surfaces of the windscreen and thus to restore vision.
1.14. ‘De-icing’ means the removal of the coating of frost or ice covering the
glazed surfaces using the de-icing and windscreen wiping devices.
1.15. ‘De-iced area’ means the area on the glazed surfaces of which is dry or
covered withmelted or partly melted (damp) frost wh ichcan be
removed from the outside by the windscreen wiper, but excluding the
area of the windscreen that is covered with dry frost.1997L0024 — EN — 10.09.2003 — 002.001 — 486
▼B
1.16. ‘De-misting device’ means a device intended to remove the coating of
mist from the inner surface of the windscreen and thus to restore vision.
1.17. ‘Mist’ means a coating of condensate on the inner face of the glazed
surfaces.
1.18. ‘De-misting’ means removal of the mist covering the glazed surfaces
using the de-misting device.
2. REQUIREMENTS
2.1.Windscreenwiper
2.1.1. All vehicles must be equipped with at least one automatic windscreen
wiper i.e. which is able to operate when the engine of the vehicle is
running without any intervention by the driver other than that necessary
in order to start and stop the windscreen wiper.
2.1.1.1. It must also cover at least 90 % of field of vision A as defined in
section 2.2 of Appendix 1.
2.1.2. The windscreen wiper must have a sweep frequency of at least 40
cycles per minute, a cycle being the forward and return movement of
the windscreen wiper.
2.1.3. The frequency (frequencies) referred to in 2.1.2 must be obtained as
stated in 3.1.1 to 3.1.8.
2.1.4. The wiper arm must be fitted in such a way as to be able to be folded
back from the windscreen in order to enable this to be cleaned manu-
ally.
2.1.5. The windscreen wiper must be able to operate for two minutes on a dry
windscreen as required in 3.1.9.
2.1.6. The system must be capable of withstanding stalling for a continuous
period of 15 seconds, withth e windscreen-wiper arms restrained in
their vertical position and the windscreen-wiper control set at the
maximum sweep frequency.
2.2.Windscreenwasher
2.2.1. All vehicles must be fitted with a windscreen washer able to withstand
the loadings resulting from blocked jets, when the system is activated
via the procedure described in 3.2.1.
2.2.2. Operation of the screen washers and wipers must not be impaired by
exposure to the temperature cycles required in 3.2.2 and 3.2.3.
2.2.3. The windscreen washer must be able to supply enough liquid to clear
60 % of the area defined in section 2.2 of Appendix 1 under the condi-
tions described in 3.2.4.
2.2.4. The capacity of the liquid bottle must be at least one litre.
2.3.De-icerandde-mister
2.3.1. All vehicles must be equipped with a windscreen de-icer and de-mister
enabling any ice or frost covering the windscreen and any mist covering
the inner surface of the windscreen to be removed.
However, this device is not required for bodied three-wheel mopeds
having an engine developing not more than 4 kW.
2.3.2. The conditions set out in 2.3.1 are considered to have been met if the
vehicle is fitted with a suitable passenger-compartment heating system
which must meet the conditions imposed by Directive 78/548/EEC (1)
relating to heating systems for the passenger compartment of motor
vehicles, with the following addendum to sections 2.4.1.1 and 2.4.1.2
of Annex I to the abovementioned Directive: ‘alternatively it must be
clearly demonstrated that no leaks may reach the passenger compart-
ment’.
2.3.3. By way of derogation from 2.3.2 the requirements of Directive 78/317/
EEC (2) relating to the defrosting and demisting systems of glazed
surfaces of motor vehicles apply to vehicles having a power of more
than 15 kW.1997L0024 — EN — 10.09.2003 — 002.001 — 487
(1) OJ No L 168, 26. 6. 1978, p. 40.
(2) OJ No L 81, 28. 3. 1978, p. 27.
▼B
3. TEST PROCEDURE
3.1.Windscreenwiper
3.1.1. Unless otherwise specified the tests described below must be carried out
under the following conditions:
3.1.2. The ambient temperature must not be less than 10 ºC nor more than
40 ºC;
3.1.3. The windscreen must be kept constantly wet;3.1.4. If the windscreen wiper is electrically operated the following additional
conditions must be met:
3.1.4.1. The battery must be fully charged;3.1.4.2. The engine must turn at a speed corresponding to 30 % ± 10 % of its
peakpower speed;
3.1.4.3. The dipped-beam headlamps must be lit;3.1.4.4. Where the heating and/or ventilation devices, if any, are electric they
must operate under maximum power consumption conditions:
3.1.4.5. Where the de-icing and de-misting devices, if any, are electric they
must operate under maximum power consumption conditions.
3.1.5. Compressed air or vacuum windscreen wipers must be able to operate
continuously at the required frequencies whatever the engine speed and
loading.
3.1.6. The sweep frequencies of the windscreen wiper must meet the condi-
tions set out in 2.1.2 following a preliminary operating period of 20
minutes on a wet surface.
3.1.7. The outer surface of the windscreen must be thoroughly degreased with
methylated spirits or an equivalent degreasing agent.
After drying at least 3 % and at the most 10 % ammonia solution must
be applied and allowed to dry and the surface of the windscreen then
wiped witha dry cotton rag.
3.1.8. A uniform coating of test mixture must then be applied to the outer
surface of the windscreen (see Appendix 2) and then allowed to dry.
3.1.9. The requirements of 2.1.5 must be met under the conditions specified in
3.1.4.
3.2.Windscreenwasher
Test conditions
3.2.1.Test No 1
3.2.1.1. The windscreen washer is filled with water and fully primed, then
exposed to an ambient temperature of 20 ± 5 ºC for a minimum of 4
hours. All of the jets are blocked and the control actuated six times
within one minute, each operating period being at least 3 seconds. If
the device is actuated by the muscular energy of the driver the required
force is stated as in the following table:
Type of pump Force required
manually operated 11 to 13,5 daN
foot operated 40 to 44,5 daN
3.2.1.2. The test voltage for electric pumps must not be less than the nominal
voltage without, however, exceeding this by more than 2 volts.
3.2.1.3. Once the test has been carried out the windscreen washer must operate
as required in section 1.12.
3.2.2.Test No 2 (test involving exposure to low temperatures)
3.2.2.1. The windscreen washer is filled with water, fully primed and then
exposed to an ambient temperature of − 18 ± 3 ºC for at least 4 hours,
ensuring that all the water contained in the device is frozen. The device
is then exposed to an ambient temperature of 20 ± 2 ºC until the ice has
completely melted. The operation of the device is then checked, and the
device then actuated as required in 3.2.1.1997L0024 — EN — 10.09.2003 — 002.001 — 488
▼B
3.2.3.Test No 3 (exposure to high temperatures)
3.2.3.1. Thewindscreenwasherisfilledwithwateratatemperature of60º±3ºC.
The operation of the device is then checked by being actuated as
required in 3.2.1.
3.2.4.Test No 4 (windscreen washer efficiency test provided for in 2.2.3)
3.2.4.1. The windscreen washer is filled with water and fully primed. With the
vehicle at a standstill and not exposed to any significant windforce the
windscreen-washer jet or jets must be adjusted to point towards the
target area on the outer surface of the windscreen. If the device is actu-
ated by the muscular energy of the driver the force to be used in order
to do so must not exceed that provided for in 3.2.1.1. If the device is
actuated by an electric pump, the requirements of 3.1.4 apply.
3.2.4.2. The outer surface of the windscreen is subjected to the treatment
described in 3.1.7 and 3.1.8.
3.2.4.3. The windscreen washer is then actuated as described by its manufac-
turer for ten automatic operating cycles of the windscreen wiper at its
highest frequency and the proportion of the field of vision found in
section 2.2 of Appendix 1 thus cleaned is determined.
3.3. All the tests on the windscreen washer described in 3.2.1 to 3.2.3 must
be carried out on the same device.1997L0024 — EN — 10.09.2003 — 002.001 — 489
▼B
Appendix 1
Procedure to be followed in order to determine the fields of vision on the
windscreens of bodied three-wheel mopeds, tricycles and quadricycles in
relation totheVpoints
1. POSITIONS OF THE V POINTS
1.1. Tables I and II give the positon of the V points in relation to the R point
as emerging from their X, Y and Z coordinates within the three-dimen-
sional reference system.
1.2. Table I indicates the base coordinates for a designated backrest rake
angle of 25º. The positive direction of the coordinates is shown in figure
1.
TABLE I
Point V X Y Z
V168 mm − 5 mm 665 mm
V268 mm − 5 mm 589 mm
1.3.Correction to be made to the intended backrest rake angles other
than25º.
1.3.1. Table II gives the additional corrections to be made to coordinates ∆X
for each V pont when the intended backrest rake angles differs from 25º.
The positive direction of the coordinates is given in Figure 1.
TABLE II
Backrest rake angle
(degrees)Horizontal coordinates
∆X
5 − 186 mm
6 − 177 mm
7 − 167 mm
8 − 157 mm
9 − 147 mm
10 − 137 mm11 − 128 mm
12 − 118 mm
13 − 109 mm
14 − 99 mm
15 − 90 mm
16 − 81 mm
17 − 72 mm
18 − 62 mm
19 − 53 mm
20 − 44 mm
21 − 35 mm
22 − 26 mm
23 − 18 mm
24 − 9 mm
25 0 mm
26 9 mm
27 17 mm
28 26 mm
29 34 mm1997L0024 — EN — 10.09.2003 — 002.001 — 490
▼B
Backrest rake angle
(degrees)Horizontal coordinates
∆X
30 43 mm
31 51 mm
32 59 mm
33 67 mm
34 76 mm35 84 mm
36 92 mm
37 100 mm
38 108 mm
39 115 mm
40 123 mm
2. FIELDS OF VISION
2.1. Two fields of vision are determined from the V points.
2.2. Field of vision A is the area on the outer protruding surface of the wind-
screen which is bounded by the four following planes emanating forwards
from the V points (see Figure 1):
— a vertical plane passing through V
1and V2and forming an angle of
18º to the left with the X axis;
— a plane parallel to the Y axis passing through V1and forming an
angle of 3º upwards withth e X axis;
— a plane parallel to the Y axis passing through V2and forming an
angle of 1º downwards withth e X axis;
— a vertical plane passing through V1and V2and forming an angle of
20º to the right with the X axis.1997L0024 — EN — 10.09.2003 — 002.001 — 491
▼B
Figure 1
Field of Vision A
1997L0024 — EN — 10.09.2003 — 002.001 — 492
▼B
Appendix 2
Mixturefortestingwindscreenwipersandwashers
The test mixture referred to in sections 3.1.8 and 3.2.4.2 comprises, by volume,
92.5 % of water (having a hardness of less than 205 g/1 000 kg following
evaporation), 5 % of saturated aqueous salt (sodium chloride) and 2.5 % by
mass of dust the composition of which is shown in Tables I and II.
TABLE I
Analysis of the test dust
Element Percentage by mass
SiO267 to 69
Fe2O33t o5
Al2O315 to 17
CaO 2 to 4
MgO 0,5 to 1,5
Alkalis 3 to 5
Ignition losses 2 to 3
TABLE II
Distribution of the coarse dust in accordance with the dimension of the particles
Particle dimension
(in µm)Distribution according to dimension
(in %)
0t o5 1 2±2
5t o1 0 1 2±3
10 to 20 14 ± 3
20 to 40 23 ± 3
40 to 80 30 ± 3
80 to 200 9 ± 31997L0024 — EN — 10.09.2003 — 002.001 — 493
▼B
Appendix 3
1997L0024 — EN — 10.09.2003 — 002.001 — 494
▼B
Appendix 4
1997L0024 — EN — 10.09.2003 — 002.001 — 495
▼B
Appendix 5
1997L0024 — EN — 10.09.2003 — 002.001 — 496
▼B
Appendix 6
1997L0024 — EN — 10.09.2003 — 002.001 — 497
▼B
Appendix 7
1997L0024 — EN — 10.09.2003 — 002.001 — 498
▼B
Appendix 8
1997L0024 — EN — 10.09.2003 — 002.001 — 499