This document is meant purely as documentation tool and the institutions do not assume any liability for its contents
"B DIRECTIVE 96/79/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
of 16 December 1996
on the protection of occupants of motor vehicles in the event of a frontal impact and amending Directive
70/156/EEC
(OJ L 18, 21.1.1997, p. 7)
Corrected by:
"C1 Corrigendum, OJ L 83, 25.3.1997, p. 23 (96/79)1996L0079 — EN — 10.02.1997 — 000.001 — 1
DIRECTIVE 96/79/EC OF THE EUROPEAN PARLIAMENT AND OF
THE COUNCIL
of 16 December 1996
on the protection of occupants of motor vehicles in the event of a frontal
impact and amending Directive 70/156/EEC
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 Council Directive 70/156/EEC of 6 February 1970 on the
approximation of the laws of the Member States relating to the type-approval
of motor vehicles and their trailers (1), and in particular Article 13 (4) thereof,
Having regard to the proposal from the Commission (2),
Having regard to the opinion of the Economic and Social Committee (3),
Acting in accordance with the procedure laid down in Article 189b of the
Treaty (4),
Whereas the total harmonization of technical requirements for motor vehicles
is necessary in order fully to achieve the internal market;
Whereas, in order to reduce the number of road accident casualties in Europe,
it is necessary to introduce legislative measures for improving the protectionof occupants of motor vehicles in the event of a frontal impact as much as
possible; whereas this Directive introduces frontal impact test requirements,
including biomechanical criteria, to ensure that a high level of protection inthe event of a frontal impact is provided;
Whereas the aim of this Directive is to introduce requirements based on the
results of research conducted by the European Experimental Vehicles
Committee allowing the establishment of test criteria which are more
representative of actual road accidents;
Whereas lead times are required by vehicle manufacturers for the
implementation of acceptable test criteria;
Whereas, to avoid duplication of standards, it is necessary to exempt vehicles
which comply with the requirements of this Directive from the need to
comply with now superseded requirements in another Directive in respect ofthe behaviour of the steering wheel and column in an impact;
Whereas this Directive will be one of the separate directives which must be
complied with in order to ensure the conformity of vehicles with the
requirements of the EC type-approval procedure established by Directive
70/156/EEC; whereas, therefore, the provisions of Directive 70/156/EECrelating to vehicle systems, components and separate technical units apply to
this Directive;
Whereas the procedure for determining the seating reference point in motor
vehicles is given in Annex III to Council Directive 77/649/EEC of 27September 1977 on the approximation of the laws of the Member Statesrelating to the field of vision of motor vehicle drivers (
5); whereas it is
therefore unnecessary to repeat it in this Directive; whereas reference should
be made in this Directive to Council Directive 74/297/EEC of 4 June 1974 onthe approximation of the laws of the Member States relating to the interior!B
(1) OJ No L 42, 23. 2. 1970, p. 1. Directive as last amended by Commission Directive
95/54/EC (OJ No L 266, 8. 11. 1995, p. 1).
(2) OJ No C 396, 31. 12. 1994, p. 34.
(3) OJ No C 256, 2. 10. 1995, p. 21.
(4) Opinion of the European Parliament of 12 July 1995 (OJ No C 249, 25. 9. 1995, p.
50), Council common position of 28 May 1996 (OJ No C 219, 27. 7. 1996, p. 22)
and Decision of the European Parliament of 19 September 1996 (OJ No C 320, 28.
10. 1996, p. 149). Council Decision of 25 October 1996.
(5) OJ No L 267, 19. 10. 1977, p. 1. Directive as last amended by Commission
Directive 90/630/EEC (OJ No L 341, 6. 12. 1990, p. 20).1996L0079 — EN — 10.02.1997 — 000.001 — 2
fittings of motor vehicles (the behaviour of the steering mechanism in the
event of an impact) (1); whereas reference is made to the United States of
America Code of Federal Regulations (2),
HA VE ADOPTED THIS DIRECTIVE:
Article 1
For the purposes of this Directive, ‘vehicle’ shall have the meaning given to it
in Article 2 of Directive 70/156/EEC.
Article 2
1. No Member State may, on grounds concerning the protection of
occupants of vehicles in the event of a frontal impact:
— refuse, in respect of a vehicle type, to grant EC type-approval or national
type-approval, or
— prohibit the registration, sale or entry into service of a vehicle,if it complies with the requirements of this Directive.2. With effect from 1 October 1998, Member States:— may no longer grant EC type-approval for a vehicle type in accordance
with Article 4 of Directive 70/156/EEC,
— may refuse national type-approval for a vehicle type,unless the vehicle satisfies the requirements of this Directive.3. Paragraph 2 shall not apply to vehicle types approved before 1 October
1998 pursuant to Directive 74/297/EEC, or to subsequent extensions to that
type-approval.
4. Vehicles type-approved in accordance with this Directive shall be
regarded as satisfying the requirements of paragraph 5.1 of Annex I toDirective 74/297/EEC.
5. With effect from 1 October 2003, Member States:— shall consider certificates of conformity which accompany new vehicles
in accordance with Directive 70/156/EEC to be no longer valid for the
purposes of Article 7 (1) of that Directive, and
— may refuse the registration, sale or entry into service of new vehicles
which are not accompanied by a certificate of conformity in accordancewith Directive 70/156/EEC,
if the requirements of this Directive, including paragraphs 3.2.1.2 and 3.2.1.3
of Annex II, are not fulfilled.
Article 3
In Part I of Annex IV to Directive 70/156/EEC, the table shall be
supplemented as follows:
SubjectDirective
NoOJ refer-
enceApplicability
M1M2M3 N1 N2 N3 O1 O2 O3 O4
53 Frontal impact resistance 96/…/EC L … X!B
(1) OJ No L 165, 20. 6. 1974, p. 16. Directive as last amended by Commission
Directive 91/662/EEC (OJ No L 366, 31. 12. 1991, p. 1).
(2) United States of America Code of Federal Regulations, Title 49, Chapter V , Part
572.1996L0079 — EN — 10.02.1997 — 000.001 — 3
Article 4
In the framework of the adaptation of this Directive to technical progress, the
Commission shall:
(a) review the Directive, within two years from the date mentioned in Article
5 (1), with a view to increasing the test speed and including vehicles of
category N 1. The review will cover inter alia accident research data,
full-scale car-to-car test results, cost-benefit considerations and, inparticular, the existing performance requirements (both biomechanicaland geometric) and the addition of new requirements relating to footwell
intrusion. The review will examine the potential gains in occupant
protection and the industrial feasibility of increasing the test speed andextending the scope of the Directive to include vehicles of category N
1.
The results of this review will be submitted to the European Parliament
and the Council in a report drawn up by the Commission;
(b) before the end of 1996 review, and, if appropriate, amend Appendix 7 to
Annex II so as to take into account assessment tests on the Hybrid IIIdummy’ s ankle including vehicle tests;
(c) before the end of 1997, review and, if appropriate, amend the limit values
for neck injury (as specified in paragraphs 3.2.1.2 and 3.2.1.3 of AnnexII) on the basis of the values recorded during type-approval tests and on
accident study and biomechanical research data;
(d) also make, before the end of 1997, the necessary amendments to the
separate Directives so as to ensure the compatibility of the type-approval
and extension procedures provided by the directives with those in thisDirective.
Article 5
1. Member States shall bring into force the laws, regulations and
administrative provisions necessary to comply with this Directive no later
than
"C11 April 1997. They 3shall forthwith inform the Commission
thereof.
When Member States adopt these provisions, they shall contain a reference to
this Directive or shall be accompanied by such reference on the occasion oftheir official publication. The methods of making such reference shall be laiddown by Member States.
2. Member States shall communicate to the Commission the texts of the
main provisions of national law which they adopt in the field covered by this
Directive.
3. Member States shall take the measures necessary to ensure that the
results of the type-approval tests carried out by their approval authorities aremade available to the public.
Article 6
This Directive shall enter into force on the twentieth day following that of its
publication in the Official Journal of the European Communities .
Article 7
This Directive is addressed to the Member States.!B1996L0079 — EN — 10.02.1997 — 000.001 — 4
LIST OF ANNEXES
Annex I Administrative provisions for the type-approval of a vehicle type
1. Application for EC type-approval
2. EC type-approval3. Modifications of the type and amendments to type-approvals
4. Conformity of production
Appendix 1: Information documentAppendix 2: EC type-approval certificate
Annex II Technical requirements
1. Scope
2. Definitions3. Requirements
Appendix 1: Test procedure
Appendix 2: Determination of performance criteriaAppendix 3: Arrangement and installation of dummies and adjustment
of restraint systems
Appendix 4: Test procedure with trolley
Appendix 5: Technique of measurement in measurement tests:
instrumentation
Appendix 6: Definition of the deformable barrier
Appendix 7: Certification procedure for the dummy lower leg and foot!
B1996L0079 — EN — 10.02.1997 — 000.001 — 5
ANNEX I
ADMINISTRATIVE PROVISIONS FOR THE TYPE-APPROV AL OF A VEHI-
CLE TYPE
1. APPLICATION FOR EC TYPE-APPROV AL
1.1. Applications for EC type-approval pursuant to Article 3 (4) of Directive 70/
156/EEC of a vehicle type with regard to the protection of occupants ofmotor vehicles in the event of a frontal impact must be submitted by themanufacturer.
1.2. A model for the information document is given in Appendix 1.1.3. A vehicle representative of the vehicle type to be approved must be
submitted to the technical service responsible for conducting the type-approval tests.
1.4. The manufacturer is entitled to submit any data and test results which make
it possible to establish with a sufficient degree of confidence thatcompliance with the requirements can be achieved.
2. EC TYPE-APPROVAL
2.1. Where the vehicle type satisfies the relevant requirements, EC type-
approval pursuant to Article 4 (3) and, if applicable, Article 4 (4) of
Directive 70/156/EEC will be granted.
2.2. A model for the type-approval certificate is given in Appendix 2.
2.3. A type-approval number in accordance with Annex VII to Directive 70/156/
EEC is assigned to each vehicle type approved. The same Member Statemust not assign the same number to another type of vehicle.
2.4. In case of doubt, in order to verify that the vehicle conforms to the
requirements of this Directive, account must be taken of any data or testresults provided by the manufacturer which may be taken into considerationin establishing the validity of the type-approval test performed by the type-
approval authority.
3. MODIFICA TION OF THE TYPE AND AMENDMENTS TO TYPE-
APPROV ALS
3.1. In the case of modification of a vehicle type approved pursuant to this
Directive, the provisions of Article 5 of Directive 70/156/EEC are
applicable.
3.2. Any modification of the vehicle affecting the general form of the structure
of the vehicle and/or any increase in mass greater than 8 % which, in the
judgment of the technical service, would have a marked influence on the
results of the tests necessitates a repetition of the test as described inAppendix 1 to Annex II.
3.3. If the modifications concern only the interior fittings, if the mass does not
differ by more than 8 % and if the number of front seats initially provided inthe vehicle remains the same, the following will need to be carried out:
3.3.1. a simplified test as provided for in Appendix 4 to Annex II, and/or
3.3.2. a partial test as determined by the technical service in the light of the
modifications made.
4. CONFORMITY OF PRODUCTION
4.1. As a general rule, measures to ensure the conformity of production must be
taken in accordance with the provisions laid down in Article 10 of Directive70/156/EEC.!
B1996L0079 — EN — 10.02.1997 — 000.001 — 6
Appendix 1
Information document No …
pursuant to Annex I to Directive 70/156/EEC (1) relating to the EC type-approval
of a vehicle with regard to the protection of occupants of motor vehicles in the event
of a frontal impact
The following information, if applicable, must be supplied in triplicate and include a list
of contents. Any drawings must be supplied in appropriate scale and in sufficient detail
on size A4 or on a folder of A4 format. Photographs, if any, must show sufficient detail.
If the systems, components or separate technical units have electronic controls,
information concerning their performance must be supplied.
0. General
0.1. Make (trade name of manufacturer):
0.2. Type and general commercial description(s):0.3. Means of identification of type, if marked on the vehicle
(b):
0.3.1. Location of that marking:
0.4. Category of vehicle(c):
0.5. Name and address of manufacturer:
0.8. Address(es) of assembly plant(s):
1. General construction characteristics of the vehicle
1.1. Photographs and/or drawings of a representative vehicle:
1.6. Position and arrangement of the engine:
2. Masses and dimensions(e)(in kg and mm) (refer to drawing where
applicable)
2.4. Range of vehicle dimensions (overall):
2.4.2. Chassis with bodywork:2.4.2.1. Length
(j):
2.4.2.2. Width(k):
2.4.2.6. Ground clearance (as defined in paragraph 4.5.4 of Section A of Annex II to
Directive 70/156/EEC):
2.4.2.7. Distance between axles:
2.6. Mass of the vehicle with bodywork in running order, or mass of the chassis
with cab if the manufacturer does not fit the bodywork (including coolant,
oils, fuel, tools, spare wheel and driver)(o)(maximum and minimum for
each version):
2.6.1. Distribution of this mass among the axles and, in the case of a semi-trailer
or centre-axle trailer, load on the coupling point (maximum and minimum
for each version):
7. Steering
7.2. Mechanism and control:
7.2.6. Range and method of adjustment, if any, of the steering control:9. Bodywork
9.1. Type of bodywork:
9.2. Materials used and methods of construction:
9.10. Interior fittings:
9.10.3. Seats:
9.10.3.1. Number:
9.10.3.2. Position and arrangement:!
B
(1) The item numbers and footnotes used in this information document correspond to
those set out in Annex I to Directive 70/156/EEC. Items not relevant for the
purposes of this Directive are omitted.1996L0079 — EN — 10.02.1997 — 000.001 — 7
9.10.3.5. Coordinates or drawing of the ‘R’ point (*):
9.10.3.5.1. Driver’ s seat:
9.10.3.6. Design seat-back angle:9.10.3.6.1. Driver’ s seat:
9.10.3.6.2. All other seating positions (*):
9.10.3.7. Range of seat adjustment:
9.10.3.7.1. Driver’ s seat
horizontally vertically
9.10.3.7.2. All other seating positions (*)
horizontally vertically
9.12. Safety belts and/or other restraint systems9.12.1. Number and position of safety belts and restraint systems and seats on
which they can be used:
R/C/L Complete EC type-approval mark Variant, if applicable
First row of seats
Second row of seats, etc.Optional extras (e.g. for height-adjusting seats, pre-loading device,
etc.)
(R = right-hand seat, c = centre seat, L = left-hand seat)
9.12.2. Front seat airbags:
— driver’ s side yes/no/optional (1)
— passenger side yes/no/optional (1)
— centre yes/no/optional (1)
9.12.3. Number and position of safety-belt anchorages and proof of compliance
with Directive 76/115/EEC, as amended (i.e. type-approval number or testreport) (**):
Date, file
(*) Only the front passenger seat.
(**) Only the outboard front seats.(
1) Delete where not applicable.!B1996L0079 — EN — 10.02.1997 — 000.001 — 8
Appendix 2
MODEL
(maximum format: A4 (210 × 297 mm)
EC TYPE-APPROV AL CERTIFICATE
!B1996L0079 — EN — 10.02.1997 — 000.001 — 9
Addendum
to EC type-approval certificate No …
concerning the type-approval of a vehicle with regard to Directive …/…/EC
1. Additional information
1.1. Brief description of the vehicle type as regards its structure, dimensions,
lines and constituent materials:
1.2. Description of the protective system installed in the vehicle:
1.3. Description of the interior arrangements or fittings that might affect the
tests:
1.4. Location of engine: forward/rear/central (1)
1.5. Drive: front-wheel/rear-wheel (1)
1.6. Mass of vehicle submitted for testing
Front axle:
Rear axle:
Total:
5. Remarks: (e.g. valid for left-hand drive and right-hand drive vehicles)6. Front seat airbags:
— driver’ s side yes/no (
1)
— passenger side yes/no (1)
— centre yes/no (1)
(1) Delete where not applicable.!B
(1) Delete where not applicable.1996L0079 — EN — 10.02.1997 — 000.001 — 10
ANNEX II
TECHNICAL REQUIREMENTS
1. SCOPE
1.1. This Directive applies to power-driven vehicles of category M 1of a total
permissible mass not exceeding 2,5 tonnes, with the exception of multi-stage built vehicles produced in quantities not exceeding those fixed for asmall series; heavier vehicles and multi-stage built vehicles may beapproved at the request of the manufacturer.
2. DEFINITIONS
For the purposes of this Directive:
2.1. ‘protective system’ means interior fittings and devices intended to restrain
the occupants and contribute towards ensuring compliance with the
requirements set out in paragraph 3 below;
2.2. ‘type of protective system’ means a category of protective devices which do
not differ in such essential respects as:
— their technology,
— their geometry,
— their constituent materials;
2.3. ‘vehicle width’ means the distance between two planes parallel to the
longitudinal median plane and touching the vehicle on either side of the saidplane but excluding the rear-view mirrors, side marker lamps, tyre pressure
indicators, direction indicator lamps, position lamps, flexible mud-guards
and the deflected part of the tyre side-walls immediately above the point ofcontact with the ground;
2.4. ‘overlap’ means the percentage of the vehicle width directly in line with the
barrier face;
2.5. ‘deformable barrier face’ means a crushable section mounted on the front of
a rigid block;
2.6. ‘vehicle type’ means a category of power-driven vehicles which do not
differ in such essential respects as:
2.6.1. the length and width of the vehicle, insofar as they have a negative effect on
the results of the impact test prescribed in this Directive;
2.6.2. the structure, dimensions, lines and materials of the part of the vehicle
forward of the transverse plane through the ‘R’ point of the driver’ s seatinsofar as they have a negative effect on the results of the impact testprescribed in this Directive;
2.6.3. the lines and inside dimensions of the passenger compartment and the type
of protective system, insofar as they have a negative effect on the results ofthe impact test prescribed in this Directive;
2.6.4. the location (front, rear or centre) and the orientation (transversal or
longitudinal) of the engine;
2.6.5. the unladen mass, insofar as it has a negative effect on the results of the
impact test prescribed in this Directive;
2.6.6. the optional arrangements or fittings provided by the manufacturer, insofar
as they have a negative effect on the results of the impact test prescribed in
this Directive;
2.7. ‘passenger compartment’ means the space for occupant accommodation,
bounded by the roof, floor, side walls, doors, outside glazing and frontbulkhead and the plane of the rear compartment bulkhead or the plane ofthe rear-seat back support;
2.8. ‘R’ point means a reference point defined for each seat by the manufacturer
in relation to the vehicle’ s structure;
2.9. ‘H’ point means a reference point determined for each seat by the technical
service responsible for approval;
2.10. ‘unladen kerb mass’ means the mass of the vehicle in running order,
unoccupied and unladen but complete with fuel, coolant, lubricant, tools
and a spare wheel (if these are provided as standard equipment by thevehicle manufacturer);!
B1996L0079 — EN — 10.02.1997 — 000.001 — 11
2.11. ‘airbag’ means a device installed to supplement safety belts and restraint
systems in motor vehicles, i.e. systems which, in the event of a severeimpact affecting the vehicle, automatically deploy a flexible structureintended to limit, by compression of the gas contained within it, the gravityof the contacts of one or more parts of the body of an occupant of thevehicle with the interior of the passenger compartment.
3. REQUIREMENTS
3.1. General specification applicable to all tests
3.1.1. The ‘H’ point for each seat is determined in accordance with the procedure
described in Annex II to Directive 77/649/EEC.
3.2. Specifications
3.2.1. The performance criteria recorded, in accordance with Appendix 5, on the
dummies in the front outboard seats must meet the following conditions:
3.2.1.1. the head performance criterion (HPC) must not exceed 1 000 and the
resultant head acceleration shall not exceed 80 g for more than 3 ms. Thelatter must be calculated cumulatively, excluding rebound movement of thehead;
3.2.1.2. the neck injury criteria (NIC) must not exceed the values shown in Figures 1
and 2 (
1);
3.2.1.3. the neck bending moment about the y axis must not exceed 57 Nm in
extension (1);
3.2.1.4. the thorax compression criterion (ThCC) must not exceed 50 mm;
3.2.1.5. the viscous criterion (V*C) for the thorax must not exceed 1,0 m/s;3.2.1.6. the femur force criterion (FFC) must not exceed the force-time performance
criterion shown in Figure 3 of this Annex;
3.2.1.7. the tibia compression force criterion (TCFC) must not exceed 8 kN;
3.2.1.8. the tibia index (TI), measured at the top and bottom of each tibia, must not
exceed 1,3 at either location;
3.2.1.9. the movement of the sliding knee joints must not exceed 15 mm.3.2.2. Residual steering wheel displacement, measured at the centre of the steering
wheel hub, must not exceed 80 mm in the upwards vertical direction and100 mm in the rearward horizontal direction.
3.2.3. During the test no door may open.
3.2.4. During the test no locking of the locking systems of the front doors may
occur.
3.2.5. After the impact, it must be possible, without the use of tools, except for
those necessary to support the weight of the dummy:
3.2.5.1. to open at least one door, if there is one, per row of seats and, where there is
no such door, to move the seats or tilt their backrests as necessary to allowthe evacuation of all the occupants; this is, however, only applicable tovehicles having a roof of rigid construction;
3.2.5.2. to release the dummies from their restraint system which, if locked, must be
capable of being released by a maximum force of 60 N on the centre of therelease control;
3.2.5.3. to remove the dummies from the vehicle without adjustment of the seats.3.2.6. In the case of a vehicle propelled by liquid fuel, no more than slight leakage
of liquid from the entire fuel system may occur during or after the impact. Ifafter the impact there is continuous leakage of liquid from any part of thefuel system, the rate of of leakage must not exceed 5 × 10
−4kg/s; if the
liquid from the fuel-feed system mixes with liquids from the other systemsand the various liquids cannot easily be separated and identified, all the
liquids collected are taken into account in evaluating the continuous
leakage.!
B
(1) Until the date mentioned in Article 2 (2), the values obtained for the neck shall not
be pass/fail criteria for the purposes of granting type-approval. The results obtained
shall be recorded in the test report and be collected by the approval authority. After
this date, the value(s) specified in this paragraph shall apply as pass/fail criteria
unless or until alternative values are adopted in accordance with the provisions of
Article 4 (c).1996L0079 — EN — 10.02.1997 — 000.001 — 12
Figure 1
Neck tension criterion
Figure 2
Neck shear criterion
Figure 3
Femur force criterion
!B1996L0079 — EN — 10.02.1997 — 000.001 — 13
Appendix 1
TEST PROCEDURE
1. INSTALLATION AND PREP ARATION OF THE VEHICLE
1.1. Testing ground
The test area must be large enough to accommodate the run-up track,
barrier and technical installations necessary for the test. The last part of thetrack, for at least 5 m before the barrier, must be horizontal, flat and smooth.
1.2. Barrier
The front face of the barrier consists of a deformable structure as defined in
Appendix 6 of this Annex. The front face of the deformable structure is
perpendicular ±1° to the direction of travel of the test vehicle. The barrier is
secured to a mass of not less than 7 × 10
4kg, the front face of which is
vertical ±1°. This mass is anchored in the ground or placed on the groundwith, if necessary, additional arresting devices to restrict its movement.
1.3. Orientation of the barrier
The orientation of the barrier is such that the first contact of the vehicle with
the barrier is on the steering-column side. Where there is a choice between
carrying out the test with a right-hand or left-hand drive vehicle, the testmust be carried out with the less favourable hand of drive as determined bythe technical service responsible for the tests.
1.3.1. Alignment of the vehicle to the barrier
The vehicle must overlap the barrier face by 40 % ±20 mm.
1.4. State of vehicle
1.4.1. General specification
The test vehicle must be representative of the series production, include all
the equipment normally fitted and be in normal running order. Somecomponents may be replaced by equivalent masses where this substitutionclearly has no noticeable effect on the results measured under paragraph 6.
1.4.2. Mass of the vehicle
1.4.2.1. For the test, the mass of the vehicle submitted must be the unladen kerb
mass.
1.4.2.2. The fuel tank must be filled with water up to 90 % of the mass of a full load
of fuel as specified by the manufacturer with a ±1 % tolerance.
1.4.2.3. All the other systems (brakes, cooling, etc.) may be empty; in this case the
mass of the liquids must be offset.
1.4.2.4. If the mass of the measuring apparatus on board the vehicle exceeds the
25 kg allowed, it may be offset by reductions which have no noticeableeffect on the results measured under paragraph 6 below.
1.4.2.5. The mass of the measuring apparatus must not change each axle reference
load by more than 5 %, each variation not exceeding 20 kg.
1.4.2.6. The mass of the vehicle resulting from the provisions of paragraph 1.4.2.1
above must be indicated in the report.
1.4.3. Passenger compartment adjustments
1.4.3.1. Po s i t i o n o f s t e e r i n g w h e e l
The steering wheel, if adjustable, must be placed in the normal position
indicated by the manufacturer or, failing that, midway between the limits of
its range(s) of adjustment. At the end of propelled travel, the steering wheelmust be left free, with its spokes in the position which according to themanufacturer corresponds to straight-ahead travel of the vehicle.
1.4.3.2. G l a z i n g
The movable glazing of the vehicle must be in the closed position. For test
measurement purposes and in agreement with the manufacturer, it may be
lowered, provided that the position of the operating handle corresponds tothe closed position.!
B1996L0079 — EN — 10.02.1997 — 000.001 — 14
1.4.3.3. G e a r - c h a n g e l e v e r
The gear-change lever must be in the neutral position.
1.4.3.4. Pe d a l s
The pedals must be in their normal position of rest. If adjustable, they must
be set in their mid position unless another position is specified by themanufacturer.
1.4.3.5. D o o r s
The doors must be closed, but not locked.
1.4.3.6. O p e n i n g r o o f
If an opening or removable roof is fitted, it must be in place and in the
closed position. For test measurement purposes and in agreement with the
manufacturer, it may be open.
1.4.3.7. S u n - v i s o r
The sun-visors must be in the stowed position.
1.4.3.8. R e a r - v i e w m i r r o r
The interior rear-view mirror must be in the normal position of use.
1.4.3.9. A r m - r e s t s
Arm-rests at the front and rear, if movable, must be in the lowered position,
unless this is prevented by the position of the dummies in the vehicles.
1.4.3.10. H e a d r e s t r a i n t s
Head restraints adjustable for height must be in their uppermost position.
1.4.3.11. S e a t s
1.4.3.11.1. Position of front seats
Seats adjustable longitudinally must be placed so that their ‘H’ point, (see
3.1.1) is in the middle position of travel or in the nearest locking position
thereto, and at the height position defined by the manufacturer (ifindependently adjustable for height).
In the case of a bench seat, the reference must be to the ‘H’ point of the
driver’ s place.
1.4.3.11.2. Position of the front seat-backs
If adjustable, the seat-backs must be adjusted so that the resulting
inclination of the torso of the dummy is as close as possible to thatrecommended by the manufacturer for normal use or, in the absence of anyparticular recommendation by the manufacturer, to 25° towards the rear
from the vertical.
1.4.3.11.3. Rear seats
If adjustable, the rear seats or rear bench seats must be placed in the
rearmost position.
2. DUMMIES
2.1. Front seats
2.1.1. A dummy corresponding to the specifications for Hybrid III (
1) fitted with a
45° ankle and meeting the specifications for its adjustment is installed in
each of the front outboard seats in accordance with the conditions set out inAppendix 3. The dummy is equipped for recording the data necessary todetermine the performance criteria with measuring systems correspondingto the specifications in Appendix 5. The ankle of the dummy must becertified in accordance with the procedures in Appendix 7 to Annex II.
2.1.2. The car will be tested with restraint systems, as provided by the
manufacturer.!
B
(1) The technical specifications and detailed drawings of Hybrid III, corresponding to
the principal dimensions of a 50th percentile male of the United States of America,
and the specifications for its adjustment for this test are deposited with the
Secretary-General of the United Nations and may be consulted on request at the
secretariat of the Economic Commission for Europe, Palais des Nations, Geneva,
Switzerland.1996L0079 — EN — 10.02.1997 — 000.001 — 15
3. PROPULSION AND COURSE OF VEHICLE
3.1. The vehicle must be propelled either by its own engine or by any other
propelling device.
3.2. At the moment of impact the vehicle must no longer be subject to the action
of any additional steering or propelling device.
3.3. The course of the vehicle must be such that it satisfies the requirements of
1.2 and 1.3.1.
4. TEST SPEED
Vehicle speed at the moment of impact must be 56 − 0 + 1 km/h. However,
if the test was performed at a higher speed and the vehicle met the
requirements, the test is considered satisfactory.
5. MEASUREMENTS TO BE MADE ON DUMMY IN FRONT SEATS
5.1. All the measurements necessary for the verification of the performance
criteria must be made with data channels corresponding to the specifica-
tions of Appendix 5.
5.2. The different parameters are recorded through independent data channels of
the following CFC (Channel Frequency Class):
5.2.1. Measurements in the head of the dummy
The acceleration (a) referring to the centre of gravity is calculated from the
triaxial components of the acceleration measured with a CFC of 1 000.
5.2.2. Measurements in the neck of the dummy
5.2.2.1. The axial tensile force and the fore/aft shear force at the neck/head interface
are measured with a CFC of 1 000.
5.2.2.2. The bending moment about a lateral axis at the neck/head interface is
measured with a CFC of 600.
5.2.3. Measurements in the thorax of the dummy
The chest deflection between the sternum and the spine is measured with a
CFC of 180.
5.2.4. Measurements in the femur and tibia of the dummy
5.2.4.1. The axial compressive force and the bending moments are measured with a
CFC of 600.
5.2.4.2. The displacement of the tibia with respect to the femur is measured at the
knee sliding joint with a CFC of 180.
6. MEASUREMENTS TO BE MADE ON THE VEHICLE
6.1. To enable the simplified test described in Appendix 4 to be carried out, the
deceleration curve of the structure must be determined on the basis of the
value of the longitudinal accelerometers at the base of the ‘B’ pillar on thestruck side of the vehicle with a CFC of 180 by means of data channelscorresponding to the requirements set out in Appendix 5.
6.2. The speed curve which will be used in the test procedure described in
Appendix 4 must be obtained from the longitudinal accelerometer at the ‘B’pillar on the side struck.!
B1996L0079 — EN — 10.02.1997 — 000.001 — 16
Appendix 2
DETERMINATION OF PERFORMANCE CRITERIA
1. HEAD PERFORMANCE CRITERION (HPC)
1.1. This criterion is considered to be satisfied when, during the test, there is no
contact between the head and any vehicle component.
1.2. If that is not the case, a calculation of the value of HPC is made, on the basis
of the acceleration (a), measured according to section 5.2.1 of Appendix 1
to this Annex, by the following expression:
HPC ¼t2/C0t1 ðÞ1
t2/C0t1ðt2
t1adt/C20/C21 2;5
in which:
1.2.1. the term ‘a’ is the resultant acceleration measured according to paragraph
5.2.1 of Appendix 1 to this Annex and is measured in units of gravity, g
(1 g = 9,81 m/s2);
1.2.2. if the beginning of the head contact can be determined satisfactorily, t 1and
t2are the two time instants, expressed in seconds, defining an interval
between the beginning of the head contact and the end of the recording forwhich the value of HPC is maximum;
1.2.3. if the beginning of the head contact cannot be determined, t
1and t 2are the
two time instants, expressed in seconds, defining a time interval between
the beginning and the end of the recording for which the value of HPC ismaximum.
1.2.4. Values of HPC for which the time interval (t
1−t2) is greater than 36 ms are
ignored for the purposes of calculating the maximum value.
1.3. The value of the resultant head acceleration during forward impact which is
exceeded for 3 ms cumulatively is calculated from the resultant head
acceleration measured according to paragraph 5.2.1 of Appendix 1 to thisAnnex.
2. NECK INJUR Y CRITERIA (NIC)
2.1. These criteria are determined by the compressive axial force, the axial
tensile force and the fore/aft shear forces at the head/neck interface,
expressed in kN and measured according to paragraph 5.2.2 of Appendix 1to this Annex and by the duration of these forces expressed in ms.
2.2. The neck bending moment criterion is determined by the bending moment,
expressed in Nm, about a lateral axis at the head/neck interface andmeasured according to paragraph 5.2.2 of Appendix 1 to this Annex.
2.3. The neck flexion bending moment, expressed in Nm, must be recorded.
3. THORAX COMPRESSION CRITERION (ThCC) AND VISCOUS CRI-
TERION (V*C)
3.1. The thorax compression criterion is determined by the absolute value of the
thorax deformation, expressed in mm and measured according to paragraph5.2.3 of Appendix 1 to this Annex.
3.2. The viscous criterion (V*C) is calculated as the instantaneous product of the
compression and the rate of deflection of the sternum, measured accordingto paragraph 6 and also paragraph 5.2.3 of Appendix 1 to this Annex.
4. FEMUR FORCE CRITERION (FFC)
4.1. This criterion is determined by the compression load expressed in kN,
transmitted axially on each femur of the dummy and measured according toparagraph 5.2.4 of Appendix 1 to this Annex and by the duration of thecompressive load expressed in ms.!
B1996L0079 — EN — 10.02.1997 — 000.001 — 17
5. TIBIA COMPRESSIVE FORCE CRITERION (TCFC) AND TIBIA
INDEX (TI)
5.1. The tibia compressive force criterion is determined by the compressive load
(Fz) expressed in kN, transmitted axially on each tibia of the dummy and
measured according to paragraph 5.2.4 of Appendix 1 to Annex II.
5.2. The tibia index is calculated on the basis of the bending moments (M Xand
MY) measured according to paragraph 5.1 by the following expression:
TI¼MR=MCðÞR/C12/C12/C12/C12þFZ=FCðÞZ/C12/C12/C12/C12
where:
MX = bending moment about the x axis
MY = bending moment about the y axis
(MC)R = critical bending moment and shall be taken to be
225 Nm
FZ = compressive axial force in the z direction
(FC)Z = critical compressive force in the z direction and shall
be taken to be 35,9 kN
MR =ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ ﬃ
MXðÞ2þMYðÞ2q
The tibia index is calculated for the top and the bottom of each tibia;
however, F zmay be measured at either location. The value obtained is used
for the top and bottom TI calculations. Moments M Xand M Yare both
measured separately at both locations.
6. PROCEDURE FOR CALCULATING THE VISCOUS CRITERION (V*C)
FOR HYBRID III DUMMY
6.1. The viscous criterion is calculated as the instantaneous product of the
compression and the rate of deflection of the sternum. Both are derivedfrom the measurement of sternum deflection.
6.2. The sternum deflection response is filtered once at CFC 180. The
compression at time t is calculated from this filtered signal as:
CtðÞ¼DtðÞ
0;299
The sternum deflection velocity at time t is calculated from the filtered
deflection as:
VtðÞ¼8/C2Dtþ1 ðÞ/C0Dt/C01 ðÞ/C16/C17
/C0Dtþ2 ðÞ/C0Dt/C02 ðÞ/C16/C17
12δt
where D( 2) is the deflection at time t in metres and δt is the time interval in
seconds between the measurements of deflection. The maximum value of δt
is 1,25 × 10−4seconds. This calculation procedure is shown diagramma-
tically below.!B1996L0079 — EN — 10.02.1997 — 000.001 — 18
!B1996L0079 — EN — 10.02.1997 — 000.001 — 19
Appendix 3
ARRANGEMENT AND INSTALLATION OF DUMMIES AND ADJUSTMENT
OF RESTRAINT SYSTEMS
1. ARRANGEMENT OF DUMMIES
1.1. Separate seats
The plane of symmetry of the dummy must coincide with the vertical
median plane of the seat.
1.2. Front bench seat
1.2.1. Driver
The plane of symmetry of the dummy must lie in the vertical plane passing
through the steering wheel centre and parallel to the longitudinal medianplane of the vehicle. If the seating position is determined by the shape of the
bench, such seat must be regarded as a separate seat.
1.2.2. Outer passenger
The plane of symmetry of the passenger dummy must be symmetrical with
that of the driver dummy relative to the longitudinal median plane of the
vehicle. If the seating position is determined by the shape of the bench, such
seat must be regarded as a separate seat.
1.3. Bench seat for front passengers (not including driver)
The planes of symmetry of the dummy must coincide with the median
planes of the seating positions defined by the manufacturer.
2. INSTALLATION OF DUMMIES
2.1. Head
The transverse instrumentation platform of the head must be horizontal
within 2,5°. To level the head of the test dummy in vehicles with uprightseats with non-adjustable backs, the following sequences must be followed.First adjust the position of the ‘H’-point within the limits set forth in
paragraph 2.4.3.1 of this Appendix to level the transverse instrumentation
platform of the head of the test dummy. If the transverse instrumentationplatform of the head is still not level, then adjust the pelvic angle of the testdummy within the limits provided in paragraph 2.4.3.2 of this appendix. Ifthe transverse instrumentation platform of the head is still not level, thenadjust the neck bracket of the test dummy the minimum amount necessary
to ensure that the transverse instrumentation platform of the head is
horizontal within 2,5°.
2.2. Arms
2.2.1. The upper arms of the driver test dummy must be adjacent to the torso with
the centrelines as close to a vertical plane as possible.
2.2.2. The upper arms of the passenger test dummy must be in contact with the
seat back and the sides of the torso.
2.3. Hands
2.3.1. The palms of the driver test dummy must be in contact with the outer part of
the steering wheel rim at the rim’ s horizontal centreline. The thumbs mustbe over the steering wheel rim and must be lightly taped to the steeringwheel rim so that if the hand of the test dummy is pushed upward by a forceof not less than 9 N and not more than 22 N, the tape releases the hand fromthe steering wheel rim.
2.3.2. The palms of the passenger test dummy must be in contact with the outside
of the thighs. The little finger must be in contact with the seat cushion.
2.4. Torso
2.4.1. In vehicles equipped with bench seats, the upper torso of the driver and
passenger test dummies must rest against the seat back. The midsagittalplane of the driver dummy must be vertical and parallel to the vehicle’slongitudinal centreline, and pass through the centre of the steering wheelrim. The midsagittal plane of the passenger dummy must be vertical and
parallel to the vehicle’s longitudinal centreline and the same distance from
the vehicle’s longitudinal centreline as the midsagittal plane of the driverdummy.!
B1996L0079 — EN — 10.02.1997 — 000.001 — 20
2.4.2. In vehicles equipped with individual seats, the upper torso of the driver and
passenger test dummies must rest against the seat back. The midsagittalplane of the driver and the passenger dummy must be vertical and mustcoincide with the longitudinal centreline of the individual seat.
2.4.3. Lower torso
2.4.3.1. ‘ H ’ p o i n t
The ‘H’ point of the driver and passenger test dummies must coincide,
within 13 mm in the vertical dimension and 13 mm in the horizontaldimension, with a point 6 mm below the position of the ‘H’ point of themachine, except that the length of the thigh and lower leg segments used to
calculate the ‘H’ point must be adjusted to 414 and 401 mm, instead of 432
and 417 mm respectively.
2.4.3.2. Pe l v i c a n g l e
As determined using the pelvic angle gauges (
1) inserted into the ‘H’ point
gauging hole of the dummy, the angle measured from the horizontal on the
76,2 mm flat surface of the gauge must be 22,5° ± 2,5°.
2.5. Legs
2.5.1. The upper legs of the driver and passenger test dummies must rest against
the seat cushion to the extent permitted by placement of the feet. The initial
distance between the outboard knee clevis flange surfaces must be
270 mm ± 10 mm.
2.5.2. To the extent practicable, the left leg of the driver dummy and both legs of
the passenger dummy must be in vertical longitudinal planes. To the extentpracticable, the right leg of the driver dummy must be in a vertical plane.Final adjustment to accommodate placement of feet in accordance with 2.6
for various passenger compartment configurations is permitted.
2.6. Feet
2.6.1. The right foot of the driver test dummy must rest on the undepressed
accelerator with the rearmost point of the heel on the floor surface in the
plane of the pedal. If the foot cannot be placed on the accelerator pedal, it
must be positioned perpendicular to the tibia and placed as far forward aspossible in the direction of the centreline of the pedal with the rearmostpoint of the heel resting on the floor surface. The heel of the left foot mustbe placed as far forward as possible and must rest on the floor. The left footmust be positioned as flat as possible on the toeboard. The longitudinalcentreline of the left foot must be placed as parallel as possible to the
longitudinal centreline of the vehicle.
2.6.2. The heels of both feet of the passenger test dummy must be placed as far
forward as possible and must rest on the floor. Both feet must be positionedas flat as possible on the toeboard. The longitudinal centreline of the feetmust be placed as parallel as possible to the longitudinal centreline of thevehicle.
2.7. The measuring instruments installed must not in any way affect the
movement of the dummy during impact.
2.8. The temperature of the dummies and the system of measuring instruments
must be stabilized before the test and maintained so far as possible within arange between 19 °C and 22 °C.
2.9. Dummy clothing
2.9.1. The instrumented dummies will be clothed in formfitting cotton stretch
garments with short sleeves and mid-calf length trousers specified inFMVSS 208, drawings 78051-292 and 293 or their equivalent.
2.9.2. A size 11EE shoe, specified in FMVSS 208, drawings 78051-294 (left) and
78051-295 (right) or their equivalent, will be placed on each foot of the test
dummies.
3. ADJUSTMENT OF RESTRAINT SYSTEM
With the test dummy at its designated seating position as specified by the
appropriate requirements of paragraphs 2.1 to 2.6, place the belt around thetest dummy and fasten the latch. Remove all slack from the lap belt. Pull theupper torso webbing out of the retractor and allow it to retract; repeat thisoperation four times. Apply a tension load of between 9 and 18 N to the lap
belt. If the belt system is equipped with a tension-relieving device,
introduce the maximum amount of slack into the upper torso belt that is!
B
(1) Until an international standard has been adopted for this item, gauges conforming
to GM drawing 78051-532, referencing part 572, must be used.1996L0079 — EN — 10.02.1997 — 000.001 — 21
recommended by the manufacturer for normal use in the owner’ s manual for
the vehicle. If the belt system is not equipped with a tension-relievingdevice, allow the excess webbing in the shoulder belt to be retracted by theretracting force of the retractor.!
B1996L0079 — EN — 10.02.1997 — 000.001 — 22
Appendix 4
TEST PROCEDURE WITH TROLLEY
1. TEST INSTALLATION AND PROCEDURE
1.1. Trolley
The trolley must be so constructed that no permanent deformation appears
after the test. It must be so guided that, during the impact phase, thedeviation does not exceed 5° in the vertical plane and 2° in the horizontal
plane.
1.2. State of the structure
1.2.1. General
The structure tested must be representative of the series production of the
vehicles concerned. Some components may be replaced or removed where
such replacement or removal clearly has no effect on the test results.
1.2.2. Adjustments
Adjustments must conform to those set out in paragraph 1.4.3 of Appendix
1 to this Annex, taking into account what is stated in paragraph 1.2.1 above.
1.3. Attachment of the structure
1.3.1. The structure must be firmly attached to the trolley in such a way that no
relative displacement occurs during the test.
1.3.2. The method used to fasten the structure to the trolley must not have the
effect of strengthening the seat anchorages or restraint devices, or of
producing any abnormal deformation of the structure.
1.3.3. The attachment device recommended is that whereby the structure rests on
supports placed approximately in the axis of the wheels or, if possible,
whereby the structure is secured to the trolley by the fastenings of the
suspension system.
1.3.4. The angle between the longitudinal axis of the vehicle and the direction of
motion of the trolley must be 0° ± 2°.
1.4. Dummies
The dummies and their positioning must conform to the specifications in
paragraph 2 of Appendix 3.
1.5. Measuring apparatus
1.5.1. Deceleration of the structure
The position of the transducers measuring the deceleration of the structure
during the impact must be parallel to the longitudinal axis of the trolleyaccording to the specifications of Appendix 5 (CFC 180).
1.5.2. Measurements to be made on the dummies
All the measurements necessary for checking the listed criteria are set out in
paragraph 5 of Appendix 1.
1.6. Deceleration curve of the structure
The deceleration curve of the structure during the impact phase shall be
such that the ‘variation of speed in relation to time’ curve obtained by
integration at no point differs by more than ±1 m/s from the ‘variation of
speed in relation to time’ reference curve of the vehicle concerned asdefined in Figure 1 of this Appendix. A displacement with regard to thetime axis of the reference curve may be used to obtain the structure velocityinside the corridor.
1.7. Reference curve ∆V = f(t) of the vehicle concerned
This reference curve is obtained by integration of the deceleration curve of
the vehicle concerned measured in the frontal impact test against a barrier
as provided for in paragraph 6 of Appendix 1 to this Annex.
1.8. Equivalent method
The test may be performed by some other method than that of deceleration
of a trolley, provided that such method complies with the requirementconcerning the range of variation of speed described in paragraph 1.6.!
B1996L0079 — EN — 10.02.1997 — 000.001 — 23
Figure 1
Equivalence curve — tolerance band for curve V = f(t)
!B1996L0079 — EN — 10.02.1997 — 000.001 — 24
Appendix 5
TECHNIQUE OF MEASUREMENT IN MEASUREMENT TESTS: INSTRU-
MENTATION
1. DEFINITIONS
1.1. Data channel
A data channel comprises all the instrumentation from a transducer (or
multiple transducers whose outputs are combined in some specified way) upto and including any analysis procedures that may alter the frequencycontent or the amplitude content of data.
1.2. Transducer
The first device in a data channel used to convert a physical quantity to be
measured into a second quantity (such as an electrical voltage) which can beprocessed by the remainder of the channel.
1.3. Channel amplitude class: CAC
The designation for a data channel that meets certain amplitude
characteristics as specified in this Appendix. The CAC number isnumerically equal to the upper limit of the measurement range.
1.4. Characteristic frequencies F
H,FL,FN
These frequencies are defined in figure 1.
1.5. Channel frequency class: CFC
The channel frequency class is designated by a number indicating that the
channel frequency response lies within the limits specified in Figure 1. Thisnumber and the value of the frequency F
Hin Hz are numerically equal.
1.6. Sensitivity coefficient
The slope of the straight line representing the best fit to the calibration
values determined by the method of least square within the channelamplitude class.
1.7. Calibration factor of a data channel
The mean value of the sensitivity coefficients evaluated over frequencies
which are evenly spaced on a logarithmic scale between F
Land 0,4 F H.
1.8. Linearity error
The ratio, in per cent, of the maximum difference between the calibration
value and the corresponding value read on the straight line defined in 1.6 atthe upper limit of the channel amplitude class.
1.9. Cross sensitivity
The ratio of the output signal to the input signal, when an excitation is
applied to the transducer perpendicular to the measurement axis. It is
expressed as a percentage of the sensitivity along the measurement axis.
1.10. Phase delay time
The phase delay time of a data channel is equal to the phase delay (in
radians) of a sinusoidal signal, divided by the angular frequency of thatsignal (in radians/s).
1.11. Environment
The aggregate, at a given moment, of all external conditions and influences
to which the data channel is subjected.
2. PERFORMANCE REQUIREMENTS
2.1. Linearity error
The absolute value of the linearity error of a data channel at any frequency
in the CFC, must be equal to or less than 2,5 % of the value of the CAC,over the whole measurement range.
2.2. Amplitude against frequency
The frequency response of a data channel must lie within the limiting curves
given in Figure 1. The zero dB line is determined by the calibration factor.!
B1996L0079 — EN — 10.02.1997 — 000.001 — 25
2.3. Phase delay time
The phase delay time betwen the input and the output signals of a data
channel must be determined and must not vary by more than 0,1 F Hs
between 0,03 F Hand F H.
2.4. Time base
2.4.1. A time base must be recorded and must at least give 10 ms with an accuracy
of 1 %.
2.4.2. Relative time delay
The relative time delay between the signal of two or more data channels,
regardless of their frequency class, must not exceed 1 ms excluding delay
caused by phase shift.
Two or more data channels of which the signals are combined must have the
same frequency class and must not have relative time delay greater than0,1 F
Hs.
This requirement applies to analogue signals as well as to synchronization
pulses and digital signals.
2.5. Transducer cross sensitivity
The transducer cross sensitivity must be less than 5 % in any direction.
2.6. Calibration
2.6.1. General
A data channel should be calibrated at least once a year against reference
equipment traceable to known standards. The methods used to carry out a
comparison with reference equipment must not introduce an error greater
than 1 % of the CAC. The use of the reference equipment is limited to thefrequency range for which it has been calibrated. Subsystems of a datachannel may be evaluated individually and the results factored into theaccuracy of the total data channel. This can be done for example by anelectrical signal of known amplitude simulating the output signal of the
transducer which allows a check to be made on the gain factor of the data
channel, excluding the transducer.
2.6.2. Accuracy of reference equipment for calibration
The accuracy of the reference equipment must be certified or endorsed by
an official metrology service.
2.6.2.1. S t a t i c c a l i b r a t i o n
2.6.2.1.1. Accelerations
The errors must be less than ± 1,5 % of the CAC.
2.6.2.1.2. Forces
The errors must be less than ± 1 % of the CAC.
2.6.2.1.3. Displacements
The errors must be less than ± 1 % of the CAC.
2.6.2.2. D y n a m i c c a l i b r a t i o n
2.6.2.2.1. Accelerations
The error in the reference accelerations expressed as a percentage of the
CAC must be less than ± 1,5 % below 400 Hz, less than ± 2 % between
400 Hz and 900 Hz, and less than ± 2,5 % above 900 Hz.
2.6.2.3. Ti m e
The relative error in the reference time must be less than 10
−5.
2.6.3. Sensitivity coefficient and linearity error
The sensitivity coefficient and the linearity error must be determined by
measuring the output signal of the data channel against a known input signal
for various values of this signal. The calibration of the data channel mustcover the whole range of the amplitude class.
For bi-directional channels, both the positive and negative values must be
used.
If the calibration equipment cannot produce the required input owing to the
excessively high values of the quantity to be measured, calibrations must be
carried out within the limits of the calibration standards and these limits
must be recorded in the test report.!
B1996L0079 — EN — 10.02.1997 — 000.001 — 26
A total data channel must be calibrated at a frequency or at a spectrum of
frequencies having a significant value between F Land 0,4 F H.
2.6.4. Calibration of the frequency response
The response curves of phase and amplitude against frequency are
determined by measuring the output signals of the data channel in termsof phase and amplitude against a known input signal, for various values of
this signal varying between F
Land 10 times the CFC or 3 000 Hz,
whichever is lower.
2.7. Environmental effects
A regular check should be made to identify any environmental influence
(such as electric or magnetic flux, cable velocity, etc.). This can be done forinstance by recording the output of spare channels equipped with dummytransducers. If significant output signals are obtained corrective action
should be taken, for instance by replacement of cables.
2.8. Choice and designation of the data channel
The CAC and CFC define a data channel.
The CAC must be 1, 2 or 5 to a power of ten.
3. MOUNTING OF TRANSDUCERS
Transducers should be rigidly secured so that their recordings are affected
by vibration as little as possible. Any mounting having a lowest resonancefrequency equal to at least 5 times the frequency F
Hof the data channel
considered will be considered valid. Acceleration transducers in particularshould be mounted in such a way that the initial angle of the realmeasurement axis to the corresponding axis of the reference axis system is
not greater than 5° unless an analytical or experimental assessment of the
effect of the mounting on the collected data is made. When multi-axialaccelerations at a point are to be measured, each acceleration transduceraxis should pass within 10 mm of that point, and the centre of seismic massof each accelerometer should be within 30 mm of that point.
4. RECORDING
4.1. Analogue magnetic recorder
Tape speed should be stable to within not more than 0,5 % of the tape speed
used. The signal-to-noise ratio of the recorder should not be less than 42 dBat the maximum tape speed. The total harmonic distortion should be lessthan 3 % and the linearity error should be less than 1 % of the measurementrange.
4.2. Digital magnetic recorder
Tape speed should be stable to within not more than 10 % of the tape speed
used.
4.3. Paper tape recorder
In case of direct data recording the paper speed in mm/s should be at least
one and a half times the number expressing F
Hin Hz. In other cases the
paper speed should be such that equivalent resolution is obtained.
5. DATA PROCESSING
5.1. Filtering
Filtering corresponding to the frequencies of the data channel class may be
carried out during either recording or processing of data. However, beforerecording, analogical filtering at a higher level than CFC should be effectedin order to use at least 50 % of the dynamic range of the recorder and to
reduce the risk of high frequencies saturating the recorder or causing
aliasing errors in the digitalizing process.
5.2. Digitalizing
5.2.1. The sampling frequency should be equal to at least 8 F
H. In the case of
analogue recording, when the recording and reading speeds are different,
the sampling frequency can be divided by the speed ratio.
5.2.2. Amplitude resolution
The size of digital words should be at least 7 bits and a parity bit.!B1996L0079 — EN — 10.02.1997 — 000.001 — 27
6. PRESENTATION OF RESULTS
The results should be presented on A4 size paper (210 × 297 mm). Results
presented as diagrams should have axes scaled with a measurement unitcorresponding to a suitable multiple of the chosen unit (for example, 1, 2, 5,
10, 20 mm). SI units should be used, except for vehicle velocity, where km/h
may be used, and for accelerations due to impact where g, with g = 9,81 m/s
2, may be used.
Figure 1
Frequency response curve
!B1996L0079 — EN — 10.02.1997 — 000.001 — 28
Appendix 6
DEFINITION OF THE DEFORMABLE BARRIER
1. COMPONENT AND MATERIAL SPECIFICATIONS
The dimensions of the barrier are illustrated in Figure 1 of this Appendix.
The dimensions of the individual components of the barrier are listedseparately below.
1.1. Main honeycomb block
Dimensions All dimensions should allow a tolerance of ± 2,5 mm
Height: 650 mm (in direction of honeycomb ribbon axis)
Width: 1 000 mmDepth: 450 mm (in direction of honeycomb cell axes)Material Aluminium 3003 (ISO 209, part 1)
Foil thickness: 0,076 mm
Cell size: 19,14 mmDensity: 28,6 kg/m
3
Crush strength: 0,342 MPa + 0 % − 10 % (1)_2"
1.2. Bumper element
Dimensions All dimensions should allow a tolerance of ± 2,5 mm
Height: 330 mm (in direction of honeycomb ribbon axis)
Width: 1 000 mmDepth: 90 mm (in direction of honeycomb cell axes)
Material Aluminium 3003 (ISO 209, part 1)
Foil thickness: 0,076 mmCell size: 6,4 mm
Density: 82,6 kg/m
3
Crush strength: 1,711 MPa + 0 % − 10 % (1)_2"
1.3. Backing sheet
Dimensions
Height: 800 mm ± 2,5 mmWidth: 1 000 mm ± 2,5 mmThickness: 2,0 mm ± 0,1 mm_2"
1.4. Cladding sheet
DimensionsLength: 1 700 mm ± 2,5 mm
Width: 1 000 mm ± 2,5 mm
Thickness: 0,81 mm ± 0,07 mmMaterial: Aluminium 5251/5052 (ISO 209, part 1)_2"
1.5. Bumper facing sheet
DimensionsHeight: 330 mm ± 2,5 mm!
B1996L0079 — EN — 10.02.1997 — 000.001 — 29
Width: 1 000 mm ± 2,5 mm
Thickness: 0,81 mm ± 0,07 mm
Material: Aluminium 5251/5052 (ISO 209, part 1)_2"
1.6. Adhesive
The adhesive to be used throughout should be a two-part polyurethane (such as Ciba-Geigy XB5090/1 resin with
XB5304 hardener, or equivalent).
(1) In accordance with the certification procedure described in paragraph 2.
2. ALUMINIUM HONEYCOMB CERTIFICATION
A complete testing procedure for certification of aluminium honeycomb is
given in NHTSA TP-214D. The following is a summary of the procedurethat should be applied to materials for the frontal impact barrier, these
materials having a crush strength of 0,342 MPa and 1,711 MPa respectively.
2.1. Sample locations
To ensure uniformity of crush strength across the whole of the barrier face,
eight samples must be taken from four locations evenly spaced across thehoneycomb block. For a block to pass certification, seven of these eightsamples must meet the crush strength requirements of the followingsections.
The location of the samples depends on the size of the honeycomb block.
First, four samples, each measuring 300 mm × 300 mm × 50 mm thick mustbe cut from the block of barrier face material. Please refer to Figure 2 for anillustration of how to locate these sections within the honeycomb block.Each of these larger samples must be cut into samples for certificationtesting (150 mm × 150 mm × 50 mm). Certification must be based on thetesting of two samples from each of these four locations. The other two
should be made available to the applicant, upon request.
2.2. Sample size
Samples of the following size must be used for testing:
Length: 150 mm ± 6 mm
Width: 150 mm ± 6 mm
Thickness: 50 mm ± 2 mm
The walls of incomplete cells around the edge of the sample must be
trimmed as follows:
in the ‘W’direction, the fringes must be no greater than 1,8 mm (see Figure
3),
in the ‘L ’ direction, half the length of one bonded cell wall (in the ribbon
direction) must be left at either end of the specimen (see Figure 3).
2.3. Area measurement
The length of the sample must be measured in three locations, 12,7 mm
from each end and in the middle, and recorded as L1, L2 and L3 (Figure 3).
In the same manner, the width must be measured and recorded as W1, W2
and W3 (Figure 3). These measurements must be taken on the centreline ofthe thickness. The crush area must then be calculated as:
A¼
L1þL2þL3 ðÞ
3/C2W1þW2þW3 ðÞ
3
2.4. Crush rate and distance
The sample must be crushed at a rate of not less than 5,1 mm/min and not
more than 7,6 mm/min. The minimum crush distance is 16,5 mm.
2.5. Data collection
Force versus deflection data are to be collected in either analogue or digital
form for each sample tested. If analogue data are collected then a means of
converting this to digital must be available. All digital data must becollected at a rate of no less than 5 Hz (5 points per second).!
B1996L0079 — EN — 10.02.1997 — 000.001 — 30
2.6. Crush strength determination
Ignore all data prior to 6,4 mm of crush and after 16,5 mm of crush. Divide
the remaining data into three sections or displacement intervals (n = 1,2,3)(see Figure 4) as follows:
(1) 06,4-09,7 mm inclusive,(2) 09,7-13,2 mm exclusive,(3) 13,2-16,5 mm inclusive.
Find the average for each section as follows:
FnðÞ¼
FnðÞ1þFnðÞ2þ_:::FnðÞm ½/C138
m;m ¼1;2;3
where m represents the number of data points measured in each of the three
intervals. Calculate the crush strength of each section as follows:
SnðÞ¼FnðÞ
A;n ¼1;2;3
2.7. Sample crush strength specification
For a honeycomb sample to pass this certification, the following condition
must be met:
0,308 MPa 4S(n)40,342 MPa for 0,342 MPa material
1,540 MPa 4(S(n)41,711 MPa for 1,711 MPa material n = 1,2,3.
2.8. Block crush strength specification
Eight samples are to be tested from four locations, evenly spaced across the
block. For a block to pass certification, seven of the eight samples must
meet the crush strength specification of the previous section.
3. ADHESIVE BONDING PROCEDURE
3.1. Immediately before bonding, aluminium sheet surfaces to be bonded must
be thoroughly cleaned using a suitable solvent, such as 1-1-1 Trichlor-
oethane. This is to be carried out at least twice or as required to eliminate
grease or dirt deposits. The cleaned surfaces must then be abraded using120 grit abrasive paper. Metallic/silicon carbide abrasive paper is not to beused. The surfaces must be thoroughly abraded and the abrasive paperchanged regularly during the process to avoid clogging, which may lead to apolishing effect. Following abrading, the surfaces must be thoroughlycleaned again, as above. In total, the surfaces must be solvent cleaned at
least four times. All dust and deposits left as a result of the abrading process
must be removed, as these will adversely affect bonding.
3.2. The adhesive should be applied to one surface only, using a ribbed rubber
roller. In cases where honeycomb is to be bonded to aluminium sheet, theadhesive should be applied to the aluminium sheet only. A maximum of0,5 kg/m
2must be applied evenly over the surface, giving a maximum film
thickness of 0,5 mm.
4. CONSTRUCTION
4.1. The main honeycomb block must be bonded to the backing sheet with
adhesive such that the cell axes are perpendicular to the sheet. The claddingmust be bonded to the front surface of the honeycomb block. The top andbottom surfaces of the cladding sheet must not be bonded to the main
honeycomb block but should be positioned closely to it. The cladding sheet
must be adhesively bonded to the backing sheet at the mounting flanges.
4.2. The bumper element must be adhesively bonded to the front of the cladding
sheet such that the cell axes are perpendicular to the sheet. The bottom ofthe bumper element must be flush with the bottom surface of the claddingsheet. The bumper facing sheet must be adhesively bonded to the front ofthe bumper element.
4.3. The bumper element must then be divided into three equal sections by
means of two horizontal slots. These slots must be cut through the entiredepth of the bumper section and extend the whole width of the bumper. Theslots must be cut using a saw; their width must be the width of the bladeused and must not exceed 4,0 mm.
4.4. Clearance holes for mounting the barrier are to be drilled in the mounting
flanges (shown in Figure 5). The holes must be of 9,5 mm diameter. Five
holes must be drilled in the top flange at a distance of 40 mm from the topedge of the flange and five in the bottom flange, 40 mm from the bottomedge of that flange. The holes must be at 100 mm, 300 mm, 500 mm,!
B1996L0079 — EN — 10.02.1997 — 000.001 — 31
700 mm, 900 mm from either edge of the barrier. All holes must be drilled
to ± 1 mm of the nominal distances.
5. MOUNTING
5.1. The deformable barrier must be rigidly fixed to the edge of a mass of not
less than 7 × 104kg or to some structure attached thereto. The attachment of
the barrier face must be such that the vehicle must not contact any part ofthe structure more than 75 mm from the top surface of the barrier(excluding the upper flange) during any stage of the impact (
1). The front
face of the surface to which the deformable barrier is attached must be flatand continuous over the height and width of the face and must be vertical
± 1° and perpendicular ± 1° to the axis of the run-up track. The attachment
surface must not be displaced by more than 10 mm during the test. Ifnecessary, additional anchorage or arresting devices must be used to preventdisplacement of the concrete block. The edge of the deformable barriermust be aligned with the edge of the concrete block appropriate for the sideof the vehicle to be tested.
5.2. The deformable barrier must be fixed to the concrete block by means of ten
bolts, five in the top mounting flange and five in the bottom. These boltsmust be of at least 8 mm diameter. Steel clamping strips must be used forboth the top and bottom mounting flanges (see Figures 1 and 5). These
strips must be 60 mm high and 1 000 mm wide and have a thickness of at
least 3 mm. Five clearance holes of 9,5 mm diameter must be drilled in bothstrips to correspond with those in the mounting flange on the barrier (seeparagraph 4). None of the fixtures must fail in the impact test.
Figure 1
Deformable barrier for frontal impact testing
Barrier width = 1 000 mm.All dimensions in mm.!
B
(1) A mass, the end of which is between 925 mm and 1 000 mm high and at least
1 000 mm deep, is considered to satisfy this requirement.1996L0079 — EN — 10.02.1997 — 000.001 — 32
Figure 2
Locations of samples for certification
If a5900 mm: x =1⁄3(b − 600 mm) and y =1⁄3(a − 600 mm) (for a 4b)
If a5900 mm: x =1⁄5(b − 1 200 mm) and y =1⁄2(a − 300 mm) (for a 4b)!B1996L0079 — EN — 10.02.1997 — 000.001 — 33
Figure 3
Honeycomb axes and measured dimensions
e = d/2
f = 0,8 mm!B1996L0079 — EN — 10.02.1997 — 000.001 — 34
Figure 4
Crush force and displayment
Figure 5
Positions of holes for barrier mounting
Hole diameters 9,5 mm.
All dimensions in mm.!B1996L0079 — EN — 10.02.1997 — 000.001 — 35
Appendix 7
CERTIFICATION PROCEDURE FOR THE DUMMY LOWER LEG AND FOOT
1. TIBIA IMP ACT TEST
1.1. The objective of this test is to measure the response of Hybrid III tibia skin
and insert to well-defined, hard-faced pendulum impacts.
1.2. Left and right Hybrid III leg assemblies, from the knee clevis joint down,
shall be used. Each shall be attached rigidly to the test fixture.
1.3. Test procedure
1.3.1. Each leg assembly shall be maintained (soaked) for 4 hours prior to the test
at a temperature of 22±3 °C and a relative humidity of 40±30 %. The soak
period shall not include the time required to reach steady state conditions.
1.3.2. Align the impactor accelerometer with its sensitive axis parallel to the
impactor longitudinal centre line.
1.3.3. Clean the impact surface of the skin and also the impactor face with
isopropyl alcohol or equivalent prior to the test.
1.3.4. Mount the leg assembly to the fixture at the knee clevis joint, as shown in
Figure 1. The text fixture shall be rigidly secured to prevent movement
during impact. The test fixture shall be constructed such that there is nocontact with any part of the leg assembly, other than at the fixing point,during the test. The line between the knee clevis joint and the centre of theankle joint shall be vertical ±5°. Adjust the knee and ankle joint to 1,5±0,5 grange before each test.
1.3.5. The rigid impactor shall have a mass of 5,0±0,2 kg including instrumenta-
tion. The impact face shall be a half cylinder with its principal axis
horizontal ±1° and perpendicular to the direction of impact. The radius ofthe impact surface shall be 40±2 mm and the width of the impact surfaceshall be at least 80 mm. The impactor shall strike the tibia at a point midwaybetween the knee clevis joint and the ankle pivot along the centre line to thetibia. The impactor shall strike the tibia so that the horizontal centre line of
the impactor falls within 0,5° of a horizontal line parallel to the femur load
cell simulator at time-zero. The impactor shall be guided to excludesignificant lateral, vertical or rotational movement at time-zero.
1.3.6. Allow a period of at least 30 minutes between successive tests on the same
leg.
1.3.7. The data acquisition system, including transducers, shall conform to the
specifications for CFC 600, as described in Appendix 5 to this Annex.
1.4. Performance specification
1.4.1. When each tibia is impacted at 2,1±0,3 m/s in accordance with paragraph
1.3, the impact force, which is the product of the pendulum mass and thedeceleration, shall be 2,3±0,3 kN.
2. UPPER FOOT IMP ACT TEST
2.1. The objective of this test is to measure the response of the Hybrid III foot
and ankle to well-defined, hard-faced pendulum impacts.
2.2. The complete Hybrid III lower leg assembly, left (86-5001-001) and right
(86-5001-002), equipped with the foot and ankle assembly, left (78051-614)
and right (78051-615), shall be used, including the knee assembly. The load
cell simulator (78051-319 Rev A) shall be used to secure the knee-capassembly (78051-16 Rev B) to the test fixture.
2.3. Test procedure
2.3.1. Each leg assembly shall be maintained (soaked) for 4 hours prior to the test
at a temperature of 22±3 °C and a relative humidity of 40±30 %. The soak
period shall not include the time required to reach steady state conditions.
2.3.2. Clean the impact surface of the skin and also the impactor face with
isopropyl alcohol or equivalent prior to the test.
2.3.2a. Align the impactor accelerometer with its sensitive axis parallel to the
direction of impact at contact with the foot.
2.3.3. Mount the leg assembly to the fixture shown in Figure 1a. The test fixture
shall be secured rigidly to prevent movement during the impact test. Thecentre line of the femur load cell simulator (78051-319) shall be vertical!
B1996L0079 — EN — 10.02.1997 — 000.001 — 36
±0,5°. Adjust the mount such that the line joining the knee clevis joint and
the ankle attachment bolt is horizontal ±3° with the heel resting on twosheets of low-friction (PTFE) material. Ensure that the tibia flesh is locatedtowards the knee end of the tibia. Adjust the ankle such that the plane of theunderside of the foot is vertical ±3°. Adjust the knee and ankle joint to1,5±0,5 g range before each test.
2.3.4. The rigid impactor comprises a horizontal cylinder diameter 50±2 mm and
a pendulum support arm diameter 19±1 mm (Figure 3a). The cylinder has a
mass of 1,25±0,02 kg including instrumentation and any part of the support
arm within the cylinder. The pendulum arm has a mass of 285±5 g. Themass of any rotating part of the axle to which the support arm is attachedshould not be greater than 100 g. The length between the central horizontalaxis of the impactor cylinder and the axis of rotation of the whole pendulumshall be 1 250±1 mm. The impact cylinder is mounted with its longitudinal
axis horizontal and perpendicular to the direction of impact. The pendulum
shall impact the underside of the foot, at a distance of 185±2 mm from thebase of the heel resting on the rigid horizontal platform, so that thelongitudinal centre line of the pendulum arm falls within 1° of a vertical lineat impact. The impactor shall be guided to exclude significant lateral,vertical or rotational movement at time-zero.
2.3.5. Allow a period of at least 30 minutes between successive tests on the same
leg.
2.3.6. The data acquisition system, including transducers, shall conform to the
specifications for CFC 600, as described in Appendix 5 to this Annex.
2.4. Performance specification
2.4.1. When the ball of each foot is impacted at 6,7±0,2 m/s in accordance with
paragraph 2.3, the maximum tibia bending moment about the y-axis (M
y)
shall be between 100 Nm and 140 Nm.
3. LOWER FOOT IMP ACT TEST
3.1. The objective of this test is to measure the response of the Hybrid III foot
skin and insert to well-defined, hard-faced pendulum impacts.
3.2. The complete Hybrid III lower leg assembly, left (86-5001-001) and right
(86-5001-002), equipped with the foot and ankle assembly, left (78051-614)
and right (78051-615), shall be used, including the knee assembly. The load
cell simulator (78051-319 Rev A) shall be used to secure the knee-capassembly (78051-16 Rev B) to the test fixture.
3.3. Test procedure
3.3.1. Each leg assembly shall be maintained (soaked) for 4 hours prior to the test
at a temperature of 22± 3 °C and a relative humidity of 40±30 %. The soakperiod shall not include the time required to reach steady state conditions.
3.3.2. Align the impactor accelerometer with its sensitive axis parallel to the
impactor longitudinal centre line.
3.3.3. Clean the impact surface of the skin and also the impactor face with
isopropyl alcohol or equivalent prior to the test.
3.3.4. Mount the leg assembly to the fixture shown in Figure 1b. The test fixture
shall be secured rigidly to prevent movement during the impact test. Thecentre line of the femur load cell simulator (78051-319) shall be vertical±0,5°. Adjust the mount such that the line joining the knee clevis joint and
the ankle attachment bolt is horizontal ±3° with the heel resting on two
sheets of low-friction (PTFE) material. Ensure that the tibia flesh is locatedtowards the knee end of thetibia. Adjust the ankle such that the plane of theunderside of the foot is vertical ±3°. Adjust the knee and ankle joint to1,5±0,5 g range before each test.
3.3.5. The rigid impactor comprises a horizontal cylinder diameter 50±2 mm and
a pendulum support arm diameter 19±1 mm (Figure 3a). The cylinder has amass of 1,25±0,02 kg including instrumentation and any part of the supportarm within the cylinder. The pendulum arm has a mass of 285±5 g. The
mass of any rotating part of the axle to which the support arm is attached
should not be greater than 100 g. The length between the central horizontalaxis of the impactor cylinder and the axis of rotation of the whole pendulumshall be 1 250±1 mm. The impact cylinder is mounted with its longitudinalaxis horizontal and perpendicular to the direction of impact. The pendulumshall impact the underside of the foot, at a distance of 62±2 mm from the
base of the heel resting on the rigid horizontal platform, so that the
longitudinal centre line of the pendulum arm falls within 1° of a vertical lineat impact. The impactor shall be guided to exclude significant lateral,vertical or rotational movement at time-zero.!
B1996L0079 — EN — 10.02.1997 — 000.001 — 37
3.3.6. Allow a period of at least 30 minutes between successive tests on the same
leg.
3.3.7. The data acquisition system, including transducers, shall conform to the
specifications for CFC 600, as described in Appendix 5 to this Annex.
3.4. Performance specification
3.4.1. When the heel of each foot is impacted at 4,4±0,2 m/s in accordance with
paragraph 3.3, the maximum impactor acceleration shall be 340±50 g.
Figure 1
Tibia impact test — test set-up specifications
!B1996L0079 — EN — 10.02.1997 — 000.001 — 38
Figure 1a
Upper foot impact test — test set-up specifications
Figure 1b
Lower foot impact test — test set-up specifications
!B1996L0079 — EN — 10.02.1997 — 000.001 — 39
Figure 2
Upper foot impact test — test set-up specifications
!B1996L0079 — EN — 10.02.1997 — 000.001 — 40
Figure 3
Lower foot impact test — test set-up specifications
!B1996L0079 — EN — 10.02.1997 — 000.001 — 41
Figure 3a
Pendulum impactor
!B1996L0079 — EN — 10.02.1997 — 000.001 — 42