EN Official Journal of the European Union L 183/91

Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

Regulation No 95 of the Economic Commission for Europe of the United Nations (UNECE) — Uniform provisions concerning the approval of vehicles with regard to the protection of the occupants in the event of a lateral collision [2015/1093]

Incorporating all valid text up to:

Supplement 4 to the 03 series of amendments — Date of entry into force: 10 June 2014

CONTENTS

REGULATION

1. Scope

2. Definitions

3. Application for approval

4. Approval

5. Specifications and tests

6. Modification of the vehicle type

7. Conformity of production

8. Penalties for non-conformity of production

9. Production definitively discontinued

10. Transitional provisions

11. Names and addresses of Technical Services responsible for conducting approval tests, and of Type Approval Authorities

ANNEXES

1 Communication

2 Arrangements of the approval mark

3 Procedure for determining the ‘H’ point and the actual torso angle for seating positions in motor vehicles

4 Collision test procedure

5 Mobile deformable barrier characteristics

6 Technical description of the side impact dummy

7 Installation of the side impact dummy

8 Partial test

9 Test procedures for the protection of the occupants of vehicles operating on electrical power high voltage and electrolyte spillage

1. SCOPE

This Regulation applies to the lateral collision behaviour of the structure of the passenger compartment of M1 and N1 (1) categories of vehicles where the ‘R’ point of the lowest seat is not more than 700 mm from ground level when the vehicle is in the condition corresponding to the reference mass defined in paragraph 2.10 of this Regulation.

2. DEFINITIONS

For the purposes of this Regulation:

2.1. ‘Approval of a vehicle’ means the approval of a vehicle type with regard to the behaviour of the structure of the passenger compartment in a lateral collision;

2.2. ‘Vehicle type’ means a category of power-driven vehicles which do not differ in such essential respects as: 2.2.1. The length, width and ground clearance of the vehicle, in so far as they have a negative effect on the performance prescribed in this Regulation; 2.2.2. The structure, dimensions, lines and materials of the side walls of the passenger compartment in so far as they have a negative effect on the performance prescribed in this Regulation; 2.2.3. The lines and inside dimensions of the passenger compartment and the type of protective systems, in so far as they have a negative effect on the performance prescribed in this Regulation; 2.2.4. The sitting of the engine (front, rear or centre) and the orientation (transversal or longitudinal) of the engine, in so far as they have a negative effect on the result of the impact test of this Regulation; 2.2.5. The unladen mass, in so far as there is a negative effect on the performance prescribed in this Regulation; 2.2.6. The optional arrangements or interior fittings in so far as they have a negative effect on the performance prescribed in this Regulation; 2.2.7. The type of front seat(s) and position of the ‘R’ point in so far as they have a negative effect on the performance prescribed in this Regulation; 2.2.8. The locations of the REESS, in so far as they have a negative effect on the result of the impact test prescribed in this Regulation.

2.3. ‘Passenger compartment’ means the space for occupant accommodation, bounded by the roof, floor, side walls, doors, outside glazing and front bulkhead and the plane of the rear compartment bulkhead or the plane of the rear-seat back support. 2.3.1. ‘Passenger compartment with regard to occupant protection’ means the space for occupant accommodation, bounded by the roof, floor, side walls, doors, outside glazing and front bulkhead and the plane of the rear compartment bulkhead or the plane of the rear-seat back support. 2.3.2. ‘Passenger compartment for electric safety assessment’ means the space for occupant accommodation, bounded by the roof, floor, side walls, doors, outside glazing, front bulkhead and rear bulkhead, or rear gate, as well as by the electrical protection barriers and enclosures provided for protecting the occupants from direct contact with high voltage live parts.

2.4. ‘R point’ or ‘seating reference point’ means the reference point specified by the vehicle manufacturer which: 2.4.1. Has co-ordinates determined in relation to the vehicle structure; 2.4.2. Corresponds to the theoretical position of the point of torso/thighs rotation (H point) for the lowest and most rearward normal driving position or position of use given by the vehicle manufacturer for each seating position specified by him.

2.5. ‘H point’ is as established by Annex 3 to this Regulation.

2.6. ‘Capacity of the fuel tank’ means the fuel-tank capacity as specified by the manufacturer of the vehicle.

2.7. ‘Transverse plane’ means a vertical plane perpendicular to the median longitudinal vertical plane of the vehicle.

2.8. ‘Protective system’ means devices intended to restrain and/or protect the occupants.

2.9. ‘Type of protective system’ means a category of protective devices which do not differ in such essential respects as their: Technology; Geometry; Constituent materials.

2.10. ‘Reference mass’ means the unladen mass of the vehicle increased by a mass of 100 kg (that is the mass of the side impact dummy and its instrumentation).

2.11. ‘Unladen mass’ means the mass of the vehicle in running order without driver, passengers or load, but with the fuel tank filled to 90 per cent of its capacity and the usual set of tools and spare wheel on board, where applicable.

2.12. ‘Mobile deformable barrier’ means the apparatus with which the test vehicle is impacted. It consists of a trolley and an impactor.

2.13. ‘Impactor’ means a crushable section mounted on the front of mobile deformable barrier.

2.14. ‘Trolley’ means a wheeled frame free to travel along its longitudinal axis at the point of impact. Its front supports the impactor.

2.15. ‘High voltage’ means the classification of an electric component or circuit, if its working voltage is > 60 V and ≤ 1 500 V direct current (DC) or > 30 V and ≤ 1 000 V alternating current (AC) root-mean-square (rms).

2.16. ‘Rechargeable energy storage system (REESS)’ means the rechargeable energy storage system which provides electrical energy for propulsion.

2.17. ‘Electrical protection barrier’ means the part providing protection against any direct contact to the high voltage live parts.

2.18. ‘Electrical power train’ means the electrical circuit which includes the traction motor(s), and may also include the REESS, the electrical energy conversion system, the electronic converters, the associated wiring harness and connectors, and the coupling system for charging the REESS.

2.19. ‘Live parts’ means conductive part(s) intended to be electrically energised in normal use.

2.20. ‘Exposed conductive part’ means the conductive part which can be touched under the provisions of the protection degree IPXXB and which becomes electrically energised under isolation failure conditions. This includes parts under a cover that can be removed without using tools.

2.21. ‘Direct contact’ means the contact of persons with high voltage live parts.

2.22. ‘Indirect contact’ means the contact of persons with exposed conductive parts.

2.23. ‘Protection degree IPXXB’ means protection from contact with high voltage live parts provided by either an electrical protection barrier or an enclosure and tested using a Jointed Test Finger (degree IPXXB) as described in paragraph 4 of Annex 9.

2.24. ‘Working voltage’ means the highest value of an electrical circuit voltage root-mean-square (rms), specified by the manufacturer, which may occur between any conductive parts in open circuit conditions or under normal operating conditions. If the electrical circuit is divided by galvanic isolation, the working voltage is defined for each divided circuit, respectively.

2.25. ‘Coupling system for charging the rechargeable energy storage system (REESS)’ means the electrical circuit used for charging the REESS from an external electrical power supply including the vehicle inlet.

2.26. ‘Electrical chassis’ means a set made of conductive parts electrically linked together, whose electrical potential is taken as reference.

2.27. ‘Electrical circuit’ means an assembly of connected high voltage live parts which is designed to be electrically energised in normal operation.

2.28. ‘Electrical energy conversion system’ means a system (e.g. fuel cell) that generates and provides electrical energy for electrical propulsion.

2.29. ‘Electronic converter’ means a device capable of controlling and/or converting electrical power for electrical propulsion.

2.30. ‘Enclosure’ means the part enclosing the internal units and providing protection against any direct contact.

2.31. ‘High voltage bus’ means the electrical circuit, including the coupling system for charging the REESS that operates on a high voltage.

2.32. ‘Solid insulator’ means the insulating coating of wiring harnesses, provided in order to cover and prevent the high voltage live parts from any direct contact. This includes covers for insulating the high voltage live parts of connectors and varnish or paint for the purpose of insulation.

2.33. ‘Automatic disconnect’ means a device that when triggered, galvanically separates the electrical energy sources from the rest of the high voltage circuit of the electrical power train.

2.34. ‘Open type traction battery’ means a type of battery requiring liquid and generating hydrogen gas released to the atmosphere.

2.35. ‘Automatically activated door locking system’ means a system that locks the doors automatically at a pre-set speed or under any other condition as defined by the manufacturer.

3. APPLICATION FOR APPROVAL

3.1. The application for approval of a vehicle type with regard to the protection of the occupants in the event of a lateral collision shall be submitted by the vehicle manufacturer or by his duly accredited representative.

3.2. It shall be accompanied by the under mentioned documents in triplicate and the following particulars:

3.2.1. A detailed description of the vehicle type with respect to its structure, dimensions, lines and constituent materials;

3.2.2. Photographs and/or diagrams and drawings of the vehicle showing the vehicle type in front, side and rear elevation and design details of the lateral part of the structure;

3.2.3. Particulars of the vehicle's mass as defined by paragraph 2.11 of this Regulation;

3.2.4. The lines and inside dimensions of the passenger compartment;

3.2.5. A description of the relevant side interior fittings and protective systems installed in the vehicle;

3.2.6. A general description of the electrical power source type, location and the electrical power train (e.g. hybrid, electric).

3.3. The applicant for approval shall be entitled to present any data and results of tests carried out which make it possible to establish that compliance with the requirements can be achieved on prototype vehicles with a sufficient degree of accuracy.

3.4. A vehicle which is representative of the type to be approved shall be submitted to the Technical Service responsible for conducting the approval tests.

3.4.1. A vehicle not comprising all the components proper to the type may be accepted for tests provided that it can be shown that the absence of the components omitted has no detrimental effect on the performance prescribed in the requirements of this Regulation.

3.4.2. It shall be the responsibility of the applicant for approval to show that the application of paragraph 3.4.1 above is in compliance with the requirements of this Regulation.

4. APPROVAL

4.1. If the vehicle type submitted for approval pursuant to this Regulation meets the requirements of paragraph 5 below, approval of that vehicle type shall be granted.

4.2. In case of doubt, account shall be taken, when verifying the conformity of the vehicle to the requirements of this Regulation, of any data or test results provided by the manufacturer which can be taken into consideration in validating the approval test carried out by the Technical Service.

4.3. An approval number shall be assigned to each type approved. Its first two digits (at present 03 corresponding to the 03 series of amendments) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party may not assign the same approval number to another vehicle type.

4.4. Notice of approval or of extension or of refusal of approval of a vehicle type pursuant to this Regulation shall be communicated by the Parties to the Agreement applying this Regulation by means of a form conforming to the model in Annex 1 to this Regulation and photographs and/or diagrams and drawings supplied by the applicant for approval, in a format not exceeding A4 (210 × 297 mm) or folded to that format and on an appropriate scale.

4.5. There shall be affixed to every vehicle conforming to a vehicle type approved under this Regulation, conspicuously and in a readily accessible place specified on the approval form, an international approval mark consisting of:

4.5.1. A circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (2);

4.5.2. The number of this Regulation, followed by the letter ‘R’, a dash and the approval number, to the right of the circle prescribed in paragraph 4.5.1 above.

4.6. If the vehicle conforms to a vehicle type approved, under one or more other Regulations annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.5.1 above need not be repeated; in this case the Regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.5.1 above.

4.7. The approval mark shall be clearly legible and shall be indelible.

4.8. The approval mark shall be placed close to or on the vehicle data plate affixed by the manufacturer.

4.9. Annex 2 to this Regulation gives examples of approval marks.

5. SPECIFICATIONS AND TESTS

5.1. The vehicle shall undergo a test in accordance with Annex 4 to this Regulation.

5.1.1. The test will be carried out on the driver's side unless asymmetric side structures, if any, are so different as to affect the performance in a side impact. In that case either of the alternatives in paragraph 5.1.1.1 or 5.1.1.2 below may be used by agreement between the manufacturer and Type Approval Authority.

5.1.1.1. The manufacturer will provide the authority responsible for approval with information regarding the compatibility of performances in comparison with the driver's side when the test is being carried out on that side.

5.1.1.2. The Type Approval Authority, if concerned as to the construction of the vehicle, will decide to have the test performed on the side opposite the driver, this being considered the least favourable.

5.1.2. The Technical Service, after consultation with the manufacturer, may require the test to be carried out with the seat in a position other than the one indicated in paragraph 5.5.1 of Annex 4. This position shall be indicated in the test report (3).

5.1.3. The result of this test shall be considered satisfactory if the conditions set out in paragraphs 5.2 and 5.3 below are satisfied.

5.2. Performance criteria

Additionally, vehicles equipped with electric power train shall meet the requirements of paragraph 5.3.7 below. This can be met by a separate impact test at the request of the manufacturer and after validation by the Technical Service, provided that the electrical components do not influence the occupant protection performance of the vehicle type as defined in paragraphs 5.2.1 to 5.3.5 of this Regulation. In case of this condition the requirements of paragraph 5.3.7 shall be checked in accordance with the methods set out in Annex 4 to this Regulation, except paragraphs 6, 7 and Appendices 1 and 2. But the side-impact dummy shall be installed in the front seat on the impact side.

5.2.1. The performance criteria, as determined for the collision test in accordance with the Appendix 1 to Annex 4 to this Regulation shall meet the following conditions:

5.2.1.1. The head performance criterion (HPC) shall be less than or equal to 1 000; when there is no head contact, then the HPC shall not be measured or calculated but recorded as ‘No Head Contact.’

5.2.1.2. The thorax performance criteria shall be:

(a) Rib Deflection Criterion (RDC) less than or equal to 42 mm;

(b) Soft Tissue Criterion (VC) less or equal to 1,0 m/sec.

For a transitional period of 2 years after the date specified in paragraph 10.2 of this Regulation the V * C value is not a pass/fail criterion for the approval testing, but this value has to be recorded in the test report and to be collected by the approval authorities. After this transitional period, the VC value of 1,0 m/sec shall apply as a pass/fail criterion unless the Contracting Parties applying this Regulation decide otherwise.

5.2.1.3. The pelvis performance criterion shall be:

Pubic Symphysis Peak Force (PSPF) less than or equal to 6 kN.

5.2.1.4. The abdomen performance criterion shall be:

Abdominal Peak Force (APF) less than or equal to 2,5 kN internal force (equivalent to external force of 4,5 kN).

5.3. Particular requirements

5.3.1. No door shall open during the test.

5.3.1.1. In the case of automatically activated door locking systems which are installed optionally and/or which can be de-activated by the driver, this requirement shall be verified by using one of the following two test procedures, at the choice of the manufacturer:

5.3.1.1.1. If testing in accordance with Annex 4, paragraph 5.2.2.1, the manufacturer shall in addition demonstrate to the satisfaction of the Technical Service (e.g. manufacturer's in-house data) that, in the absence of the system or when the system is de-activated, no door will open in case of the impact.

5.3.1.1.2. If testing in accordance with Annex 4, paragraph 5.2.2.2, the manufacturer shall in addition demonstrate that the inertial load requirements of paragraph 6.1.4 of the 03 series of amendments to Regulation No 11 are met for the unlocked side doors on the non-struck side.

5.3.2. After the impact, the side doors on the non-struck side shall be unlocked.

5.3.2.1. In the case of vehicles equipped with an automatically activated door locking system, the doors shall be locked before the moment of impact and be unlocked after the impact at least on the non-struck side.

5.3.2.2. In the case of automatically activated door locking systems which are installed optionally and/or which can be de-activated by the driver, this requirement shall be verified by using one of the following two test procedures, at the choice of the manufacturer:

5.3.2.2.1. If testing in accordance with Annex 4, paragraph 5.2.2.1, the manufacturer shall in addition demonstrate to the satisfaction of the Technical Service (e.g. manufacturer's in-house data) that, in the absence of the system or when the system is de-activated, the side doors on the non-struck side are unlocked after the impact.

5.3.2.2.2. If testing in accordance with paragraph Annex 4, paragraph 5.2.2.2 the manufacturer shall in addition demonstrate that when applying the inertial load of paragraph 6.1.4 of the 03 series of amendments to Regulation No 11, the unlocked side doors on the non-struck side remain unlocked.

5.3.3. After the impact, it shall be possible without the use of tools to:

5.3.3.1. Open a sufficient number of doors provided for normal entry and exit of passengers, and if necessary tilt the seat-backs or seats to allow evacuation of all occupants;

5.3.3.2. Release the dummy from the protective system;

5.3.3.3. Remove the dummy from the vehicle;

5.3.4. No interior device or component shall become detached in such a way as noticeably to increase the risk of injury from sharp projections or jagged edges;

5.3.5. Ruptures, resulting from permanent deformation are acceptable, provided these do not increase the risk of injury;

5.3.6. If there is continuous leakage of liquid from the fuel-feed installation after the collision, the rate of leakage shall not exceed 30 g/min; if the liquid from the fuel-feed system mixes with liquids from the other systems and the various liquids cannot easily be separated and identified, all the liquids collected shall be taken into account in evaluating the continuous leakage.

5.3.7. Following the test conducted in accordance with the procedure defined in Annex 4 to this Regulation, the electrical power train operating on high voltage, and the high voltage components and systems, which are galvanically connected to the high voltage bus of the electric power train, shall meet the following requirements:

5.3.7.1. Protection against electrical shock

After the impact at least one of the four criteria specified in paragraph 5.3.7.1.1 through paragraph 5.3.7.1.4.2 shall be met.

If the vehicle has an automatic disconnect function, or device(s) that galvanically divide the electric power train circuit during driving condition, at least one of the following criteria shall apply to the disconnected circuit or to each divided circuit individually after the disconnect function is activated.

However criteria defined in 5.3.7.1.4 shall not apply if more than a single potential of a part of the high voltage bus is not protected under the conditions of protection degree IPXXB.

If the test is performed under the condition that part(s) of the high voltage system are not energised, the protection against electrical shock shall be proved by either paragraph 5.3.7.1.3 or 5.3.7.1.4 below for the relevant part(s).

For the coupling system for charging the REESS, which is not energised during driving conditions, at least one of the four criteria specified in paragraphs 5.3.7.1.1 to 5.3.7.1.4 below shall be met.

5.3.7.1.1. Absence of high voltage

The voltages Vb, V1 and V2 of the high voltage buses shall be equal or less than 30 VAC or 60 VDC as specified in paragraph 2 of Annex 9.

5.3.7.1.2. Low electrical energy

The total energy (TE) on the high voltage buses shall be less than 2,0 joules when measured according to the test procedure as specified in paragraph 3 of Annex 9 with the formula (a). Alternatively the total energy (TE) may be calculated by the measured voltage Vb of the high voltage bus and the capacitance of the X-capacitors (Cx) specified by the manufacturer according to formula (b) of paragraph 3 of Annex 9.

The energy stored in the Y-capacitors (TEy1, TEy2) shall also be less than 2,0 joules. This shall be calculated by measuring the voltages V1 and V2 of the high voltage buses and the electrical chassis, and the capacitance of the Y-capacitors specified by the manufacturer according to formula (c) of paragraph 3 of Annex 9.

5.3.7.1.3. Physical protection

For protection against direct contact with high voltage live parts, the protection degree IPXXB shall be provided.

In addition, for protection against electrical shock which could arise from indirect contact, the resistance between all exposed conductive parts and the electrical chassis shall be lower than 0,1 ohm when there is current flow of at least 0,2 ampere.

This requirement is satisfied if the galvanic connection has been made by welding.

5.3.7.1.4. Isolation resistance

The criteria specified in the paragraphs 5.3.7.1.4.1 and 5.3.7.1.4.2 below shall be met.

The measurement shall be conducted in accordance with paragraph 5 of Annex 9.

5.3.7.1.4.1. Electrical power train consisting of separate DC- or AC-buses.

If the AC high voltage buses and the DC high voltage buses are galvanically isolated from each other, isolation resistance between the high voltage bus and the electrical chassis (Ri, as defined in paragraph 5 of Annex 9) shall have a minimum value of 100 Ω/V of the working voltage for DC buses, and a minimum value of 500 Ω/V of the working voltage for AC buses.

5.3.7.1.4.2. Electrical power train consisting of combined DC- and AC-buses

If the AC high voltage buses and the DC high voltage buses are galvanically connected isolation resistance between the high voltage bus and the electrical chassis (Ri, as defined in paragraph 5 of Annex 9) shall have a minimum value of 500 Ω/V of the working voltage.

However, if the protection degree IPXXB is satisfied for all AC high voltage buses or the AC voltage is equal or less than 30 V after the vehicle impact, the isolation resistance between the high voltage bus and the electrical chassis (Ri, as defined in paragraph 5 of Annex 9) shall have a minimum value of 100 Ω/V of the working voltage.

5.3.7.2. Electrolyte spillage

In the period from the impact until 30 minutes after no electrolyte from the REESS shall spill into the passenger compartment and no more than 7 per cent of electrolyte shall spill from the REESS except open type traction batteries outside the passenger compartment. For open type traction batteries no more than 7 per cent with a maximum of 5,0 litres shall spill outside the passenger compartment.

The manufacturer shall demonstrate compliance in accordance with paragraph 6 of Annex 9.

5.3.7.3. REESS retention

REESS located inside the passenger compartment shall remain in the location in which they are installed and REESS components shall remain inside REESS boundaries.

No part of any REESS that is located outside the passenger compartment for electric safety assessment shall enter the passenger compartment during or after the impact test.

The manufacturer shall demonstrate compliance in accordance with paragraph 7 of Annex 9.

6. MODIFICATION OF THE VEHICLE TYPE

6.1. Any modification affecting the structure, the number and type of seats, the interior trim or fittings, or the position of the vehicle controls or of mechanical parts which might affect the energy-absorption capacity of the side of the vehicle, shall be brought to the notice of the Type Approval Authority granting approval. The Type Approval Authority may then either:

6.1.1. Consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the vehicle still complies with the requirements; or

6.1.2. Require a further test report from the Technical Service responsible for conducting the tests;

6.1.2.1. Any modification of the vehicle affecting the general form of the structure of the vehicle or any variation in the reference mass greater than 8 per cent which in the judgement of the authority would have a marked influence on the results of the test shall require a repetition of the test as described in Annex 4.

6.1.2.2. If the Technical Service, after consultation with the vehicle manufacturer, considers that modifications to a vehicle type are insufficient to warrant a complete retest then a partial test may be used. This would be the case if the reference mass is not more than 8 per cent different from the original vehicle or the number of front seats is unchanged. Variations of seat type or interior fittings need not automatically entail a full retest. An example of the approach to this problem is given in Annex 8.

6.2. Confirmation or refusal of approval, specifying the alteration, shall be communicated by the procedure specified in paragraph 4.4 above to the Parties to the Agreement which apply this Regulation.

6.3. The Type Approval Authority issuing an extension of approval shall assign a series number to each communication form drawn up for such an extension.

7. CONFORMITY OF PRODUCTION

The conformity of production procedures shall comply with those set out in the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2) with the following requirements.

7.1. Every vehicle approved under this Regulation shall be so manufactured as to conform to the type approved by meeting the requirements set out in paragraph 5 above.

7.2. The holder of the approval shall ensure that for each type of vehicle at least the tests concerning the taking of measurements are carried out.

7.3. The Type Approval Authority which has granted type approval may at any time verify the conformity control methods applied in each production facility. The normal frequency of these verifications shall be once every 2 years.

8. PENALTIES FOR NON-CONFORMITY OF PRODUCTION

8.1. The approval granted in respect of a vehicle type, pursuant to this Regulation, may be withdrawn if the requirement laid down in paragraph 7.1 above is not complied with, or if the vehicle or vehicles selected have failed to pass the checks prescribed in paragraph 7.2 above.

8.2. If a Contracting Party to the Agreement applying this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation by means of a communication form conforming to the model in Annex 1 to this Regulation.

9. PRODUCTION DEFINITIVELY DISCONTINUED

If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this Regulation, he shall so inform the Type Approval Authority which granted the approval. Upon receiving the relevant communication that Authority shall inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 1 to this Regulation.

10. TRANSITIONAL PROVISIONS

10.1. As from the official date of entry into force of supplement 1 to the 02 series of amendments, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by Supplement 1 to the 02 series of amendments.

10.2. As from 12 months after the entry into force of the 02 series of amendments Contracting Parties applying this Regulation shall grant approvals only to those types of vehicles which comply with the requirements of this Regulation as amended by the 02 series of amendments.

10.3. As from 60 months after the entry into service of the 02 series of amendments Contracting Parties applying this Regulation may refuse first national registration (first entry into service) of vehicles which do not meet the requirements of this Regulation as amended by the 02 series of amendments.

10.4. As from 36 months after the entry into force of Supplement 1 to the 02 series of amendments Contracting Parties applying this Regulation shall grant approvals only to those types of vehicles which comply with the requirements of this Regulation. as amended by Supplement 1 to the 02 series of amendments.

10.5. As from 84 months after the entry into force of Supplement 1 to the 02 series of amendments Contracting Parties applying this Regulation may refuse first national registration (first entry into service) of vehicles which do not meet the requirements of this regulation as amended by Supplement 1 to the 02 series of amendments.

10.6. As from the official date of entry into force of the 03 series of amendments, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by the 03 series of amendments.

10.7. As from 24 months after the official date of entry into force of the 03 series of amendments, Contracting Parties applying this Regulation shall grant approvals only to those types of vehicles which comply with the requirements of this Regulation as amended by the 03 series of amendments.

However, in the case of vehicles having an electrical power train operating on high voltage, an additional period of 12 months is granted provided that the manufacturer demonstrates, to the satisfaction of the Technical Service, that the vehicle provides equivalent levels of safety to those required by this Regulation as amended by the 03 series of amendments.

10.8. Contracting Parties applying this Regulation shall not refuse to grant extensions of approvals issued to the preceding series of amendments to this Regulation, when this extension does not entail any change to the propulsion system of the vehicle.

However, as from 48 months after the official date of entry into force of the 03 series of amendments, extensions to approvals issued to the previous series of amendments shall not be granted after this date in respect of vehicles having an electrical power train operating on high voltage.

10.9. Where at the time of entry into force of the 03 series of amendments to this Regulation national requirements exist to address the safety provisions of vehicles having an electrical power train operating on high voltage, those Contracting Parties applying this Regulation may refuse national approval of such vehicles not meeting the national requirements, unless these vehicles are approved to the 03 series of amendments to this Regulation.

10.10. As from 48 months after the entry into force of the 03 series of amendments to this Regulation, Contracting Parties applying this Regulation may refuse national or regional type approval and may refuse first national or regional registration (first entry into service) of a vehicle having an electrical power train operating on high voltage which does not meet the requirements of the 03 series of amendments to this Regulation.

10.11. Approvals of the vehicles to the 02 series of amendments to this Regulation which are not affected by the 03 series of amendments shall remain valid and Contracting Parties applying the Regulation shall continue to accept them.

10.12. Until 18 months after the date of entry into force of the Supplement 3 to the 03 series of amendments to this Regulation, Contracting Parties applying this Regulation can continue to grant type approvals to the 03 series of amendments to this Regulation without taking into account the provisions of Supplement 3.

11. NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS, AND OF TYPE APPROVAL AUTHORITIES

The Contracting Parties to the Agreement applying this Regulation shall communicate to the United Nations secretariat the names and addresses of the Technical Services responsible for conducting approval tests, and of the Type Approval Authority which grant approval and to which forms certifying approval or extension, or refusal or withdrawal of approval, issued in other countries, are to be sent.

(1) As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document ECE/TRANS/WP.29/78/Rev.3, para. 2 — www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

(2) The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in Annex 3 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document ECE/TRANS/WP.29/78/Rev. 3, Annex 3 — www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

(3) Until 30 September 2000, for the purposes of the test requirements, the range of normal longitudinal adjustments shall be limited such that the H-point lies within the length of the door aperture.

ANNEX 1

ANNEX 2 ARRANGEMENTS OF THE APPROVAL MARK MODEL A (See paragraph 4.5 of this Regulation) The above approval mark affixed to a vehicle shows that the vehicle type concerned has, with regard to the protection of the occupants in the event of a lateral collision, been approved in the Netherlands (E 4) pursuant to Regulation No 95 under approval number 031424. The approval number indicates that the approval was granted in accordance with the requirements of Regulation No 95 as amended by the 03 series of amendments. MODEL B (See paragraph 4.6 of this Regulation) The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved in the Netherlands (E 4) pursuant to Regulations Nos 95 and 24 (1). The first two digits of the approval numbers indicate that, at the dates when the respective approvals were granted. Regulation No 95 incorporated the 03 series of amendments and Regulation No 24 incorporated the 03 series of amendments. (1) The latter number is given only as an example.

ANNEX 3 Procedure for determining the ‘H’ point and the actual torso angle for seating positions in motor vehicles (1) Appendix 1 — Description of the three dimensional ‘H’ point machine (3-D H machine) ( 1 ) Appendix 2 — Three-dimensional reference system ( 1 ) Appendix 3 — Reference data concerning seating positions ( 1 ) (1) The procedure is described in Annex 1 to the Consolidated Resolution on the Construction of Vehicles (RE.3) (document ECE/TRANS/WP.29/78/Rev.3). www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

ANNEX 4 COLLISION TEST PROCEDURE 1. INSTALLATIONS 1.1. Testing ground The test area shall be large enough to accommodate the mobile deformable barrier propulsion system and to permit after-impact displacement of the vehicle impacted and installation of the test equipment. The part in which vehicle impact and displacement occur shall be horizontal, flat and uncontaminated, and representative of a normal, dry, uncontaminated road surface. 2. TEST CONDITIONS 2.1. The vehicle to be tested shall be stationary. 2.2. The mobile deformable barrier shall have the characteristics set out in Annex 5 to this Regulation. Requirements for the examination are given in the appendices to Annex 5. The mobile deformable barrier shall be equipped with a suitable device to prevent a second impact on the struck vehicle. 2.3. The trajectory of the mobile deformable barrier longitudinal median vertical plane shall be perpendicular to the longitudinal median vertical plane of the impacted vehicle. 2.4. The longitudinal vertical median plane of the mobile deformable barrier shall be coincident within ± 25 mm with a transverse vertical plane passing through the R point of the front seat adjacent to the struck side of the tested vehicle. The horizontal median plane limited by the external lateral vertical planes of the front face shall be at the moment of impact within two planes determined before the test and situated 25 mm above and below the previously defined plane. 2.5. Instrumentation shall comply with ISO 6487:1987 unless otherwise specified in this Regulation. 2.6. The stabilised temperature of the test dummy at the time of the side impact test shall be 22 ± 4 °C. 3. TEST SPEED The mobile deformable barrier speed at the moment of impact shall be 50 ± 1 km/h. This speed shall be stabilised at least 0,5 m before impact. Accuracy of measurement: 1 per cent. However, if the test was performed at a higher impact speed and the vehicle met the requirements, the test shall be considered satisfactory. 4. STATE OF THE VEHICLE 4.1. General specification The test vehicle shall be representative of the series production, shall include all the equipment normally fitted and shall be in normal running order. Some components may be omitted or replaced by equivalent masses where this omission or substitution clearly has no effect on the results of the test. It shall be allowed by agreement between manufacturer and Technical Service to modify the fuel system so that an appropriate amount of fuel can be used to run the engine or the electrical energy conversion system. 4.2. Vehicle equipment specification The test vehicle shall have all the optional arrangements or fittings likely to influence the results of the test. 4.3. Mass of the vehicle 4.3.1. The vehicle to be tested shall have the reference mass as defined in paragraph 2.10 of this Regulation. The mass of the vehicle shall be adjusted to ± 1 per cent of the reference mass. 4.3.2. The fuel tank shall be filled with water to a mass equal to 90 per cent of the mass of a full load of fuel as specified by the manufacturer with a tolerance of ± 1 per cent. This requirement does not apply to hydrogen fuel tanks. 4.3.3. All the other systems (brake, cooling, etc.) may be empty; in this case, the mass of the liquids shall be offset. 4.3.4. If the mass of the measuring apparatus on board of the vehicle exceeds the 25 kg allowed, it may be offset by reductions which have no noticeable effect on the results of the test. 4.3.5. The mass of the measuring apparatus shall not change each axle reference load by more than 5 per cent, each variation not exceeding 20 kg. 5. PREPARATION OF THE VEHICLE 5.1. The side windows at least on the struck side shall be closed. 5.2. The doors shall be closed, but not locked. 5.2.1. However, in the case of vehicles equipped with an automatically activated door locking system, it shall be ensured that all the side doors are locked before the test. 5.2.2. In the case of vehicles equipped with an automatically activated door locking system, which is installed optionally and/or which can be de-activated by the driver, one of the following two procedures shall be used at the choice of the manufacturer: 5.2.2.1. All the side doors shall be locked manually before the start of the test. 5.2.2.2. It shall be ensured that the side doors on the struck side are unlocked and the side doors on the non-struck side locked before the impact; the automatically activated door-locking system may be overridden for this test. 5.3. The transmission shall be placed in neutral and the parking brake disengaged. 5.4. The comfort adjustments of the seats, if any, shall be adjusted to the position specified by the vehicle manufacturer. 5.5. The seat containing the dummy, and its elements, if adjustable, shall be adjusted as follows: 5.5.1. The longitudinal adjustment device shall be placed with the locking device engaged in the position that is nearest to midway between the foremost and rearmost positions; if this position is between two notches, the rearmost notch shall be used. 5.5.2. The head restraint shall be adjusted such that its top surface is level with the centre of gravity of the dummy's head; if this is not possible, the head restraint shall be in the uppermost position. 5.5.3. Unless otherwise specified by the manufacturer, the seat-back shall be set such that the torso reference line of the three-dimensional H point machine is set at an angle of 25° ± 1° towards the rear. 5.5.4. All other seat adjustments shall be at the mid-point of available travel; however, height adjustment shall be at the position corresponding to the fixed seat, if the vehicle type is available with adjustable and fixed seats. If locking positions are not available at the respective mid-points of travel, the positions immediately rearward, down, or outboard of the mid-points shall be used. For rotational adjustments (tilt), rearward will be the adjustment direction which moves the head of the dummy rearwards. If the dummy protrudes outside the normal passenger volume, e.g. head into roof lining, then 1 cm clearance will be provided using: secondary adjustments, seat-back angle, or fore-aft adjustment in that order. 5.6. Unless otherwise specified by the manufacturer, the other front seats shall, if possible, be adjusted to the same position as the seat containing the dummy. 5.7. If the steering wheel is adjustable, all adjustments are positioned to their mid-travel locations. 5.8. Tyres shall be inflated to the pressure specified by the vehicle manufacturer. 5.9. The test vehicle shall be set horizontal about its roll axis and maintained by supports in that position until the side impact dummy is in place and after all preparatory work is complete. 5.10. The vehicle shall be at its normal attitude corresponding to the conditions set out in paragraph 4.3 above. Vehicles with suspension enabling their ground clearance to be adjusted shall be tested under the normal conditions of use at 50 km/h as defined by the vehicle manufacturer. This shall be assured by means of additional supports, if necessary, but such supports shall have no influence on the crash behaviour of the test vehicle during the impact. 5.11. Electrical power train adjustment 5.11.1. The REESS shall be at any state of charge, which allows the normal operation of the power train as recommended by the manufacturer. 5.11.2. The electrical power train shall be energised with or without the operation of the original electrical energy sources (e.g. engine-generator, REESS or electric energy conversion system), however: 5.11.2.1. By the agreement between Technical Service and manufacturer it shall be permissible to perform the test with all or parts of the electrical power train not being energised insofar as there is no negative influence on the test result. For parts of the electrical power train not energised, the protection against electrical shock shall be proved by either physical protection or isolation resistance and appropriate additional evidence. 5.11.2.2. In the case where an automatic disconnect is provided, at the request of the manufacturer it shall be permissible to perform the test with the automatic disconnection being triggered. In this case it shall be demonstrated that the automatic disconnect would have operated during the impact test. This includes the automatic activation signal as well as the galvanic separation considering the conditions as seen during the impact. 6. SIDE IMPACT DUMMY AND ITS INSTALLATION 6.1. The side impact dummy shall comply with the specifications given in Annex 6 and be installed in the front seat on the impact side according to the procedure given in Annex 7 to this Regulation. 6.2. The safety-belts or other restraint systems, which are specified for the vehicle, shall be used. Belts should be of an approved type, conforming to Regulation No 16 or to other equivalent requirements and mounted on anchorages conforming to Regulation No 14 or to other equivalent requirements. 6.3. The safety-belt or restraint system shall be adjusted to fit the dummy in accordance with the manufacturer's instructions; if there are no manufacturer's instructions, the height adjustment shall be set at middle position; if this position is not available, the position immediately below shall be used. 7. MEASUREMENTS TO BE MADE ON THE SIDE IMPACT DUMMY 7.1. The readings of the following measuring devices are to be recorded. 7.1.1. Measurements in the head of the dummy The resultant triaxial acceleration referring to the head centre of gravity. The head channel instrumentation shall comply with ISO 6487:1987 with: CFC: 1 000 Hz, and CAC: 150 g 7.1.2. Measurements in the thorax of the dummy The three thorax rib deflection channels shall comply with ISO 6487:1987 CFC: 1 000 Hz CAC: 60 mm 7.1.3. Measurements in the pelvis of the dummy The pelvis force channel shall comply with ISO 6487:1987 CFC: 1 000 Hz CAC: 15 kN 7.1.4. Measurements in the abdomen of the dummy The abdomen force channels shall comply with ISO 6487:1987 CFC: 1 000 Hz CAC: 5 kN Appendix 1 DETERMINATION OF PERFORMANCE DATA The required results of the tests are specified in paragraph 5.2 of this Regulation. 1. HEAD PERFORMANCE CRITERION (HPC) When head contact takes place, this performance criterion is calculated for the total duration between the initial contact and the last instant of the final contact. HPC is the maximum value of the expression: Where a is the resultant acceleration at the centre of gravity of the head in metres per second divided by 9,81 recorded versus time and filtered at channel frequency class 1 000 Hz; t1 and t2 are any two times between the initial contact and the last instant of the final contact. 2. THORAX PERFORMANCE CRITERIA 2.1. Chest deflection: the peak chest deflection is the maximum value of deflection on any rib as determined by the thorax displacement transducers, filtered at channel frequency class 180 Hz. 2.2. Viscous criterion: the peak viscous response is the maximum value of VC on any rib which is calculated from the instantaneous product of the relative thorax compression related to the half thorax and the velocity of compression derived by differentiation of the compression, filtered at channel frequency class 180 Hz. For the purposes of this calculation the standard width of the half thorax rib cage is 140 mm. Where D (metres) = rib deflection The calculation algorithm to be used is set out in Annex 4, Appendix 2. 3. ABDOMEN PROTECTION CRITERION The peak abdominal force is the maximum value of the sum of the three forces measured by transducers mounted 39 mm below the surface on the crash side, CFC 600 Hz. 4. PELVIS PERFORMANCE CRITERION The pubic symphisis peak force (PSPF) is the maximum force measured by a load cell at the pubic symphysis of the pelvis, filtered at channel frequency class 600 Hz. Appendix 2 THE PROCEDURE FOR CALCULATING THE VISCOUS CRITERION FOR EUROSID 1 The Viscous Criterion, VC, is calculated as the instantaneous product of the compression and the rate of deflection of the rib. Both are derived from the measurement of rib deflection. The rib deflection response is filtered once at Channel Frequency Class 180. The compression at time (t) is calculated as the deflection from this filtered signal expressed as the proportion of the half width of the Eurosid 1 chest, measured at the metal ribs (0,14 metres): The rib deflection velocity at time (t) is calculated from the filtered deflection as: where D(t) is the deflection at time (t) in metres and ∂t is the time interval in seconds between the measurements of deflection. The maximum value of ∂t shall be 1,25 × 10– 4 seconds. This calculation procedure is shown diagrammatically below:

ANNEX 5 MOBILE DEFORMABLE BARRIER CHARACTERISTICS 1. CHARACTERISTICS OF THE MOBILE DEFORMABLE BARRIER 1.1. The mobile deformable barrier (MDB) includes both an impactor and a trolley. 1.2. The total mass shall be 950 ± 20 kg. 1.3. The centre of gravity shall be situated in the longitudinal median vertical plane within 10 mm, 1 000 ± 30 mm behind the front axle and 500 ± 30 mm above the ground. 1.4. The distance between the front face of the impactor and the centre of gravity of the barrier shall be 2 000 ± 30 mm. 1.5. The ground clearance of the impactor shall be 300 ± 5 mm measured in static conditions from the lower edge of the lower front plate, before the impact. 1.6. The front and rear track width of the trolley shall be 1 500 ± 10 mm. 1.7. The wheelbase of the trolley shall be 3 000 ± 10 mm. 2. CHARACTERISTICS OF THE IMPACTOR The impactor consists of six single blocks of aluminium honeycomb, which have been processed in order to give a progressively increasing level of force with increasing deflection (see paragraph 2.1 below). Front and rear aluminium plates are attached to the aluminium honeycomb blocks. 2.1. Honeycomb blocks 2.1.1. Geometrical characteristics 2.1.1.1. The impactor consists of six joined zones whose forms and positioning are shown in Figures 1 and 2. The zones are defined as 500 ± 5 mm × 250 ± 3 mm in Figures 1 and 2. The 500 mm should be in the W direction and the 250 mm in the L direction of the aluminium honeycomb construction (see Figure 3). 2.1.1.2. The impactor is divided into 2 rows. The lower row shall be 250 ± 3 mm high, and 500 ± 2 mm deep after pre-crush (see paragraph 2.1.2 below), and deeper than the upper row by 60 ± 2 mm. 2.1.1.3. The blocks must be centred on the six zones defined in Figure 1 and each block (including incomplete cells) should cover completely the area defined for each zone). 2.1.2. Pre-crush 2.1.2.1. The pre-crush shall be performed on the surface of the honeycomb to which the front sheets are attached. 2.1.2.2. Blocks 1, 2 and 3 should be crushed by 10 ± 2 mm on the top surface prior to testing to give a depth of 500 ± 2 mm (Figure 2). 2.1.2.3. Blocks 4, 5 and 6 should be crushed by 10 ± 2 mm on the top surface prior to testing to give a depth of 440 ± 2 mm. 2.1.3. Material characteristics 2.1.3.1. The cell dimensions shall be 19 mm ± 10 per cent for each block (see Figure 4). 2.1.3.2. The cells must be made of 3003 aluminium for the upper row. 2.1.3.3. The cells must be made of 5052 aluminium for the lower row. 2.1.3.4. The aluminium honeycomb blocks should be processed such that the force deflection-curve when statically crushed (according to the procedure defined in paragraph 2.1.4 below) is within the corridors defined for each of the six blocks in Appendix 1 to this annex. Moreover, the processed honeycomb material used in the honeycomb blocks to be used for constructing the barrier, should be cleaned in order to remove any residue that may have been produced during the processing of the raw honeycomb material. 2.1.3.5. The mass of the blocks in each batch shall not differ by more than 5 per cent of the mean block mass for that batch. 2.1.4. Static tests 2.1.4.1. A sample taken from each batch of processed honeycomb core shall be tested according to the static test procedure described in paragraph 5 of this annex. 2.1.4.2. The force-compression for each block tested shall lie within the force deflection corridors defined in Appendix 1. Static force-deflection corridors are defined for each block of the barrier. 2.1.5. Dynamic test 2.1.5.1. The dynamic deformation characteristics, when impacted according to the protocol described in paragraph 6 of this annex. 2.1.5.2. Deviation from the limits of the force-deflection corridors characterising the rigidity of the impactor — as defined in Appendix 2 of this annex — may be allowed provided that: 2.1.5.2.1. The deviation occurs after the beginning of the impact and before the deformation of the impactor is equal to 150 mm; 2.1.5.2.2. The deviation does not exceed 50 per cent of the nearest instantaneous prescribed limit of the corridor; 2.1.5.2.3. Each deflection corresponding to each deviation does not exceed 35 mm of deflection, and the sum of these deflections does not exceed 70 mm (see Appendix 2 to this annex); 2.1.5.2.4. The sum of energy derived from deviating outside the corridor does not exceed 5 per cent of the gross energy for that block. 2.1.5.3. Blocks 1 and 3 are identical. Their rigidity is such that their force deflection curves fall between corridors of Figure 2a. 2.1.5.4. Blocks 5 and 6 are identical. Their rigidity is such that their force deflection curves fall between corridors of Figure 2d. 2.1.5.5 The rigidity of block 2 is such that its force deflection curves fall between corridors of Figure 2b. 2.1.5.6. The rigidity of block 4 is such that its force deflection curves fall between corridors of Figure 2c. 2.1.5.7. The force-deflection of the impactor as a whole shall fall between corridors of Figure 2e. 2.1.5.8. The force-deflection curves shall be verified by a test detailed in Annex 5, paragraph 6, consisting of an impact of the barrier against a dynamometric wall at 35 ± 0,5 km/h. 2.1.5.9. The dissipated energy (1) against blocks 1 and 3 during the test shall be equal to 9,5 ± 2 kJ for these blocks. 2.1.5.10. The dissipated energy against blocks 5 and 6 during the test shall be equal to 3,5 ± 1 kJ for these blocks. 2.1.5.11. The dissipated energy against block 4 shall be equal to 4 ± 1 kJ. 2.1.5.12. The dissipated energy against block 2 shall be equal to 15 ± 2 kJ. 2.1.5.13. The dissipated total energy during the impact shall be equal to 45 ± 3 kJ. 2.1.5.14. The maximum impactor deformation from the point of first contact, calculated from integration of the accelerometers according to paragraph 6.6.3 of this annex, shall be equal to 330 ± 20 mm. 2.1.5.15. The final residual static impactor deformation measured after the dynamic test at level B (Figure 2) shall be equal to 310 ± 20 mm. 2.2. Front plates 2.2.1. Geometrical characteristics 2.2.1.1. The front plates are 1 500 ± 1 mm wide and 250 ± 1 mm high. The thickness is 0,5 ± 0,06 mm. 2.2.1.2. When assembled the overall dimensions of the impactor (defined in Figure 2) shall be: 1 500 ± 2,5 mm wide and 500 ± 2,5 mm high. 2.2.1.3. The upper edge of the lower front plate and the lower edge of the upper front plate should be aligned within 4 mm. 2.2.2. Material characteristics 2.2.2.1. The front plates are manufactured from aluminium of series AlMg2 to AlMg3 with elongation ≥ 12 per cent, and a UTS ≥ 175 N/mm2. 2.3. Back plate 2.3.1. Geometric characteristics 2.3.1.1. The geometric characteristics shall be according to Figures 5 and 6. 2.3.2. Material characteristics 2.3.2.1. The back plate shall consist of a 3 mm aluminium sheet. The back plate shall be manufactured from aluminium of series AlMg2 to AlMg3 with hardness between 50 and 65 HBS. This plate shall be perforated with holes for ventilation: the location, the diameter and pitch are shown in Figures 5 and 7. 2.4. Location of the honeycomb blocks 2.4.1. The honeycomb blocks shall be centred on the perforated zone of the back plate (Figure 5). 2.5. Bonding 2.5.1. For both the front and the back plates, a maximum of 0,5 kg/m2 shall be applied evenly directly over the surface of the front plate, giving a maximum film thickness of 0,5 mm. The adhesive to be used throughout should be a two-part polyurethane {such as Ciba Geigy XB5090/1 resin with XB5304 hardener} or equivalent. 2.5.2. For the back plate the minimum bonding strength shall be 0,6 MPa, (87 psi), tested according to paragraph 2.5.3. 2.5.3. Bonding strength tests: 2.5.3.1. Flatwise tensile testing is used to measure bond strength of adhesives according to ASTM C297-61. 2.5.3.2. The test piece should be 100 mm × 100 mm, and 15 mm deep, bonded to a sample of the ventilated back plate material. The honeycomb used should be representative of that in the impactor, i.e. chemically etched to an equivalent degree as that near to the back plate in the barrier but without pre-crushing. 2.6. Traceability 2.6.1. Impactors shall carry consecutive serial numbers which are stamped, etched or otherwise permanently attached, from which the batches for the individual blocks and the date of manufacture can be established 2.7. Impactor attachment 2.7.1. The fitting on the trolley must be according to Figure 8. The fitting will use six M8 bolts, and nothing shall be larger than the dimensions of the barrier in front of the wheels of the trolley. Appropriate spacers must be used between the lower back plate flange and the trolley face to avoid bowing of the back plate when the attachment bolts are tightened. 3. VENTILATION SYSTEM 3.1. The interface between the trolley and the ventilation system should be solid, rigid and flat. The ventilation device is part of the trolley and not of the impactor as supplied by the manufacturer. Geometrical characteristics of the ventilation device shall be according to Figure 9. 3.2. Ventilation device mounting procedure. 3.2.1. Mount the ventilation device to the front plate of the trolley; 3.2.2. Ensure that a 0,5 mm thick gauge cannot be inserted between the ventilation device and the trolley face at any point. If there is a gap greater than 0,5 mm, the ventilation frame will need to be replaced or adjusted to fit without a gap of > 0,5 mm. 3.2.3. Dismount the ventilation device from the front of the trolley; 3.2.4. Fix a 1,0 mm thick layer of cork to the front face of the trolley; 3.2.5. Re-mount the ventilation device to the front of the trolley and tighten to exclude air gaps. 4. CONFORMITY OF PRODUCTION The conformity of production procedures shall comply with those set out in the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements: 4.1. The manufacturer shall be responsible for the conformity of production procedures and for that purpose must in particular: 4.1.1. Ensure the existence of effective procedures so that the quality of the products can be inspected; 4.1.2. Have access to the testing equipment needed to inspect the conformity of each product; 4.1.3. Ensure that the test results are recorded and that the documents remain available for a time period of 10 years after the tests; 4.1.4. Demonstrate that the samples tested are a reliable measure of the performance of the batch (examples of sampling methods according to batch production are given below). 4.1.5. Analyse results of tests in order to verify and ensure the stability of the barrier characteristics, making allowance for variations of an industrial production, such as temperature, raw materials quality, time of immersion in chemical, chemical concentration, neutralisation, etc. and the control of the processed material in order to remove any residue from the processing. 4.1.6. Ensure that any set of samples or test pieces giving evidence of non-conformity gives rise to a further sampling and test. All the necessary steps must be taken to restore conformity of the corresponding production. 4.2. The manufacturer's level of certification must be at least ISO 9002 standard. 4.3. Minimum conditions for the control of production: the holder of an agreement will ensure the control of conformity following the methods hereunder described. 4.4. Examples of sampling according to batch 4.4.1. If several examples of one block type are constructed from one original block of aluminium honeycomb and are all treated in the same treatment bath (parallel production), one of these examples could be chosen as the sample, provided care is taken to ensure that the treatment is evenly applied to all blocks. If not, it may be necessary to select more than one sample. 4.4.2. If a limited number of similar blocks (say 3 to 20) are treated in the same bath (serial production), then the first and last block treated in a batch, all of which are constructed from the same original block of aluminium honeycomb, should be taken as representative samples. If the first sample complies with the requirements but the last does not, it may be necessary to take further samples from earlier in the production until a sample that does comply is found. Only the blocks between these samples should be considered to be approved. 4.4.3. Once experience is gained with the consistency of production control, it may be possible to combine both sampling approaches, so that more than one groups of parallel production can be considered to be a batch provided samples from the first and last production groups comply. 5. STATIC TESTS 5.1. One or more samples (according to the batch method) taken from each batch of processed honeycomb core shall be tested, according to the following test procedure: 5.2. The sample size of the aluminium honeycomb for static tests shall be the size of a normal block of the impactor, that is to say 250 mm × 500 mm × 440 mm for top row and 250 mm × 500 mm × 500 mm for the bottom row. 5.3. The samples should be compressed between two parallel loading plates which are at least 20 mm larger than the block cross section. 5.4. The compression speed shall be 100 millimetres per minute, with a tolerance of 5 per cent. 5.5. The data acquisition for static compression shall be sampled at a minimum of 5 Hz. 5.6. The static test shall be continued until the block compression is at least 300 mm for blocks 4 to 6 and 350 mm for blocks 1 to 3. 6. DYNAMIC TESTS For every 100 barrier faces produced, the manufacturer shall make one dynamic test against a dynamometric wall supported by a fixed rigid barrier, according to the method described below. 6.1. Installation 6.1.1. Testing ground 6.1.1.1. The test area shall be large enough to accommodate the run-up-track of the mobile deformable barrier, the rigid barrier and the technical equipment necessary for the test. The last part of the track, for at least 5 metres before the rigid barrier, shall be horizontal, flat and smooth. 6.1.2. Fixed rigid barrier and dynamometric wall 6.1.2.1. The rigid wall shall consist of a block of reinforced concrete not less than 3 metres wide and not less than 1,5 metres high. The thickness of the rigid wall shall be such that it weighs at least 70 tonnes. 6.1.2.2. The front face shall be vertical, perpendicular to the axis of the run-up-tack and equipped with six load cell plates, each capable of measuring the total load on the appropriate block of the mobile deformable barrier impactor at the moment of impact. The load cell impact plate area centres shall align with those of the six impact zones of the mobile deformable barrier face. Their edges shall clear adjacent areas by 20 mm such that, within the tolerance of impact alignment of the MDB, the impact zones will not contact the adjacent impact plate areas. Cell mounting and plate surfaces shall be in accordance with the requirements set out in the annex to standard ISO 6487:1987. 6.1.2.3. Surface protection, comprising a plywood face (thickness: 12 ± 1 mm), is added to each load cell plate such that it shall not degrade the transducer responses. 6.1.2.4. The rigid wall shall be either anchored in the ground or placed on the ground with, if necessary, additional arresting devices to limit its deflection. A rigid wall (to which the load cells are attached) having different characteristics but giving results that are at least equally conclusive may be used. 6.2. Propulsion of the mobile deformable barrier At the moment of impact the mobile deformable barrier shall no longer be subject to the action of any additional steering or propelling device. It shall reach the obstacle on a course perpendicular to the front surface of the dynamometric wall. Impact alignment shall be accurate to within 10 mm. 6.3. Measuring instruments 6.3.1. Speed The impact speed shall be 35 ± 0,5 km/h the instrument used to record the speed on impact shall be accurate to within 0,1 per cent. 6.3.2. Loads Measuring instruments shall meet the specifications set forth in ISO 6487:1987 CFC for all blocks : 60 Hz CAC for blocks 1 and 3 : 200 kN CAC for blocks 4, 5 and 6 : 100 kN CAC for block 2 : 200 kN 6.3.3. Acceleration 6.3.3.1. The acceleration in the longitudinal direction shall be measured at three separate positions on the trolley, one centrally and one at each side, at places not subject to bending. 6.3.3.2. The central accelerometer shall be located within 500 mm of the location of the centre of gravity of the MDB and shall lie in a vertical longitudinal plane which is within ± 10 mm of the centre of gravity of the MDB. 6.3.3.3. The side accelerometers shall be at the same height as each other ± 10 mm and at the same distance from the front surface of the MDB ± 20 mm 6.3.3.4. The instrumentation shall comply with ISO 6487:1987 with the following specifications: CFC 1 000 Hz (before integration) CAC 50 g 6.4. General specifications of barrier 6.4.1. The individual characteristics of each barrier shall comply with paragraph 1 of this annex and shall be recorded. 6.5. General specifications of the impactor 6.5.1. The suitability of an impactor as regards the dynamic test requirements shall be confirmed when the outputs from the six load cell plates each produce signals complying with the requirements indicated in this annex. 6.5.2. Impactors shall carry consecutive serial numbers which are stamped, etched or otherwise permanently attached, from which the batches for the individual blocks and the date of manufacture can be established. 6.6. Data processing procedure 6.6.1. Raw data: At time T = T0, all offsets should be removed from the data. The method by which offsets are removed shall be recorded in the test report. 6.6.2. Filtering 6.6.2.1. The raw data will be filtered prior to processing/calculations. 6.6.2.2. Accelerometer data for integration will be filtered to CFC 180, ISO 6487:1987. 6.6.2.3. Accelerometer data for impulse calculations will be filtered to CFC 60, ISO 6487:1987. 6.6.2.4. Load cell data will be filtered to CFC 60, ISO 6487:1987. 6.6.3. Calculation of MDB face deflection 6.6.3.1. Accelerometer data from all three accelerometers individually (after filtering at CFC 180), will be integrated twice to obtain deflection of the barrier deformable element. 6.6.3.2. The initial conditions for deflection are: 6.6.3.2.1. Velocity= impact velocity (from speed measuring device). 6.6.3.2.2. Deflection= 0 6.6.3.3. The deflection at the left hand side, mid-line and right hand side of the mobile deformable barrier will be plotted with respect to time. 6.6.3.4. The maximum deflection calculated from each of the three accelerometers should be within 10 mm. If it is not the case, then the outlier should be removed and difference between the deflections calculated from the remaining two accelerometers checked to ensure that it is within 10 mm. 6.6.3.5. If the deflections as measured by the left hand side, right hand side and mid-line accelerometers are within 10 mm, then the mean acceleration of the three accelerometers should be used to calculate the deflection of the barrier face. 6.6.3.6. If the deflection from only two accelerometers meets the 10 mm requirement, then the mean acceleration from these two accelerometers should be used to calculate the deflection for the barrier face. 6.6.3.7. If the deflections calculated from all three accelerometers (left hand side, right hand side and mid-line) are NOT within the 10 mm requirement, then the raw data should be reviewed to determine the causes of such large variation. In this case the individual test house will determine which accelerometer data should be used to determine mobile deformable barrier deflection or whether none of the accelerometer readings can be used, in which case, the certification test must be repeated. A full explanation should be given in the test report. 6.6.3.8. The mean deflection-time data will be combined with the load cell wall force-time data to generate the force-deflection result for each block. 6.6.4. Calculation of energy The absorbed energy for each block and for the whole MDB face should be calculated up to the point of peak deflection of the barrier. Where: t0 is the time of first contact, t1 is the time where the trolley comes to rest, i.e. where u = 0, s is the deflection of the trolley deformable element calculated according to paragraph 6.6.3. 6.6.5. Verification of dynamic force data 6.6.5.1. Compare the total impulse, I, calculated from the integration of the total force over the period of contact, with the momentum change over that period (M*)V). 6.6.5.2. Compare the total energy change to the change in kinetic energy of the MDB, given by: Where Vi is the impact velocity and M the whole mass of the MDB If the momentum change (M*)V) is not equal to the total impulse (I) ± 5 per cent, or if the total energy absorbed (E En) is not equal to the kinetic energy, EK ± 5 per cent, then the test data must be examined to determine the cause of this error. Figure 1 Design of impactor (2) Figure 2 Impact Top Figure 3 Aluminium honeycomb orientation Figure 4 Dimension of aluminium honeycomb cells Figure 5 Design of the back plate Figure 6 Attachment of backplate to ventilation device and trolley face plate Figure 7 Staggered pitch for the back plate ventilation holes Top and bottom back plate flanges Note: The attachment holes in the bottom flange may be opened to slots, as shown below, for ease of attachment provided sufficient grip can be developed to avoid detachment during the whole impact test. Figure 8 Figure 9 Ventilation frame The ventilation device is a structure made of a plate that is 5 mm thick and 20 mm wide. Only the vertical plates are perforated with nine 8 mm holes in order to let air circulate horizontally. (1) The amounts of energy indicated are the amounts of energy dissipated by the system when the extent to which the impactor is crushed is greatest. (2) All dimensions are in mm. The tolerances on the dimensions of the blocks allow for the difficulties of measuring cut aluminium honeycomb. The tolerance on the overall dimension of the impactor is less than that for the individual blocks since the honeycomb blocks can be adjusted, with overlap if necessary, to maintain a more closely defined impact face dimension. Appendix 1 FORCE-DEFLECTION CURVES FOR STATIC TESTS Figure 1a Blocks 1 & 3 Figure 1b Block 2 Figure 1c Block 4 Figure 1d Blocks 5 & 6 Appendix 2 FORCE-DEFLECTION CURVES FOR DYNAMIC TESTS Figure 2a Blocks 1 & 3 Figure 2b Block 2 Figure 2c Block 4 Figure 2d Blocks 5 & 6 Figure 2e Blocks total Appendix 3 EXAMINATION OF THE MOBILE DEFORMABLE BARRIER 1. SCOPE This appendix contains a prescription for the examination of the mobile deformable barrier. The Type Approval Authority is responsible for the mobile deformable barrier meeting the specifications using a test against a dynamometric wall supported by a fixed rigid barrier. 2. INSTALLATION 2.1. Testing ground The test area shall be large enough to accommodate the run-up track of the mobile deformable barrier, the rigid barrier and the technical equipment necessary for the test. The last part of the track, for at least 5 m before the rigid barrier, shall be horizontal, flat and smooth. 2.2. Fixed rigid barrier and dynamometric wall 2.2.1. The rigid barrier shall consist of a block of reinforced concrete not less than 3 m wide in front and not less than 1,5 m high. The thickness of the rigid barrier shall be such that it weighs at least 70 tonnes. The front face shall be vertical, perpendicular to the axis of the run-up track and covered with load cells capable of measuring the total load on each block of the mobile deformable barrier impactor at the moment of impact. The impact plate area centres shall align with those of the chosen mobile deformable barrier; their edges shall clear adjacent areas by 20 mm. Cell mounting and plate surfaces shall be in accordance with the requirements set out in the annex to ISO 6487:1987. In cases where surface protection is added, it shall not degrade the transducer responses. 2.2.2. The rigid barrier shall be either anchored in the ground or placed on the ground with, if necessary, additional arresting devices to limit its displacement. A rigid barrier with load cells having different characteristics but giving results that are at least equally conclusive may be used. 3. PROPULSION OF THE MOBILE DEFORMABLE BARRIER At the moment of impact the mobile deformable barrier shall no longer be subject to the action of any additional steering or propelling device. It shall reach the obstacle on a course perpendicular to the collision barrier. Impact alignment shall be accurate to within 10 mm. 4. MEASURING INSTRUMENTS 4.1. Speed The impact speed shall be 35 + 2 – 2 km/h. The instrument used to record the speed on impact shall be accurate to within one per cent. 4.2. Loads Measuring instruments shall meet the specifications set forth in ISO 6487:1987 CFC for all blocks = 60 Hz CAC for blocks 1 and 3 = 120 kN CAC for blocks 4, 5 and 6 = 60 kN CAC for block 2 = 140 kN 4.3. Acceleration The acceleration in the longitudinal direction shall be measured at a place not subject to bending. The instrumentation shall comply with ISO 6487:1987 with the following specifications: CFC 1 000 Hz (before integration) CFC 60 Hz (after integration) CAC 50 g 5. GENERAL SPECIFICATION OF BARRIER 5.1. The individual characteristics of each barrier shall comply with paragraph 1 of Annex 5 and shall be recorded. 6. GENERAL SPECIFICATION OF THE IMPACTOR TYPE 6.1. The suitability of an impactor type shall be confirmed when the outputs from the six load cells each produce signals complying with the requirements indicated in Annex 5, paragraph 2.2 when recorded. 6.2. Impactors shall carry consecutive serial numbers including the date of manufacture.

ANNEX 6 TECHNICAL DESCRIPTION OF THE SIDE IMPACT DUMMY 1. GENERAL 1.1. The side impact dummy prescribed in this Regulation, including the instrumentation and calibration, is described in technical drawings and a user's manual (1). 1.2. The dimensions and masses of the side impact dummy represent a 50th percentile adult male, without lower arms. 1.3. The side impact dummy consists of a metal and plastic skeleton covered by flesh-simulating rubber, plastic and foam. 2. CONSTRUCTION 2.1. For an overview of the side impact dummy see Figure 1 for a scheme and the parts breakdown in Table 1 of this annex. 2.2. Head 2.2.1. The head is shown as part No 1 in Figure 1 of this annex. 2.2.2. The head consists of an aluminium shell covered by a pliable vinyl skin. The interior of the shell is a cavity accommodating tri-axial accelerometers and ballast. 2.2.3. At the head-neck interface a load cell replacement is built in. This part can be replaced with an upper neck load-cell. 2.3. Neck 2.3.1. The neck is shown as part No 2 in Figure 1 of this annex. 2.3.2. The neck consists of a head-neck interface piece, a neck-thorax interface piece and a central section that links the two interfaces to one another. 2.3.3. The head-neck interface piece (part No 2a) and the neck-thorax interface piece (part No 2c) both consist of two aluminium disks linked together by means of a half spherical screw and eight rubber buffers. 2.3.4. The cylindrical central section (part No 2b) is made of rubber. At both sides an aluminium disk of the interface pieces is moulded in the rubber part. 2.3.5. The neck is mounted on the neck-bracket, shown as part No 2d in Figure 1 of this annex. This bracket can optionally be replaced with a lower neck load-cell. 2.3.6. The angle between the two faces of the neck-bracket is 25°. Because the shoulder block is inclined 5° backwards, the resulting angle between the neck and torso is 20°. 2.4. Shoulder 2.4.1. The shoulder is shown as part No 3 in Figure 1 of this annex. 2.4.2. The shoulder consists of a shoulder box, two clavicles and a shoulder foam cap. 2.4.3. The shoulder block (part No 3a) consists of an aluminium spacer block, an aluminium plate on top and an aluminium plate on the bottom of the spacer block. Both plates are covered with a polytetrafluoroethylene (PTFE)-coating. 2.4.4. The clavicles (part No 3b), made of cast polyurethane (PU)-resin, are designed to evolve over the spacer block. The clavicles are held back in their neutral position by two elastic cords (part No 3c) which are clamped to the rear of the shoulder box. The outer edge of both clavicles accommodates a design allowing for standard arm positions. 2.4.5. The shoulder cap (part No 3d) is made of low-density polyurethane foam and is attached to the shoulder block. 2.5. Thorax 2.5.1. The thorax is shown as part No 4 in Figure l of this annex. 2.5.2. The thorax consists of a rigid thoracic spine box and three identical rib modules. 2.5.3. The thoracic spine box (part No 4a) is made of steel. On the rear surface a steel spacer and curved, polyurethane (PU)-resin, back plate is mounted (part No 4b). 2.5.4. The top surface of the thoracic spine box is inclined 5° backwards. 2.5.5. At the lower side of the spine box a T12 load cell or load cell replacement (part No 4j) is mounted. 2.5.6. A rib module (part No 4c) consists of a steel rib bow covered by a flesh-simulating open-cell polyurethane (PU) foam (part No 4d), a linear guide system assembly (part No 4e) linking the rib and spine box together, a hydraulic damper (part No 4f) and a stiff damper spring (part No 4g). 2.5.7. The linear guide system (part No 4e) allows the sensitive rib side of the rib bow (part No 4d) to deflect with respect to the spine box (part No 4a) and the non-sensitive side. The guide system assembly is equipped with linear needle bearings. 2.5.8. A tuning spring is located in the guide system assembly (part No 4h). 2.5.9. A rib displacement transducer (part No 4i) can be installed on the spine box mounted part of guide system (part No 4e) and connected to the outer end of the guide system at the sensitive side of the rib. 2.6. Arms 2.6.1. The arms are shown as part No 5 in Figure 1 of this annex. 2.6.2. The arms have a plastic skeleton covered by a polyurethane (PU) flesh representation with a polyvinylchloride (PVC) skin. The flesh representation consists of a high density polyurethane (PU) moulding upper part and a polyurethane (PU) foam lower part. 2.6.3. The shoulder-arm joint allows for discrete arm positions at 0, 40 and 90° setting with respect to the torso axis. 2.6.4. The shoulder-arm joint allows for a flexion-extension rotation only. 2.7. Lumbar spine 2.7.1. The lumbar spine is shown as part No 6 in Figure 1 of this annex. 2.7.2. The lumbar spine consists of a solid rubber cylinder with two steel interface plates at each end, and a steel cable inside the cylinder. 2.8. Abdomen 2.8.1. The abdomen is shown as part No 7 in Figure 1 of this annex. 2.8.2. The abdomen consists of a rigid central part and a foam covering. 2.8.3. The central part of the abdomen is a metal casting (part No 7A). A cover plate is mounted on top of the casting. 2.8.4. The covering (part No 7b) is made of polyurethane (PU) foam. A curved slab of rubber filled with lead-pellets is integrated in the foam covering at both sides. 2.8.5. Between the foam covering and the rigid casting at each side of the abdomen, either three force transducers (part No 7c) or three non-measuring replacement units can be mounted. 2.9. Pelvis 2.9.1. The pelvis is shown as part No 8 in Figure 1 of this annex. 2.9.2. The pelvis consists of a sacrum block, two iliac wings, two hip joints assemblies and a flesh simulating foam covering. 2.9.3. The sacrum (part No 8a) consists of a mass tuned metal block and a metal plate mounted on top of this block. In the aft side of the block is a cavity to facilitate the application of instrumentation. 2.9.4. The iliac wings (part No 8b) are made of polyurethane (PU)-resin. 2.9.5. The hip joints assemblies (part No 8c) are made of steel parts. They consist of an upper femur bracket and a ball joint connected to an axle passing through the dummy's H-point. 2.9.6. The flesh system (part No 8d) is made of a polyvinlychloride (PVC) skin filled with polyurethane (PU) foam. At the H-point location the skin is replaced by open-cell polyurethane (PU) foam block (part No 8e), backed up with a steel plate fixed on the iliac wing by an axle support going through the ball joint. 2.9.7. The iliac wings are attached to the sacrum block at the aft side and linked together at the pubic symphysis location by a force transducer (part No 8f) or a replacement transducer. 2.10. Legs 2.11. The legs are shown as part No 9 in Figure 1 of this annex. 2.11.1. The legs consist of a metal skeleton covered by a flesh-stimulating polyurethane (PU) foam with a polyvinlychloride (PVC) skin. 2.11.2. A high-density polyurethane (PU) moulding with a polyvinlychloride (PVC) skin represents the thigh flesh of the upper legs. 2.11.3. The knee and ankle joint allow for a flexion/extension rotation only. 2.12. Suit 2.12.1. The suit is not shown in Figure 1 of this annex. 2.12.2. The suit is made of rubber and covers the shoulders, thorax, upper part of the arms, the abdomen and lumbar spine, the upper part of the pelvis. Figure 1 Construction of side impact dummy Table 1 Side Impact Dummy Components (See Figure 1) Part No Description Number 1 Head 1 2 Neck 1 2a Head-neck interface 1 2b Central section 1 2c Neck-thorax interface 1 2d Neck-bracket 1 3 Shoulder 1 3a Shoulder box 1 3b Clavicles 2 3c Elastic cord 2 3d Shoulder foam cap 1 4 Thorax 1 4a Thoracic spine 1 4b Back plate (curved) 1 4c Rib module 3 4d Rib bow covered with flesh 3 4e Piston-cylinder assembly 3 4f Damper 3 4g Stiff damper spring 3 4h Tuning spring 3 4i Displacement transducer 3 4j T12 load cell or load cell replacement 1 5 Arm 2 6 Lumbar spine 1 7 Abdomen 1 7a Central casting 1 7b Flesh covering 1 7c Force transducer 3 8 Pelvis 1 8a Sacrum block 1 8b Iliac wings 2 8c Hip joint assembly 2 8d Flesh covering 1 8e H-point foam block 2 8f Force transducer or replacement 1 9 Leg 2 10 Suit 1 3. ASSEMBLY OF THE DUMMY 3.1. Head-neck 3.1.1. The required torque on the half-spherical screws for assembly of the neck is 10 Nm. 3.1.2. The head-upper neck load cell assembly is mounted to the head-neck interface plate of the neck by four screws. 3.1.3. The neck-thorax interface plate of the neck is mounted to the neck-bracket by four screws. 3.2. Neck-shoulder-thorax 3.2.1. The neck-bracket is mounted to the shoulder block by four screws. 3.2.2. The shoulder-block is mounted to the top-surface of the thoracic spine box by three screws. 3.3. Shoulder-arm 3.3.1. The arms are mounted to the shoulder clavicles by means of a screw and an axial bearing. The screw shall be tightened to obtain a 1-2 g holding force of the arm on its pivot. 3.4. Thorax-lumbar spine-abdomen 3.4.1. The mounting direction of rib modules in the thorax shall be adapted to the required impact side. 3.4.2. A lumbar spine adapter is mounted to the T12 load cell or load cell replacement at the lower part of the thoracic spine by two screws. 3.4.3. The lumbar spine adapter is mounted to the top of the lumbar spine with four screws. 3.4.4. The mounting flange of the central abdominal casting is clamped between the lumbar spine adapter and the lumbar spine top plate. 3.4.5. The location of the abdominal force transducers shall be adapted to the required impact side. 3.5. Lumbar spine-pelvis-legs 3.5.1. The lumbar spine is mounted to the sacrum block cover plate by three screws. In case of using the lower lumbar spine load cell four screws are used. 3.5.2. The lumbar spine bottom plate is mounted to the sacrum block of the pelvis by three screws. 3.5.3. The legs are mounted to the upper femur bracket of the pelvis hip joint assembly by a screw. 3.5.4. The knee and ankle links in the legs can be adjusted to obtain a 1-2 g holding force. 4. MAIN CHARACTERISTICS 4.1. Mass 4.1.1. The masses of the main dummy components are presented in table 2 of this annex. Table 2 Dummy Component Masses Component (body part) Mass (kg) Tolerance ± (kg) Principle contents Head 4,0 0,2 Complete head assembly including tri-axial accelerometer and upper neck load cell or replacement Neck 1,0 0,05 Neck, not including neck bracket Thorax 22,4 1,0 Neck bracket, shoulder cap, shoulders assembly, arm attachment bolts, spine box, torso back plate, rib modules, rib deflection transducers, torso back plate load cell or replacement, T12–load cell or replacement, abdomen central casting, abdominal force transducers, 2/3 of suit Arm (each) 1,3 0,1 Upper arm, including arm positioning plate (each) Abdomen and lumbar spine 5,0 0,25 Abdomen flesh covering and lumbar spine Pelvis 12,0 0,6 Sacrum block, lumbar spine mounting plate, hip ball joints, upper femur brackets, iliac wings, pubic force transducer, pelvis flesh covering, 1/3 of suit Leg (each) 12,7 0,6 Foot, lower and upper leg and flesh as far as junction with upper femur (each) Total dummy 72,0 1,2 4.2. Principal dimensions 4.2.1. The principal dimensions of the side impact dummy (including the suit), based on Figure 2 of this annex, are given in Table 3 of this annex. The dimensions are measured without suit. Figure 2 Measurements for principal dummy dimensions (See Table 3) Table 3 Principal Dummy Dimensions No Parameter Dimension (mm) 1 Sitting height 909 ± 9 2 Seat to shoulder joint 565 ± 7 3 Seat to lower face of thoracic spine box 351 ± 5 4 Seat to hip joint (centre of bolt) 100 ± 3 5 Sole to seat, sitting 442 ± 9 6 Head width 155 ± 3 7 Shoulder/arm width 470 ± 9 8 Thorax width 327 ± 5 9 Abdomen width 290 ± 5 10 Pelvis width 355 ± 5 11 Head depth 201 ± 5 12 Thorax depth 276 ± 5 13 Abdomen depth 199 ± 5 14 Pelvis depth 240 ± 5 15 Back of buttocks to hip joint (centre of bolt) 155 ± 5 16 Back of buttocks to front knee 606 ± 9 5. CERTIFICATION OF THE DUMMY 5.1. Impact side 5.1.1. Depending on the vehicle side to be impacted, dummy parts should be certified on the left hand side or right hand side. 5.1.2. The configurations of the dummy with regards to the mounting direction of the rib modules and the location of the abdominal force transducers shall be adapted to the required impact side. 5.2. Instrumentation 5.2.1. All instrumentation shall be calibrated in compliance with the requirements of the documentation specified in paragraph 1.1 of this annex. 5.2.2. All instrumentation channels shall comply with ISO 6487:2000 or SAE J211 (March 1995) data channel recording specification. 5.2.3. The minimum number of channels required to comply with this regulation is ten: Head accelerations (3), Thorax rib displacements (3), Abdomen loads (3); and Pubic symphysis load (1). 5.2.4. Additionally a number of optional instrumentation channels (38) are available: Upper neck loads (6), Lower neck loads (6), Clavicle loads (3), Torso back plate loads (4), T1 accelerations (3), T12 accelerations (3), Rib accelerations (6, two on each rib), T12 spine loads (4), Lower lumbar loads (3), Pelvis accelerations (3); and Femur loads (6). Additional four position indicator channels are optionally available: Thorax rotations (2); and Pelvis rotations (2) 5.3. Visual check 5.3.1. All dummy parts should be visually checked for damage and if necessary replaced before the certification test. 5.4. General test set-up 5.4.1. Figure 3 of this annex shows the test set-up for all certification tests on the side impact dummy. 5.4.2. The certification test set-up arrangements and testing procedures shall be in accordance with the specification and requirements of the documentation specified in paragraph 1.1. 5.4.3. The tests on the head, neck, thorax and lumbar spine are carried out on sub-assemblies of the dummy. 5.4.4. The tests on the shoulder, abdomen and pelvis are performed with the complete dummy (without suit, shoes and underwear). In these tests the dummy is seated on a flat surface with two sheets of less than or equal to 2 mm thick polytetrafluoroethylene (PTFE), placed between the dummy and the flat surface. 5.4.5. All parts to be certified should be kept in the test room for a period of at least four hours at a temperature between and including 18 and 22 °C and a relative humidity between and including 10 and 70 per cent prior to a test. 5.4.6. The time between two certification tests on the same part should be at least 30 minutes. 5.5. Head 5.5.1. The head sub assembly, including the upper neck load cell replacement, is certified in a drop test from 200 ± 1 mm onto a flat, rigid impact surface. 5.5.2. The angle between the impact surface and the mid-sagittal plane of the head is 35 ± 1° allowing an impact to the upper part of the head side (this can be realised with a sling harness or a head drop support bracket with a mass of 0,075 ± 0,005 kg). 5.5.3. The peak resultant head acceleration, filtered using ISO 6487:2000 CFC 1000, should be between and including 100 g and 150 g. 5.5.4. The head performance can be adjusted to meet the requirement by altering the friction characteristics of the skin-skull interface (e.g. by lubrication with talcum powder or polytetrafluoroethylene (PTFE) spray). 5.6. Neck 5.6.1. The head-neck interface of the neck is mounted to a special certification head-form with a mass of 3,9 ± 0,05 kg (see Figure 6), with the help of a 12 mm thick interface plate with a mass of 0,205 ± 0,05 kg. 5.6.2. The head-form and neck are mounted upside-down to the bottom of a neck- pendulum (2) allowing a lateral motion of the system. 5.6.3. The neck-pendulum is equipped with a uni-axial accelerometer according to the neck pendulum specification (see Figure 5). 5.6.4. The neck-pendulum should be allowed to fall freely from a height chosen to achieve an impact velocity of 3,4 ± 0,1 m/s measured at the pendulum accelerometer location. 5.6.5. The neck-pendulum is decelerated from impact velocity to zero by an appropriate device (3), as described in the neck pendulum specification (see Figure 5), resulting in a velocity change — time history inside the corridor specified in Figure 7 and Table 4 of this annex. All channels have to be recorded according to the ISO 6487:2000 or SAE J211 (March 1995) data channel recording specification and filtered digitally using ISO 6487:2000 CFC 180 or SAE J211:1995 CFC 180. The pendulum deceleration has to be filtered using ISO 6487:2000 CFC 60 OR SAE J211:1995 CFC 60. Table 4 Pendulum velocity change — time corridor for neck certification test Upper boundary time (s) Velocity (m/s) Lower boundary time (s) Velocity (m/s) 0,001 0,0 0 – 0,05 0,003 – 0,25 0,0025 – 0,375 0,014 – 3,2 0,0135 – 3,7 0,017 – 3,7 5.6.6. The maximum head-form flexion angle relative to the pendulum (Angle dθA + dθC in Figure 6) should be between and including 49,0 and 59,0 degrees and should occur between and including 54,0 and 66,0 ms. 5.6.7. The maximum head-form centre of gravity displacements measured in angle dθA and dθB (see Figure 6) should be: Fore pendulum base angle dθA between and including 32,0 and 37,0° occurring between and including 53,0 and 63,0 ms and aft pendulum base angle dθB between and including 0,81 * (angle dθA) + 1,75 and 0,81 * (angle dθA) + 4,25° occurring between and including 54,0 and 64,0 ms. 5.6.8. The neck performance can be adjusted by replacing the eight circular section buffers with buffers of another shore hardness. 5.7. Shoulder 5.7.1. The length of the elastic cord should be adjusted so that a force between and including 27,5 and 32,5 N applied in a forward direction 4 ± 1 mm from the outer edge of the clavicle in the same plane as the clavicle movement, is required to move the clavicle forward. 5.7.2. The dummy is seated on a flat, horizontal, rigid surface with no back support. The thorax is positioned vertically and the arms should be set at an angle of 40 ± 2° forward to the vertical. The legs are positioned horizontally. 5.7.3. The impactor is a pendulum with a mass of 23,4 ± 0,2 kg and diameter of 152,4 ± 0,25 mm with an edge radius of 12,7 mm (4). The impactor is suspended from rigid hinges by four wires with the centre line of the impactor at least 3,5 m below the rigid hinges (see Figure 4). 5.7.4. The impactor is equipped with an accelerometer sensitive in the direction of impact and located on the impactor axis. 5.7.5. The impactor should freely swing onto the shoulder of the dummy with an impact velocity of 4,3 ± 0,1 m/s. 5.7.6. The impact direction is perpendicular to the anterior-posterior axis of the dummy and the axis of the impactor coincides with the axis of the upper arm pivot. 5.7.7. The peak acceleration of the impactor, filtered using ISO 6487:2000 CFC 180, should be between and including 7,5 and 10,5 g. 5.8. Arms 5.8.1. No dynamic certification procedure is defined for the arms. 5.9. Thorax 5.9.1. Each rib module is certified separately. 5.9.2. The rib module is positioned vertically in a drop test rig and the rib cylinder is clamped rigidly onto the rig. 5.9.3. The impactor is a free fall mass of 7,78 ± 0,01 kg with a flat face and a diameter of 150 ± 2 mm. 5.9.4. The centre line of the impactor should be aligned with the centre line of the rib's guide system. 5.9.5. The impact severity is specified by the drop heights of 815, 204 and 459 mm. These drop heights result in velocities of approximately 4, 2 and 3 m/s respectively. Impact drop heights should be applied with an accuracy of 1 per cent. 5.9.6. The rib displacement should be measured, for instance using the rib's own displacement transducer. 5.9.7. The rib certification requirements are given in Table 5 of this annex. 5.9.8. The performance of the rib module can be adjusted by replacing the tuning spring inside the cylinder with one of a different stiffness. Table 5 Requirements for full rib module certification Test sequence Drop height (accuracy 1 %) (mm) Minimum displacement (mm) Maximum displacement (mm) 1 815 46,0 51,0 2 204 23,5 27,5 3 459 36,0 40,0 5.10. Lumbar spine 5.10.1. The lumbar spine is mounted to the special certification head-form with a mass of 3,9 ± 0,05 kg (see Figure 6), with the help of a 12 mm thick interface plate with a mass of 0,205 ± 0,05 kg. 5.10.2. The head-form and lumbar spine are mounted upside-down to the bottom of a neck-pendulum (5) allowing a lateral motion of the system. 5.10.3. The neck-pendulum is equipped with an uni-axial accelerometer according to the neck-pendulum specification (see Figure 5). 5.10.4. The neck-pendulum should be allowed to fall freely from a height chosen to achieve an impact velocity of 6,05 ± 0,1 m/s measured at the pendulum accelerometer location. 5.10.5. The neck-pendulum is decelerated from impact velocity to zero by an appropriate device (6), as described in the neck pendulum specification (see Figure 5), resulting in a velocity change — time history inside the corridor specified in Figure 8 and Table 6 of this annex. All channels have to be recorded according to the ISO 6487-2000 or SAE J211 (March 1995) data channel recording specification and filtered digitally using ISO 6487:2000 CFC 180 or SAE J211:1995 CFC 180. The pendulum deceleration has to be filtered using ISO 6487:2000 CFC 60 or SAE J211:1995 CFC 60. Table 6 Pendulum Velocity Change — Time Corridor for Lumbar Spine Certification Test Upper boundary time [s] Velocity [m/s] Lower boundary time [s] Velocity [m/s] 0,001 0,0 0 – 0,05 0,0037 – 0,2397 0,0027 – 0,425 0,027 – 5,8 0,0245 – 6,5 0,03 – 6,5 5.10.6. The maximum head-form flexion angle relative to the pendulum (angle dθA + dθC in Figure 6) should be between and including 45,0 and 55,0° and should occur between and including 39,0 and 53,0 ms. 5.10.7. The maximum head-form centre of gravity displacements measured in angle dθA and dθB (see Figure 6) should be: Fore pendulum base angle dθA between and including 31,0 and 35,0° occurring between and including 44,0 and 52,0 ms and aft pendulum base angle dθB between and including 0,8 * (angle dθA) + 2,00 and 0,8 * (angle dθA) + 4,50° occurring between and including 44,0 and 52,0 ms. 5.10.8. The performance of the lumbar spine can be adjusted by changing tension in the spine cable. 5.11. Abdomen 5.11.1. The dummy is seated on a flat, horizontal, rigid surface with no back support. The thorax is positioned vertically, while the arms and legs are positioned horizontally. 5.11.2. The impactor is a pendulum with a mass of 23,4 ± 0,2 kg and diameter of 152,4 ± 0,25 mm with an edge radius of 12,7 mm (7). The impactor is suspended from rigid hinges by eight wires with the centre line of the impactor at least 3,5 m below the rigid hinges (see Figure 4). 5.11.3. The impactor is equipped with an accelerometer sensitive in the direction of impact and located on the impactor axis. 5.11.4. The pendulum is equipped with a horizontal ‘arm rest’ impactor face of 1,0 ± 0,01 kg. The total mass of the impactor with the arm rest face is 24,4 ± 0,21 kg. The rigid ‘arm rest’ is 70 ± 1 mm high, 150 ± 1 mm wide and should be allowed to penetrate at least 60 mm into the abdomen. The centreline of the pendulum coincides with the centre of the ‘arm rest’. 5.11.5. The impactor should freely swing onto the abdomen of the dummy with an impact velocity of 4,0 ± 0,1 m/s. 5.11.6. The impact direction is perpendicular to the anterior-posterior axis of the dummy and the axis of the impactor is aligned with the centre of the middle abdominal force transducer. 5.11.7. The peak force of the impactor, obtained from the impactor acceleration filtered using ISO 6487:2000 CFC 180 and multiplied by the impactor/armrest mass, should be between and including 4,0 and 4,8 kN, and occur between and including 10,6 and 13,0 ms. 5.11.8. The force-time histories measured by the three abdominal force transducers must be summed and filtered using ISO 6487:2000 CFC 600. The peak force of this sum should be between and including 2,2 and 2,7 kN, and occur between and including 10,0 and 12,3 ms. 5.12.