Proposal for a Council Decision on the accession of the Community to United Nations Economic Commission for Europe Regulation No. 94 on provisions concerning the approval of vehicles with regard to the protection of the occupants in the event of a frontal collision and Regulation No. 95 on provisions concerning the approval of vehicles with regard to the protection of the occupants in the event of a lateral collision
Date: 2004-10-15
Institutions: European Commission
Subjects: Ecosoc, approval, approximation of laws, motor vehicle, safety device, technical regulations, vehicle parts

COMMISSION OF THE EUROPEAN COMMUNITIES 

Brussels, 15.10.2004 
COM(2004) 672 final 

2004/0243 (AVC) 

Proposal for a 

COUNCIL DECISION 

on the accession of the Community to United Nations Economic Commission for Europe 
Regulation No. 94 on provisions concerning the approval of vehicles with regard to the 
protection of the occupants in the event of a frontal collision and Regulation No. 95 on 
provisions concerning the approval of vehicles with regard to the protection of the 
occupants in the event of a lateral collision 

(presented by the Commission) 

EN 

   EN 

 
 
 
  
EXPLANATORY MEMORANDUM 

1. 

GENERAL 

By Council Decision 97/836/EC of 27 November 1997, the EC became a contracting party to 
the United Nations Economic Commission for Europe's (UN/ECE's) Revised 1958 Agreement 
on 24 March 1998 and acceded to 78 regulations appended to that Agreement. That Decision 
took effect on 24 March 1998. 

Article  3(3)  of  that  Decision  states,  in  particular,  that  the  Community  may  decide  to 
implement a regulation to which it had not acceded when it acceded to the revised Agreement 
if  the  Council  approves  that  regulation  by  a  qualified  majority  after  receiving  the  assent  of 
the EP. 

UN/ECE Regulation No. 94 on provisions concerning the approval of vehicles with regard to 
the protection of the occupants in the event of a frontal collision and UN/ECE Regulation No. 
95  on  provisions  concerning  the  approval  of  vehicles  with  regard  to  the  protection  of  the 
occupants  in  the  event  of  a  lateral  collision  are  aimed,  in  particular,  at  removing  technical 
barriers to the trade in motor vehicles between the contracting parties while ensuring a high 
level of safety for vehicle occupants.  

Those  Regulations  were  not  included  in  the  list  of  regulations  recognised  by  the  EC  that  is 
contained in Annex II to Decision 97/836/EC, as they differed to a substantial degree from the 
requirements of the EC at the time of the EC’s becoming a contracting party to the UN/ECE 
Agreement.  Since  then  Regulations  94  and  95  have  been  amended.  Regulation  No.  94  now 
contains  the  same  technical  requirements  and  specifications  as  contained  in  EC  Directive 
96/79/EC  on  frontal  impact  tests.  Regulation  No.  95  contained  the  same  technical 
requirements  and  specifications  as  EC  Directive  96/27/EC  on  lateral  impact  tests  until 
recently  and  its  latest  revision  makes  use  of  a  more  technically  advanced  impact  barrier, 
which  is  considered  desirable.  For  these  reasons,  there  seems  to  be  consensus  among  the 
Member States that it would now be desirable for the EC to accede thereto. 

It  is  also  provided  that  the  Regulations  concerned  shall  be  incorporated  into  the  approval 
system for motor vehicles. 

It  should  be  stressed  that  the  EC  will  take  its  decision  regarding  accession  to  those 
Regulations on the basis of the documents that are available in the official languages of the 
UN/ECE (English, French and Russian).  As  the EC has become party to the 1958 UN/ECE 
agreement, it is required to observe the procedures provided for in that agreement. Therefore 
only the French and English versions of Regulation No. 94 and Regulation No. 95 have been 
appended. Translations of these regulations will be published at a later date. 

2. 

CONTENTS OF THE PROPOSAL FOR A DECISION 

The purpose of the proposal for a decision is to enable the Community to accede to UN/ECE 
Regulation  No.  94  on  provisions  concerning  the  approval  of  vehicles  with  regard  to  the 
protection  of  the  occupants  in  the  event  of  a  frontal  collision  and  Regulation  No.  95  on 
provisions concerning the approval of vehicles with regard to the protection of the occupants 
in the event of a lateral collision. 

EN 

2 

   EN 

 
2004/0243 (AVC) 

Proposal for a 

COUNCIL DECISION 

on the accession of the Community to United Nations Economic Commission for Europe 
Regulation No. 94 on provisions concerning the approval of vehicles with regard to the 
protection of the occupants in the event of a frontal collision and Regulation No. 95 on 
provisions concerning the approval of vehicles with regard to the protection of the 
occupants in the event of a lateral collision 

(Text with EEA relevance) 

THE COUNCIL OF THE EUROPEAN UNION, 

Having regard to the Treaty establishing the European Community, 

Having regard to Council Decision 97/836/EC of 27 November 1997 with a view to accession by 
the  European  Community  to  the  Agreement  of  the  United  Nations  Economic  Commission  for 
Europe  concerning  the  adoption  of  uniform  technical  prescriptions  for  wheeled  vehicles, 
equipment and parts which can be fitted to and/or be used on wheeled vehicles and the conditions 
for reciprocal recognition of approvals granted on the basis of these prescriptions (“Revised 1958 
Agreement”)1, and in particular Article 3(3) and 4(2) thereof, 

Having regard to the proposal from the Commission2, 

Having regard to the assent of the European Parliament3, 

Whereas: 

(1) 

(2) 

The  standardised  requirements  of  Regulation  No.  94  and  Regulation  No.  95  of  the 
United  Nations  Economic  Commission  for  Europe  on  provisions  concerning  the 
approval  of  vehicles  with  regard  to  the  protection  of  the  occupants  in  the  event  of 
frontal and lateral collisions are intended to remove technical barriers to the trade in 
motor  vehicles  between  the  contracting  parties  and  ensure  a  high  level  of  safety  and 
protection for vehicle occupants. 

Regulation  No.  94  and  Regulation  No.  95  were  not  included  in  Annex  II  of  Council 
Decision 97/836/EC as they did not comport with Community technical requirements 
and  specifications  at  the  time  of  Community  accession  to  the  Revised  1958 
Agreement. 

1 
2 
3 

OJ L 346 of 17.12.1997, p. 78. 
OJ C , p. . 
OJ C , p. . 

EN 

3 

   EN 

 
                                                 
(3) 

In light of subsequent amendments, Regulation No. 944 and Regulation No. 955 should 
now  be  incorporated  into  the  Community  system  for  the  type  approval  of  motor 
vehicles. 

HAS DECIDED AS FOLLOWS: 

Article 1 

1. 

2. 

The  Community  shall  apply  Regulation  No.  94  of  the  United  Nations  Economic 
Commission  for  Europe  on  provisions  concerning  the  approval  of  vehicles  with 
regard to the protection of the occupants in the event of a frontal collision 

The  Community  shall  apply  Regulation  No.  95  of  the  United  Nations  Economic 
Commission  for  Europe  on  provisions  concerning  the  approval  of  vehicles  with 
regard to the protection of the occupants in the event of a lateral collision. 

3. 

The texts of the Regulations are attached to this Decision. 

Article 2 

Regulation  No.  94  of  the  United  Nations  Economic  Commission  for  Europe  on  provisions 
concerning the approval of vehicles with regard to the protection of the occupants in the event 
of a frontal collision and Regulation No. 95 of the United Nations Economic Commission for 
Europe on provisions concerning the approval of vehicles with regard to the protection of the 
occupants in the event of a lateral collision shall be incorporated into the Community type-
approval system for motor vehicles. 

Article 3 

The Commission shall notify the Secretary-General of the United Nations of this Decision. 

Done at Brussels,  

For the Council 
The President 

4 

5 

UN Document E/ECE/324, E/ECE/TRANS/505, Rev. 1/Add. 93, as amended by Amend. 1, Amend. 2, 
Amend. 2/Corr. 1, Amend. 3, and Amend. 4 
UN  Document  E/ECE/324,  E/ECE/TRANS/505,  Rev.  1/Add.  94,  as  amended  by  Amend.  1,  Amend. 
1/Corr. 1, Corr. 1, Amend. 2, and Amend. 3. 

EN 

4 

   EN 

 
 
 
                                                 
Regulation No. 94 

UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH 
REGARD TO THE PROTECTION OF THE OCCUPANTS IN THE EVENT OF A 
FRONTAL COLLISION 

CONTENTS 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

11. 

12. 

Scope  

Definitions  

Application for approval 

Approval 

Specifications 

Instructions for users of vehicles equipped with airbags. 

Modification and Extension of approval of the vehicle type 

Conformity of production 

Penalties for non-conformity of production 

Production definitely discontinued 

Transitional provisions  

Names and addresses of technical services responsible for 
conducting approval tests, and of administrative departments 

ANNEXES 

Annex 1 - 

Communication concerning the approval or extension or refusal or withdrawal 
of approval or production definitely discontinued of a vehicle type with regard 
to the protection of the occupants in the event of a frontal collision, pursuant to 
Regulation No. 94 

Annex 2 - 

Arrangements of the approval mark 

Annex 3 - 

Test procedure 

Annex 4 - 

Determination of performance criteria 

Annex 5 - 

Arrangement and installation of dummies and adjustment of restraint systems 

EN 

5 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Annex 6 - 

Procedure for determining the "H" point and the actual torso angle for seating 
positions in motor vehicles 

Appendix 1 -  Description of the three-dimensional "H" point machine 
Appendix 2 -  Three-dimensional reference system 
Appendix 3 -  Reference data concerning seating positions 

Annex 7 - 

Test procedure with trolley 

Appendix  
 curve ∆V = f(t) 

Equivalence curve - Tolerance band for 

Annex 8 - 

Technique of measurement in measurement tests: instrumentation 

Annex 9 -   Definition of the deformable barrier 

Annex 10 -   Certification procedure for the dummy lower leg and foot  

EN 

6 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
1. 

1.1. 

1.2. 

SCOPE 

This Regulation applies to power-driven vehicles of category M1(1) of a total 
permissible mass not exceeding 2.5 tonnes; heavier vehicles may be approved at 
the request of the manufacturer; 

It shall apply at the request of the manufacturer for the approval of a vehicle type 
with regard to the protection of the occupants of the front outboard seats in the 
event of a frontal collision. 

2. 

DEFINITIONS 

For the purposes of this Regulation: 

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

2.6. 

"Protective system" means interior fittings and devices intended to restrain the 
occupants and contribute towards ensuring compliance with the requirements set 
out in paragraph 5 below; 

"Type of protective system" means a category of protective devices which do not 
differ in such essential respects as: 

Their technology; 
Their geometry; 
Their constituent materials; 

"Vehicle width" means the distance between two planes parallel to the 
longitudinal median plane (of the vehicle) and touching the vehicle on either side 
of the said plane but excluding the rear-view mirrors, side marker lamps, tyre 
pressure indicators, direction indicator lamps, position lamps, flexible mud-guards 
and the deflected part of the tyre side-walls immediately above the point of 
contact with the ground; 

"Overlap" means the percentage of the vehicle width directly in line with the 
barrier face; 

"Deformable barrier face" means a crushable section mounted on the front of a 
rigid block; 

"Vehicle type" means a category of power-driven vehicles which do not differ in 
such essential respects as: 

2.6.1. 

The length and width of the vehicle, in so far as they have a negative effect on the 
results of the impact test prescribed in this Regulation, 

1   As  defined  in  the  Consolidated  Resolution  on  the  Construction  of    Vehicles  (R.E.3),  annex  7  (document 
TRANS/SC1/WP29/78/Amend.3),  i.e.,  motor  vehicles  used  for  the  carriage  of  passengers  and  comprising  not 
more than eight seats in addition to the driver's seat. 

EN 

7 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
2.6.2. 

2.6.3. 

2.6.4. 

2.6.5. 

2.6.6. 

2.7. 

2.8. 

2.9. 

2.10. 

2.11. 

The structure, dimensions, lines and materials of the part of the vehicle forward of 
the transverse plane through the "R" point of the driver's seat, in so far as they 
have a negative effect on the results of the impact test prescribed in this 
Regulation, 

The lines and inside dimensions of the passenger compartment and the type of 
protective system, in so far as they have a negative effect on the results of the 
impact test prescribed in this Regulation, 

The siting (front, rear or centre) and the orientation (transversal or longitudinal) of 
the engine, 

The unladen mass, in so far as there is a negative effect on the result of the impact 
test prescribed in this Regulation, 

The optional arrangements or fittings provided by the manufacturer, in so far as 
they have a negative effect on the result of the impact test prescribed in this 
Regulation, 

"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; 

"’R’ point" means a reference point defined for each seat by the manufacturer in 
relation to the vehicle's structure, as indicated in annex 6; 

"’H’ point" means a reference point determined for each seat by the testing service 
responsible for approval, in accordance with the procedure described in annex 6; 

"Unladen kerb mass" means the mass of the vehicle in running order, unoccupied 
and unladen but complete with fuel, coolant, lubricant, tools and a spare wheel (if 
these are provided as standard equipment by the vehicle manufacturer). 

"Airbag" means a device installed to supplement safety belts and restraint systems 
in  power-driven  vehicles,  i.e.  systems  which,  in  the  event  of  a  severe  impact 
affecting  the  vehicle,  automatically  deploy  a  flexible  structure  intended  to  limit, 
by compression of the gas contained within it, the gravity of the contacts of one or 
more  parts  of  the  body  of  an  occupant  of  the  vehicle  with  the  interior  of  the 
passenger compartment. 

2.12. 

"Passenger  airbag"  means  an  airbag  assembly  intended  to  protect  occupant(s)  in 
seats other than the driver's in the event of a frontal collision. 

EN 

8 

   EN 

 
 
 
 
 
 
 
 
 
 
 
2.13. 

2.14. 

3. 

3.1. 

3.2. 

3.2.1. 

3.2.2. 

3.2.3. 

3.2.4. 

3.2.5. 

3.3. 

3.4. 

3.4.1. 

"Child  restraint"  means  an  arrangement  of  components  which  may  comprise  a 
combination  of  straps  or  flexible  components  with  a  securing  buckle,  adjusting 
devices, attachments, and in some cases a supplementary chair and/or an impact 
shield, capable of being anchored to a power driven vehicle. It is so designed as to 
diminish the risk of injury to the wearer, in the event of a collision or of abrupt 
deceleration of the vehicle by limiting the mobility of the wearer's body. 

"Rearward-facing" means facing in the direction opposite to the normal direction 
of travel of the vehicle. 

APPLICATION FOR APPROVAL 

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

It shall be accompanied by the undermentioned documents in triplicate and 
following particulars: 

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

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

Particulars of the vehicle's unladen kerb mass; 

The lines and inside dimensions of the passenger compartment; 

A description of the interior fittings and protective systems installed in the 
vehicle. 

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 with a sufficient degree of confidence. 

A vehicle which is representative of the type to be approved shall be submitted to 
the technical service responsible for conducting the approval tests. 

A vehicle not comprising all the components proper to the type may be accepted 
for test provided that it can be shown that the absence of the components omitted 
has no detrimental effect on the results of the test in so far as the requirements of 
this Regulation are concerned. 

EN 

9 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
3.4.2. 

4. 

4.1. 

4.1.1. 

4.1.2. 

4.2. 

4.3. 

4.4. 

4.4.1. 

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

APPROVAL 

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

The technical service appointed in accordance with paragraph 10 below shall 
check whether the required conditions have been satisfied. 

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. 

An approval number shall be assigned to each type approved.  Its first two digits 
(at present 01 corresponding to the 01 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. 

Notice of approval or of refusal of approval of a vehicle type pursuant to this 
Regulation shall be communicated by the Parties to the Agreement which apply 
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 x 297 mm) or folded to 
that format and on an appropriate scale. 

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

A circle surrounding the letter "E" followed by the distinguishing number of the 
country which has granted approval (2) 

2   1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands,  5 for Sweden, 6 for Belgium, 7 for Hungary, 
8 for the Czech Republic, 9 for Spain, 10 for Yugoslavia, 11 for the United Kingdom, 12 for Austria, 13 for 
Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 
20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for 
Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for 
Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 
40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European Community (Approvals 
are granted by its Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 
46 for Ukraine, 47 for South Africa and 48 for New Zealand.  Subsequent numbers shall be assigned to other 
countries in the chronological order in which they ratify the Agreement concerning the Adoption of Uniform 
Conditions of Approval and Reciprocal Recognition of Approval for Motor Vehicle Equipment and Parts, or in 
which they accede to that Agreement, and the numbers thus assigned shall be communicated by the Secretary-
General of the United Nations to the Contracting Parties to the Agreement. 

EN 

10 

   EN 

 
 
 
 
 
 
 
 
 
                                                 
 
4.4.2. 

4.5. 

4.6. 

4.7. 

4.8. 

5. 

5.1. 

5.1.1. 

5.1.2. 

5.1.3. 

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 4.4.1. 

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 4.4.1. need not be 
repeated; in such a 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 4.4.1. 

The approval mark shall be clearly legible and be indelible. 

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

Annex 2 to this Regulation gives examples of approval marks. 

SPECIFICATIONS 

General specifications applicable to all tests 

The "H" point for each seat shall be determined in accordance with the procedure 
described in annex 6. 

When the protective system for the front seating positions includes belts, the belt 
components shall meet the requirements of Regulation No. 16. 

Seating positions where a dummy is installed and the protective system includes 
belts, shall be provided with anchorage points conforming to Regulation No. 14. 

5.2. 

Specifications 

The test of the vehicle carried out in accordance with the method described in 
annex 3 shall be considered satisfactory if all the conditions set out in paragraphs 
5.2.1. to 5.2.6. below are all satisfied at the same time. 

The performance criteria recorded, in accordance with annex 8, on the dummies in 
the front outboard seats shall meet the following conditions: 

The head performance criterion (HPC) shall not exceed 1000 and the resultant 
head acceleration shall not exceed 80 g for more than 3 ms.  The latter shall be 
calculated cumulatively, excluding rebound movement of the head; 

5.2.1. 

5.2.1.1. 

5.2.1.2. 

The neck injury criteria (NIC) shall not exceed the values shown in Figures 1 and 
2; 

EN 

11 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Figure 1 

Neck tension criterion 

EN 

12 

   EN 

 
 
 
 
 
 
 
 
 
Figure 2 

Neck shear criterion 

5.2.1.3. 

5.2.1.4. 

The neck bending moment about the y axis shall not exceed 57 Nm in extension 
(3); 
The thorax compression criterion (ThCC) shall not exceed 50 mm; 

5.2.1.5. 

The viscous criterion (V * C) for the thorax shall not exceed 1,0 m/s; 

5.2.1.6. 

The femur force criterion (FFC) shall not exceed the force-time performance 
criterion shown in Figure 3; 

3   Until 1 October 1998, the values obtained for the neck shall not be pass/fail criteria for the purposes of granting 
approval.  The results obtained shall be recorded in the test report and be collected by the approval authority.  
After this date, the values specified in this paragraph shall apply as pass/fail criteria unless or until alternative 
values are adopted. 

EN 

13 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
Figure 3 

Femur force criterion 

5.2.1.7. 

The tibia compression force criterion (TCFC) shall not exceed 8 kN; 

5.2.1.8. 

The tibia index (TI), measured at the top and bottom of each tibia, shall not 
exceed 1,3 at either location; 

5.2.1.9. 

The movement of the sliding knee joints shall not exceed 15 mm.  

5.2.2. 

5.2.3. 

5.2.4. 

5.2.5. 

5.2.5.1. 

Residual steering wheel displacement, measured at the centre of the steering 
wheel hub, shall not exceed 80 mm in the upwards vertical direction and 100 mm 
in the rearward horizontal direction. 

During the test no door shall open; 

During the test no locking of the locking systems of the front doors shall occur; 

After the impact, it shall be possible, without the use of tools, except for those 
necessary to support the weight of the dummy: 

To open at least one door, if there is one, per row of seats and, where there is no 
such door, to move the seats or tilt their backrests as necessary to allow the 
evacuation of all the occupants; this is, however, only applicable to vehicles 
having a roof of rigid construction; 

EN 

14 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
5.2.5.2 

To release the dummies from their restraint system which, if locked, shall be 
capable of being released by a maximum force of 60 N on the centre of the release 
control; 

5.2.5.3. 

To remove the dummies from the vehicle without adjustment of the seats. 

5.2.6. 

5.2.7. 

In the case of a vehicle propelled by liquid fuel, no more than slight leakage of 
liquid from the fuel feed installation shall occur on collision; 

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. 

6. 

INSTRUCTIONS FOR USERS OF VEHICLES EQUIPPED WITH AIRBAGS 

6.1. 

The  vehicle  shall  carry  information  to  the  effect  that  it  is  equipped  with  airbags 
for seats. 

6.1.1. 

6.1.2. 

6.2. 

For  a  vehicle  fitted  with  an  airbag  assembly  intended  to  protect  the  driver,  this 
information  shall  consist  of  the  inscription  "AIRBAG"  located  in  the  interior  of 
the circumference of the steering wheel; this inscription shall be durably affixed 
and easily visible. 

For  a  vehicle  fitted  with  a  passenger  airbag  intended  to  protect  occupants  other 
than  the  driver,  this  information  shall  consist  of  the  warning  label  described  in 
paragraph 6.2. below. 

A vehicle fitted with one or more passenger frontal protection airbags shall carry 
information about the extreme hazard associated with the use of rearward-facing 
child restraints on seats equipped with airbag assemblies. 

6.2.1. 

As  a  minimum,  this  information  shall  consist  of  a  label  containing  a  pictogram 
and text warning as indicated below. 

EN 

15 

   EN 

 
 
 
 
 
 
 
 
 
 
 
Label outline, vertical 

and horizontal line black 

Artwork black with 

white background 

Circle and line red 

with white background 

Bottom text black       

with white background  

text  and  symbol 

Top 
black 

with yellow background  

WARNING 

 DO NOT place rear-facing child 

 seat on this seat with airbag 

 DEATH OR SERIOUS INJURY 

The  overall  dimensions  shall  be  120  x  60  mm  or  the  equivalent  area,  as  a 
minimum. 

The label shown above may be adapted in such a way that the layout differs from 
the example above; however, the text content shall meet the above prescriptions. 

EN 

16 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
6.2.2. 

6.2.3. 

At the time of type approval, the label shall be in at least one of the languages of 
the  Contracting  Party  where  the  application  for  approval  is  submitted.    The 
manufacturer shall declare his responsibility for ensuring the warning is provided 
at least in one of the languages of the country in which the vehicle is to be sold. 

In the case of a frontal protection airbag on the front passenger seat, the warning 
shall  be  durably  affixed  to  each  face  of  the  passenger  front  sun  visor  in  such  a 
position  that  at  least  one  warning  on  the  sun  visor  is  visible  at  all  times, 
irrespective of the position of the sun visor.  Alternatively, one warning shall be 
on the visible face of the stowed sun visor and a second warning shall be on the 
roof behind the visor, so, at least one warning is visible all times.  The text size 
must allow the label to be easily read by a normal sighted user seated on the seat 
concerned. 

In the case of a frontal protection airbag for other seats in the vehicle, the warning 
must be directly ahead of the relevant seat, and clearly visible at all times to 
someone installing a rear-facing child restraint on that seat.  The text size must 
allow the label to be easily read by a normal sighted user seated on the seat 
concerned. 

This requirement does not apply to those seats equipped with a device which 
automatically deactivates the frontal protection airbag assembly when any 
rearward facing child restraint is installed. 

6.2.4. 

Detailed information, making reference to the warning, shall be contained in the 
owner's  manual  of  the  vehicle;  as  a  minimum,  the  following  text  in  the  official 
languages of the country where the vehicle is to be registered, must include: 

"Do not use a rearward facing child restraint on a seat protected by an 
airbag in front of it" 

7. 

7.1. 

The text shall be accompanied by an illustration of the warning to be found in the 
vehicle. 

MODIFICATION AND EXTENSION OF APPROVAL OF THE VEHICLE 
TYPE 

Any modification affecting the structure, the number of seats, the interior trim or 
fittings, or the position of the vehicle controls or of mechanical parts which might 
affect the energy-absorption capability of the front of the vehicle shall be brought 
to the notice of the administrative department granting approval.  The department 
may then either: 

EN 

17 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
7.1.1. 

7.1.2. 

7.1.2.1. 

7.1.2.2. 

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 

Require the technical service responsible for conducting the tests to carry out a 
further test, among those described below, according to the nature of the 
modifications; 

Any modification of the vehicle affecting the general form of the structure of the 
vehicle and/or any increase in mass greater than 8 per cent which in the judgement 
of the authority would have a marked influence on the results of the tests shall 
require a repetition of the test as described in annex 3; 

If the modifications concern only the interior fittings, if the mass does not differ 
by more than 8 percent and if the number of front seats initially provided in the 
vehicle remains the same, the following shall be carried out: 

7.1.2.2.1. 

A simplified test as provided for in annex 7 and/or, 

7.1.2.2.2. 

A partial test as defined by the technical service in relation to the modifications 
made. 

7.2. 

7.3. 

Confirmation or refusal of approval, specifying the alterations, shall be 
communicated by the procedure specified in paragraph 4.3. above to the Parties to 
the Agreement which apply this Regulation. 

The competent authority issuing the extension of approval shall assign a series 
number for such an extension and 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. 

8. 

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: 

Every vehicle approved under this Regulation shall conform to the vehicle type 
approved, as regards features contributing to the protection of the occupants of the 
vehicle in the event of a frontal collision. 

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. 

The 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 two years. 

8.1. 

8.2. 

8.3. 

EN 

18 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
9. 

9.1. 

9.2. 

PENALTIES FOR NON-CONFORMITY OF PRODUCTION 

The approval granted in respect of a vehicle type pursuant to this Regulation may 
be withdrawn if the requirement laid down in paragraph 8.1. above is not 
complied with or if the vehicle or vehicles selected have failed to pass the checks 
prescribed in paragraph 8.2. above. 

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. 

10. 

PRODUCTION DEFINITELY DISCONTINUED 

11. 

11.1. 

11.2. 

12. 

If the holder of the approval completely ceases to manufacture the type of vehicle 
approved in accordance with the Regulation, he shall so inform the 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. 

TRANSITIONAL PROVISION 

As from the official date of entry into force of Supplement 1 to the 01 series 
of amendments, no Contracting Party applying this Regulation shall refuse to 
grant ECE approval under this Regulation as amended by Supplement 1 to the 
01 series of amendments. 

As from 1 October 2002, Contracting Parties applying this Regulation shall grant 
ECE approvals only to those types of vehicles which comply with the 
requirements of this Regulation as amended by Supplement 1 to the 01 series of 
amendments. 

NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE 
FOR CONDUCTING APPROVAL TESTS, AND OF ADMINISTRATIVE 
DEPARTMENTS 

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, of manufacturers 
authorized to carry out tests and of the administrative departments which grant 
approval and to which forms certifying approval or refusal or withdrawal of 
approval, issued in other countries, are to be sent. 

EN 

19 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
Annex 1 

(maximum format:  A4 (210 x 297 mm)) 

COMMUNICATION 

issued by: 

Name of administration: 
....................................... 
…………....................... 
…………....................... 

E_

concerning: (2)  

 (1) 

APPROVAL GRANTED 
APPROVAL EXTENDED 
APPROVAL REFUSED 
APPROVAL WITHDRAWN 
PRODUCTION DEFINITELY DISCONTINUED 

of a vehicle type with regard to the protection of the occupants in the event of a frontal collision, 
pursuant to Regulation No. 94 

Approval No.: …………….... 

Extension No.: ………………….. 

1. 

Trade name or mark of the power-driven vehicle  

2.  Vehicle type  

3.  Manufacturer's name and address  

4. 

5. 

If applicable, name and address of manufacturer's representative  

Brief description of the vehicle type as regards its structure, dimensions, lines and 
constituent materials  

5.1.  Description of the protective system installed in the vehicle 

5.2.  Description of interior arrangements or fittings that might affect the tests  

1   Distinguishing number of the country which has granted/extended/refused/withdrawn approval (see approval 

provisions in the Regulation). 

2   Strike out what does not apply. 

EN 

20 

   EN 

 
 
 
 
 
 
 
 
 
 
 
  
 
  
 
  
 
  
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
 
6. 

Site of engine:  forward/rear/central (2) 

7.  Drive:  front-wheel/rear-wheel (2) 

8.  Mass of vehicle submitted for testing: 

Front axle :  
Rear axle  :  
Total      :  

9.  Vehicle submitted for approval on  

10.  Technical service responsible for conducting approval tests  

11.  Date of report issued by that service  

12.  Number of report issued by that service  

13.  Approval granted/refused/extended/withdrawn (2)  

14.  Position of approval mark on vehicle  

15.  Place  

16.  Date  

17.  Signature  

18.  The following documents, bearing the approval number shown above, are annexed to this 

communication: . . . . . . . . . . . . . . . . . . . .  
(Photographs and/or diagrams and drawings permitting the basic identification of the 
type(s) of vehicle and its possible variants which are covered by the approval) 

EN 

21 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Annex 2 

ARRANGEMENTS OF THE APPROVAL MARK 

Model A 
(See paragraph 4.4. of this Regulation) 

a 

E 4 

a 

3

94R  -

01 1424 

a 

A 

3

a = 8 mm min. 

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 frontal collision, been approved in the 
Netherlands (E4) pursuant to Regulation No. 94 under approval number 011424.  The approval 
number indicates that the approval was granted in accordance with the requirements of 
Regulation No. 94 as amended by the 01 series of amendments. 

Model B 
(See paragraph 4.5. of this Regulation) 

a 

E 4 

a 

a 

3

94 

11 

01 1424 

02 2439 

a 

a 

3

a = 8 mm min. 

The above approval mark affixed to a vehicle shows that the vehicle type concerned has been 
approved in the Netherlands (E4) pursuant to Regulations Nos. 94 and 11.(1)  The first two digits 
of the approval numbers indicate that, at the dates when the respective approvals were granted, 
Regulation No. 94 incorporated the 01 series of amendments and Regulation No. 11 already 
included the 02 series of amendments. 

1   The latter number is given only as an example. 

EN 

22 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
Annex 3 

TEST PROCEDURE 

1. 

1.1. 

INSTALLATION AND PREPARATION OF THE VEHICLE 

Testing ground 

The test area shall be large enough to accommodate the run-up track, barrier and 
technical installations necessary for the test.  The last part of the track, for at least 
5 m before the barrier, shall be horizontal, flat and smooth. 

1.2. 

Barrier 

The front face of the barrier consists of a deformable structure as defined in annex 
9 of this Regulation.  The front face of the deformable structure is perpendicular 
within ± 1° to the direction of travel of the test vehicle.  The barrier is secured to a 
mass of not less than 7 x 104 kg, the front face of which is vertical within ± 1°.  
The mass is anchored in the ground or placed on the ground with, if necessary, 
additional arresting devices to restrict its movement. 

1.3. 

Orientation of the barrier 

The orientation of the barrier is such that the first contact of the vehicle with the 
barrier is on the steering-column side.  Where there is a choice between carrying 
out the test with a right-hand or left-hand drive vehicle, the test shall be carried 
out with the less favourable hand of drive as determined by the technical service 
responsible for the tests. 

1.3.1. 

Alignment of the vehicle to the barrier 

The vehicle shall overlap the barrier face by 40 per cent ± 20 mm. 

1.4. 

State of vehicle 

1.4.1. 

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 replaced by equivalent masses where this substitution clearly 
has no noticeable effect on the results measured under paragraph 6. 

1.4.2. 

Mass of vehicle 

1.4.2.1. 

For the test, the mass of the vehicle submitted shall be the unladen kerb mass; 

1.4.2.2. 

The fuel tank shall be filled with water to mass equal to 90 per cent of the mass of 
a full as specified by the manufacturer with a tolerance of ± 1 per cent; 

EN 

23 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
1.4.2.3. 

1.4.2.4. 

1.4.2.5. 

1.4.2.6. 

All the other systems (brake, cooling, etc.) may be empty in this case, the mass of 
the liquids shall be carefully compensated; 

If the mass of the measuring apparatus on board the vehicle exceeds the 25 kg 
allowed, it may be compensated by reductions which have no noticeable effect on 
the results measured under paragraph 6 below; 

The mass of the measuring apparatus shall not change each axle reference load by 
more than 5%, each variation not exceeding 20 kg. 

The mass of the vehicle resulting from the provisions of paragraph 1.4.2.1. above 
shall be indicated in the report. 

1.4.3. 

Passenger compartment adjustments 

1.4.3.1. 

Position of steering wheel 

The steering wheel, if adjustable, shall be placed in the normal position indicated 
by the manufacturer or, failing that, midway between the limits of its range(s) of 
adjustment.  At the end of propelled travel, the steering wheel shall be left free, 
with its spokes in the position which according to the manufacturer corresponds to 
straight-ahead travel of the vehicle. 

1.4.3.2. 

Glazing 

The movable glazing of the vehicle shall be in the closed position.  For test 
measurement purposes and in agreement with the manufacturer, it may be 
lowered, provided that the position of the operating handle corresponds to the 
closed position. 

1.4.3.3. 

Gear-change lever 

The gear-change lever shall be in the neutral position. 

1.4.3.4. 

Pedals 

The pedals shall be in their normal position of rest.  If adjustable, they shall be set 
in their mid position unless another position is specified by the manufacturer. 

1.4.3.5. 

Doors 

The doors shall be closed but not locked. 

1.4.3.6. 

Opening roof 

If an opening or removable roof is fitted, it shall be in place and in the closed 
position.  For test measurement purposes and in agreement with the manufacturer, 
it may be open. 

EN 

24 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
1.4.3.7. 

Sun-visor 

The sun-visors shall be in the stowed position. 

1.4.3.8. 

Rear-view mirror 

The interior rear-view mirror shall be in the normal position of use. 

1.4.3.9. 

Arm-rests 

Arm-rests at the front and rear, if movable, shall be in the lowered position, unless 
this is prevented by the position of the dummies in the vehicles. 

1.4.3.10. 

Head restraints 

Head restraints adjustable for height shall be in their uppermost position. 

1.4.3.11. 

Seats 

1.4.3.11.1. 

Position of front seats 

Seats adjustable longitudinally shall be placed so that their "H" point, determined 
in accordance with the procedure set out in annex 6 is in the middle position of 
travel or in the nearest locking position thereto, and at the height position defined 
by the manufacturer (if independently adjustable for height).  In the case of a 
bench seat, the reference shall be to the "H" point of the driver's place. 

1.4.3.11.2. 

Position of the front seat-backs 

If adjustable, the seat-backs shall be adjusted so that the resulting inclination of 
the torso of the dummy is as close as possible to that recommended by the 
manufacturer for normal use or, in the absence of any particular recommendation 
by the manufacturer, to 25° towards the rear from the vertical. 

1.4.3.11.3. 

Rear seats 

If adjustable, the rear seats or rear bench seats shall be placed in the rearmost 
position. 

EN 

25 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
2. 

2.1. 

2.1.1. 

DUMMIES 

Front seats 

A dummy corresponding to the specifications for HYBRID III(1) fitted with a 45° 
ankle and meeting the specifications for its adjustment shall be installed in each of 
the front outboard seats in accordance with the conditions set out in annex 5.  The 
dummy shall be equipped for recording the data necessary to determine the 
performance criteria with measuring systems corresponding to the specifications 
in annex 8.  The ankle of the dummy shall be certified in accordance with the 
procedures in annex 10. 

2.1.2. 

The car will be tested with restraint systems, as provided by the manufacturer. 

3. 

3.1. 

3.2. 

3.3. 

PROPULSION AND COURSE OF VEHICLE 

The vehicle shall be propelled either by its own engine or by any other propelling 
device. 

At the moment of impact the vehicle shall no longer be subject to the action of 
any additional steering or propelling device. 

The course of the vehicle shall be such that it satisfies the requirements of 
paragraphs 1.2. and 1.3.1. 

4. 

TEST SPEED 

Vehicle speed at the moment of impact shall be 56 -0, +1 km/h.  However, if the 
test was performed at a higher impact speed and the vehicle met the requirements, 
the test shall be considered satisfactory. 

5. 

5.1. 

5.2. 

MEASUREMENTS TO BE MADE ON DUMMY IN FRONT SEATS 

All the measurements necessary for the verification of the performance criteria 
shall be made with measurement systems corresponding to the specifications of 
annex 8. 

The different parameters shall be recorded through independent data channels of 
the following CFC (Channel Frequency Class): 

5.2.1. 

Measurements in the head of the dummy 

The acceleration (a) referring to the centre of gravity is calculated from the triaxial 
components of the acceleration measured with a CFC of 1000. 

1   The technical specifications and detailed drawings of Hybrid III, corresponding to the principal dimensions of a 
fiftieth percentile male of the United States of America, and the specifications for its adjustment for this test are 
deposited with the Secretary-General of the United Nations and may be consulted on request at the secretariat of 
the Economic Commission for Europe, Palais des Nations, Geneva, Switzerland. 

EN 

26 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
5.2.2. 

Measurements in the neck of the dummy 

5.2.2.1. 

5.2.2.2. 

The axial tensile force and the fore/aft shear force at the neck/head interface are 
measured with a CFC of 1000. 

The bending moment about a lateral axis at the neck/head interface are measured 
with a CFC of 600. 

5.2.3. 

Measurements in the thorax of the dummy 

The chest deflection between the sternum and the spine is measured with a CFC 
of 180. 

5.2.4. 

Measurements in the femur and tibia of the dummy 

5.2.4.1. 

5.2.4.2. 

6. 

6.1. 

6.2. 

The axial compressive force and the bending moments are measured with a CFC 
of 600. 

The displacement of the tibia with respect to the femur is measured at the knee 
sliding joint with a CFC of 180. 

MEASUREMENTS TO BE MADE ON THE VEHICLE 

To enable the simplified test described in annex 7 to be carried out, the 
deceleration time history of the structure shall be determined on the basis of the 
value of the longitudinal accelerometers at the base of the "B" pillar on the struck 
side of the vehicle with a CFC of 180 by means of data channels corresponding to 
the requirements set out in annex 8; 

The speed time history which will be used in the test procedure described in 
annex 7 shall be obtained from the longitudinal accelerometer at the "B" pillar on 
the struck side. 

EN 

27 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
Annex 4 

DETERMINATION OF PERFORMANCE CRITERIA 

HEAD PERFORMANCE CRITERION (HPC) 

This criterion is considered to be satisfied when, during the test, there is no 
contact between the head and any vehicle component. 

If that is not the case, a calculation of the value of HPC is made, on the basis of 
the acceleration (a), measured according to paragraph 5.2.1. of annex 3, by the 
following expression: 

in which: 

the term 'a' is the resultant acceleration measured according to paragraph 5.2.1. of 
annex 3 and is measured in units of gravity, g (1 g = 9,81 m/s2); 

if the beginning of the head contact can be determined satisfactorily, t1 and t2 are 
the two time instants, expressed in seconds, defining an interval between the 
beginning of the head contact and the end of the recording for which the value of 
HPC is maximum; 

if the beginning of the head contact cannot be determined, t1 and t2 are the two 
time instants, expressed in seconds, defining a time interval between the 
beginning and the end of the recording for which the value of HPC is maximum. 

Values of HPC for which the time interval (t1 - t2) is greater than 36 ms are 
ignored for the purposes of calculating the maximum value. 

The value of the resultant head acceleration during forward impact which is 
exceeded for 3 ms cumulatively is calculated from the resultant head acceleration 
measured according to paragraph 5.2.1. of annex 3. 

NECK INJURY CRITERIA (NIC) 

These criteria are determined by the compressive axial force, the axial tensile 
force and the fore/aft shear forces at the head/neck interface, expressed in kN and 
measured according to paragraph 5.2.2. of annex 3 and by the duration of these 
forces expressed in ms. 

The neck bending moment criterion is determined by the bending moment, 
expressed in Nm, about a lateral axis at the head/neck interface and measured 

1.  

1.1. 

1.2. 

1.2.1. 

1.2.2. 

1.2.3. 

1.2.4. 

1.3. 

2. 

2.1. 

2.2. 

EN 

28 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.3. 

3.  

3.1. 

3.2. 

4.  

4.1. 

5.  

5.1. 

5.2. 

according to paragraph 5.2.2. of annex 3. 

The neck flexion bending moment, expressed in Nm, shall be recorded. 

THORAX COMPRESSION CRITERION (ThCC) AND VISCOUS CRITERION 
(V * C) 

The thorax compression criterion is determined by the absolute value of the thorax 
deformation, expressed in mm and measured according to paragraph 5.2.3. of 
annex 3. 

The viscous criterion (V * C) is calculated as the instantaneous product of the 
compression and the rate of deflection of the sternum, measured according to 
paragraph 6 and also paragraph 5.2.3. of annex 3. 

FEMUR FORCE CRITERION (FFC) 

This criterion is determined by the compression load expressed in kN, transmitted 
axially on each femur of the dummy and measured according to paragraph 5.2.4. 
of annex 3 and by the duration of the compressive load expressed in ms. 

TIBIA COMPRESSIVE FORCE CRITERION (TCFC) AND TIBIA INDEX (TI) 

The tibia compressive force criterion is determined by the compressive load (Fz) 
expressed in kN, transmitted axially on each tibia of the dummy and measured 
according to paragraph 5.2.4. of annex 3. 

The tibia index is calculated on the basis of the bending moments (Mx and My) 
measured according to paragraph 5.1. by the following expression: 

where: 

Mx    = 
My    = 
(Mc)R = 
Fz    = 
(Fc)z = 

bending moment about the x axis 
bending moment about the y axis 
critical bending moment and shall be taken to be 225 Nm 
compressive axial force in the z direction 
critical compressive force in the z direction and shall be taken to be 
35,9 kN and 

MR = √ ((Mx)2 + (My)2) 

The tibia index is calculated for the top and the bottom of each tibia; however, F z 
may be measured at either location.  The value obtained is used for the top and 
bottom TI calculations.  Moments Mx and My are both measured separately at 
both locations. 

EN 

29 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
6. 

6.1. 

6.2. 

PROCEDURE FOR CALCULATING THE VISCOUS CRITERIA (V * C) FOR 
HYBRID III DUMMY  

The viscous criterion is calculated as the instantaneous product of  the 
compression and the rate of deflection of the sternum.  Both are derived from the 
measurement of sternum deflection. 

The sternum deflection response is filtered once at CFC 180.  The compression at 
time t is calculated from this filtered signal as: 

The sternum deflection velocity at time t is calculated from the filtered deflection 
as: 

where D(t) is the deflection at time t in metres and  δt is the time interval in 
seconds between the measurements of deflection.  The maximum value of δt shall 
be 1,25 x 10-4 seconds.  This calculation procedure is shown diagrammatically 
below: 

Measured Deflection D(t) 

Filter at CFC 180 

Calculate deflection 
velocity V(t) 

Calculate 
compression C(t) 

Calculate viscous criterion at time t 

(V*C)(t) = 1.3 x (V(t) x C(t)) 

Determine the maximum value of  

(V*C)(MAX) = max [(V*C)(t)] 

EN 

30 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Annex 5 

ARRANGEMENT AND INSTALLATION OF DUMMIES AND ADJUSTMENT OF 
RESTRAINT SYSTEMS 

1. 

1.1. 

ARRANGEMENT OF DUMMIES 

Separate seats 

The plane of symmetry of the dummy shall coincide with the vertical median 
plane of the seat. 

1.2. 

Front bench seat 

1.2.1. 

Driver 

The plane of symmetry of the dummy shall lie in the vertical plane passing 
through the steering wheel centre and parallel to the longitudinal median plane of 
the vehicle.  If the seating position is determined by the shape of the bench, such 
seat shall be regarded as a separate seat. 

1.2.2. 

Outer passenger 

The plane of symmetry of the dummy shall be symmetrical with that of the driver 
dummy relative to the longitudinal median plane of the vehicle.  If the seating 
position is determined by the shape of the bench, such seat shall be regarded as a 
separate seat. 

1.3. 

Bench seat for front passengers (not including driver) 

The planes of symmetry of the dummy shall coincide with the median planes of 
the seating positions defined by the manufacturer. 

2. 

2.1. 

INSTALLATION OF DUMMIES 

Head 

The transverse instrumentation platform of the head shall be horizontal within 
2.5° degree.  To level the head of the test dummy in vehicles with upright seats 
with non-adjustable backs, the following sequences must be followed.  First adjust 
the position of the "H" point within the limits set forth in paragraph 2.4.3.1. below 
to level the transverse instrumentation platform of the head of the test dummy.  If 
the transverse instrumentation platform of the head is still not level, then adjust 
the pelvic angle of the test dummy within the limits provided in paragraph 2.4.3.2. 
below.  If the transverse instrumentation platform of the head is still not level, 
then adjust the neck bracket of the test dummy the minimum amount necessary to 
ensure that the transverse instrumentation platform of the head is horizontal 
within 2.5°. 

EN 

31 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.2. 

2.2.1. 

2.2.2. 

2.3. 

2.3.1. 

2.3.2. 

2.4. 

2.4.1. 

2.4.2. 

Arms 

The driver's upper arms shall be adjacent to the torso with the centrelines as close 
to a vertical plane as possible. 

The passenger's upper arms shall be in contact with the seat back and the sides of 
the torso. 

Hands 

The palms of the driver test dummy shall be in contact with the outer part of the 
steering wheel rim at the rim's horizontal centreline.  The thumbs shall be over the 
steering wheel rim and shall be lightly taped to the steering wheel rim so that if 
the hand of the test dummy is pushed upward by a force of not less than 9 N and 
not more than 22N, the tape shall release the hand from the steering wheel rim. 

The palms of the passenger test dummy shall be in contact with outside of thigh.  
The little finger shall be in contact with the seat cushion. 

Torso 

In vehicles equipped with bench seats, the upper torso of the driver and passenger 
test dummies shall rest against the seat back.  The mid-sagittal plane of the driver 
dummy shall be vertical and parallel to the vehicle's longitudinal centreline, and 
pass through the centre of the steering wheel rim.  The mid-sagittal plane of the 
passenger dummy shall be vertical and parallel to the vehicle's longitudinal 
centreline and the same distance from the vehicle's longitudinal centreline as the 
mid-sagittal plane of the driver dummy. 

In vehicles equipped with individual seat(s), the upper torso of the driver and 
passenger test dummies shall rest against the seat back.  The mid-sagittal plane of 
the driver and the passenger dummy shall be vertical and shall coincide with the 
longitudinal centreline of the individual seat(s). 

2.4.3. 

Lower torso 

2.4.3.1. 

"H" point 

The "H" point of the driver and passenger test dummies shall coincide within 13 
mm in the vertical dimension and 13 mm in the horizontal dimension, with a point 
6 mm below the position of the 'H' point determined using the procedure 
described in annex 6 except that the length of the lower leg and thigh segments of 
the "H" point machine shall be adjusted to 401 and 414 mm, instead of 417 and 
432 mm respectively. 

EN 

32 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.4.3.2. 

Pelvic angle 

As determined using the pelvic angle gauge (GM) drawing 78051-532 
incorporated by reference in Part 572 which is inserted into the "H" point gauging 
hole of the dummy, the angle measured from the horizontal on the 76.2 mm flat 
surface of the gauge shall be 22 1/2 degrees plus or minus 2 1/2 degrees. 

2.5. 

Legs 

The upper legs of the driver and passenger test dummies shall rest against the seat 
cushion to the extent permitted by placement of the feet.  The initial distance 
between the outboard knee clevis flange surface shall be 270 mm ± 10 mm.  To 
the extent practicable, the left leg of the driver dummy and both legs of the 
passenger dummy shall be in vertical longitudinal planes.  To the extent 
practicable, the right leg of the driver dummy shall be in a vertical plane.  Final 
adjustment to accommodate placement of feet in accordance with paragraph 2.6. 
for various passenger compartment configurations is permitted. 

Feet 

The right foot of the driver test dummy shall rest on the undepressed accelerator 
with the rearmost point of the heel on the floor surface in the plane of the pedal.  
If the foot cannot be placed on the accelerator pedal, it shall be positioned 
perpendicular to the tibia and placed as far forward as possible in the direction of 
the centreline of the pedal with the rearmost point of the heel resting on the floor 
surface.  The heel of the left foot shall be placed as far forward as possible and 
shall rest on the floor pan.  The left foot shall be positioned as flat as possible on 
the toeboard.  The longitudinal centreline of the left foot shall be placed as 
parallel as possible to the longitudinal centreline of the vehicle. 

The heels of both feet of the passenger test dummy shall be placed as far forward 
as possible and shall rest on the floor pan.  Both feet shall be positioned as flat as 
possible on the toeboard.  The longitudinal centreline of the feet shall be placed as 
parallel as possible to the longitudinal centreline of the vehicle. 

The measuring instruments installed shall not in any way affect the movement of 
the dummy during impact. 

The temperature of the dummies and the system of measuring instruments shall be 
stabilized before the test and maintained so far as possible within a range between 
19 °C and 22 °C. 

Dummy clothing 

The instrumented dummies will be clothed in formfitting cotton stretch garments 
with short sleeves and mid-calf length trousers specified in FMVSS 208, drawings 
78051-292 and 293 or their equivalent. 

2.6. 

2.6.1. 

2.6.2. 

2.7. 

2.8. 

2.9. 

2.9.1. 

EN 

33 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.9.2. 

A size 11XW shoe, which meets the configuration size, sole and heel thickness 
specifications of the US military standard MIL S 13192, revision P and whose 
weight is 0.57  0.1 kg, shall be placed and fastened on each foot of the test 
dummies. 

3. 

ADJUSTMENT OF RESTRAINT SYSTEM 

With the test dummy at its designated seating position as specified by the 
appropriate requirements of paragraphs 2.1. through 2.6., place the belt around the 
test dummy and fasten the latch.  Remove all slack from the lap belt.  Pull the 
upper torso webbing out of the retractor and allow it to retract. Repeat this 
operation four times.  Apply a 9 to 18 N tension load to the lap belt.  If the belt 
system is equipped with a tension-relieving device, introduce the maximum 
amount of slack into the upper torso belt that is recommended by the 
manufacturer for normal use in the owner's manual for the vehicle.  If the belt 
system is not equipped with a tension-relieving device, allow the excess webbing 
in the shoulder belt to be retracted by the retractive force of the retractor. 

EN 

34 

   EN 

 
 
 
 
 
Annex 6 

PROCEDURE FOR DETERMINING THE "H" POINT AND THE ACTUAL TORSO ANGLE 
FOR SEATING POSITIONS IN MOTOR VEHICLES 

1. 

PURPOSE 

The procedure described in this annex is used to establish the "H" point location 
and the actual torso angle for one or several seating positions in a motor vehicle 
and to verify the relationship of measured data to design specifications given by 
the vehicle manufacturer. (1) 

2. 

DEFINITIONS 

For the purposes of this annex: 

2.1. 

2.1.1. 

2.1.2. 

2.2. 

2.3. 

2.4. 

2.5. 

2.6. 

"Reference data" means one or several of the following characteristics of a seating 
position: 

the "H" point and the "R" point and their relationship, 

the actual torso angle and the design torso angle and their relationship. 

"Three-dimensional 'H' point machine" (3-D H machine) means the device used 
for the determination of "H" points and actual torso angles.  This device is 
described in appendix 1 to this annex; 

"'H' point" means the pivot centre of the torso and the thigh of the 3-D H machine 
installed in the vehicle seat in accordance with paragraph 4 below.  The "H" point 
is located in the centre of the centreline of the device which is between the "H" 
point sight buttons on either side of the 3-D H machine.  The "H" point 
corresponds theoretically to the "R" point (for tolerances see paragraph 3.2.2. 
below).  Once determined in accordance with the procedure described in 
paragraph 4, the "H" point is considered fixed in relation to the seat-cushion 
structure and to move with it when the seat is adjusted; 

"'R' point" or "seating reference point" means a design point defined by the 
vehicle manufacturer for each seating position and established with respect to the 
three-dimensional reference system; 

"Torso-line" means the centreline of the probe of the 3-D H machine with the 
probe in the fully rearward position; 

"Actual torso angle" means the angle measured between a vertical line through the 
"H" point and the torso line using the back angle quadrant on the 3-D H machine.  

1   In  any  seating  position  other  than  front  seats  where  the  "H"  point  cannot  be  determined  using  the  "Three-
dimensional  'H'  point  machine" or  procedures,  the  "R"  point  indicated by  the  manufacturer  may  be taken  as  a 
reference at the discretion of the competent authority. 

EN 

35 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
 
2.7. 

2.8. 

2.9. 

2.10. 

2.11. 

3. 

3.1. 

3.1.1. 

3.1.2. 

3.1.3. 

3.2. 

3.2.1. 

3.2.2. 

The actual torso angle corresponds theoretically to the design torso angle (for 
tolerances see paragraph 3.2.2. below): 

"Design torso angle" means the angle measures between a vertical line through 
the "R" point and the torso line in a position which corresponds to the design 
position of the seat-back established by the vehicle manufacturer; 

"Centreplane of occupant" (C/LO) means the median plane of the 3-D H machine 
positioned in each designated seating position; it is represented by the co-ordinate 
of the "H" point on the "Y" axis.  For individual seats, the centreplane of the seat 
coincides with the centreplane of the occupant.  For other seats, the centreplane of 
the occupant is specified by the manufacturer; 

"Three-dimensional reference system" means a system as described in appendix 2 
to this annex; 

"Fiducial marks" are physical points (holes, surfaces, marks or indentations) on 
the vehicle body as defined by the manufacturer; 

"Vehicle measuring attitude" means the position of the vehicle as defined by the 
co-ordinates of fiducial marks in the three-dimensional reference system. 

REQUIREMENTS 

Data presentation 

For each seating position where reference data are required in order to 
demonstrate compliance with the provisions of the present Regulation, all or an 
appropriate selection of the following data shall be presented in the form indicated 
in appendix 3 to this annex: 

the co-ordinates of the "R" point relative to the three-dimensional reference 
system; 

the design torso angle; 

all indications necessary to adjust the seat (if it is adjustable) to the measuring 
position set out in paragraph 4.3. below. 

Relationship between measured data and design specifications 

The co-ordinates of the "H" point and the value of the actual torso angle obtained 
by the procedure set out in paragraph 4. below shall be compared, respectively, 
with the co-ordinates of the "R" point and the value of the design torso angle 
indicated by the vehicle manufacturer. 

The relative positions of the "R" point and the "H" point and the relationship 
between the design torso angle and the actual torso angle shall be considered 
satisfactory for the seating position in question if the "H" point, as defined by its 
co-ordinates, lies within a square of 50 mm side length with horizontal and 

EN 

36 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
3.2.3. 

3.2.4. 

3.2.5. 

4. 

4.1. 

4.2. 

4.3. 

4.4. 

vertical sides whose diagonals intersect at the "R" point, and if the actual torso 
angle is within 5° of the design torso angle. 

If these conditions are met, the "R" point and the design torso angle, shall be used 
to demonstrate compliance with the provisions of this Regulation. 

If the "H" point or the actual torso angle does not satisfy the requirements of 
paragraph 3.2.2. above, the "H" point and the actual torso angle shall be 
determined twice more (three times in all).  If the results of two of these three 
operations satisfy the requirements, the conditions of paragraph 3.2.3. above shall 
apply. 

If the results of at least two of the three operations described in paragraph 3.2.4. 
above do not satisfy the requirements of paragraph 3.2.2. above, or if the 
verification cannot take place because the vehicle manufacturer has failed to 
supply information regarding the position of the "R" point or regarding the design 
torso angle, the centroid of the three measured points or the average of the three 
measured angles shall be used and be regarded as applicable in all cases where the 
"R" point or the design torso angle is referred to in this Regulation. 

PROCEDURE FOR "H" POINT AND ACTUAL TORSO ANGLE 
DETERMINATION 

The vehicle shall be preconditioned at the manufacturer's discretion, at a 
temperature of 20 ± 10°C to ensure that the seat material reached room 
temperature.  If the seat to be checked has never been sat upon, a 70 to 80 kg 
person or device shall sit on the seat twice for one minute to flex the cushion and 
back.  At the manufacturer's request, all seat assemblies shall remain unloaded for 
a minimum period of 30 min prior to installation of the 3-D H machine. 

The vehicle shall be at the measuring attitude defined in paragraph 2.11. above. 

The seat, if it is adjustable, shall be adjusted first to the rearmost normal driving 
or riding position, as indicated by the vehicle manufacturer, taking into 
consideration only the longitudinal adjustment of the seat, excluding seat travel 
used for purposes other than normal driving or riding positions.  Where other 
modes of seat adjustment exist (vertical, angular, seat-back, etc.) these will then 
be adjusted to the position specified by the vehicle manufacturer.  For suspension 
seats, the vertical position shall be rigidly fixed corresponding to a normal driving 
position as specified by the manufacturer. 

The area of the seating position contacted by the 3-D H machine shall be covered 
by a muslin cotton, of sufficient size and appropriate texture, described as a plain 
cotton fabric having 18.9 threads per cmÿ and weighing 0.228 kg/mÿ or knitted or 
non-woven fabric having equivalent characteristics. If the test is run on a seat 
outside the vehicle, the floor on which the seat is placed shall have the same 

EN 

37 

   EN 

 
 
 
 
 
 
 
 
 
 
4.5. 

4.6. 

essential characteristics (2) as the floor of the vehicle in which the seat is intended 
to be used. 

Place the seat and back assembly of the 3-D H machine so that the centreplane of 
the occupant (C/LO) coincides with the centreplane of the 3-D H machine.  At the 
manufacturer's request, the 3-D H machine may be moved inboard with respect to 
the C/LO if the 3-D H machine is located so far outboard that the seat edge will 
not permit levelling of the 3-D H machine. 

Attach the foot and lower leg assemblies to the seat pan assembly, either 
individually or by using the T-bar and lower leg assembly.  A line through the "H" 
point sight buttons shall be parallel to the ground and perpendicular to the 
longitudinal centreplane of the seat. 

4.7. 

Adjust the feet and leg positions of the 3-D H machine as follows: 

4.7.1. 

Designated seating position:  driver and outside front passenger 

4.7.1.1. 

Both feet and leg assemblies shall be moved forward in such a way that the feet 
take up natural positions on the floor, between the operating pedals if necessary.  
Where possible the left foot shall be located approximately the same distance to 
the left of the centreplane of the 3-D H machine as the right foot is to the right.  
The spirit level verifying the transverse orientation of the 3-D H machine is 
brought to the horizontal by readjustment of the seat pan if necessary, or by 
adjusting the leg and foot assemblies towards the rear.  The line passing through 
the "H" point sight buttons shall be maintained perpendicular to the longitudinal 
centreplane of the seat. 

4.7.1.2. 

If the left leg cannot be kept parallel to the right leg and the left foot cannot be 
supported by the structure, move the left foot until it is supported.  The alignment 
of the sight buttons shall be maintained. 

4.7.2. 

Designated seating position:  outboard rear 

For rear seats or auxiliary seats, the legs are located as specified by the 
manufacturer.  If the feet then rest on parts of the floor which are at different 
levels, the foot which first comes into contact with the front seat shall serve as a 
reference and the other foot shall be so arranged that the spirit level giving the 
transverse orientation of the seat of the device indicates the horizontal. 

4.7.3. 

Other designated seating positions: 

The general procedure indicated in paragraph 4.7.1. above shall be followed 
except that the feet shall be placed as specified by the vehicle manufacturer. 

2   Tilt angle, height difference with a seat mounting, surface texture, etc. 

EN 

38 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
 
4.8. 

4.9. 

4.9.1. 

4.9.2. 

4.10. 

4.11. 

4.12. 

Apply lower leg and thigh weights and level the 3-D H machine. 

Tilt the back pan forward against the forward stop and draw the 3-D H machine 
away from the seat-back using the T-bar.  Reposition the 3-D H machine on the 
seat by one of the following methods: 

If the 3-D H machine tends to slide rearward, use the following procedure. Allow 
the 3-D H machine to slide rearward until a forward horizontal restraining load on 
the T-bar is no longer required i.e. until the seat pan contacts the seat-back. If 
necessary, reposition the lower leg. 

If the 3-D H machine does not tend to slide rearward, use the following procedure. 
Slide the 3-D H machine rearwards by applying a horizontal rearward load to the 
T-bar until the seat pan contacts the seat-back (see figure 2 of appendix 1 to this 
annex). 

Apply a 100 ± 10 N load to the back and pan assembly of the 3-D H machine at 
the intersection of the hip angle quadrant and the T-bar housing.  The direction of 
load application shall be maintained along a line passing by the above intersection 
to a point just above the thigh bar housing (see figure 2 of appendix 1 to this 
annex).  Then carefully return the back pan to the seat-back.  Care must be 
exercised throughout the remainder of the procedure to prevent the 3-D H 
machine from sliding forward. 

Install the right and left buttock weights and then, alternately, the eight torso 
weights.  Maintain the 3-D H machine level. 

Tilt the back pan forward to release the tension on the seat-back.  Rock the 3-D H 
machine from side to side through a 10° arc (5° to each side of the vertical 
centreplane) for three complete cycles to release any accumulated friction 
between the 3-D H machine and the seat. 

During the rocking action, the T-bar of the 3-D H machine may tend to diverge 
from the specified horizontal and vertical alignment.  The T-bar must therefore be 
restrained by applying an appropriate lateral load during the rocking motions. 
Care shall be exercised in holding the T-bar and rocking the 3-D H machine to 
ensure that no inadvertent exterior loads are applied in a vertical or fore and aft 
direction. 

The feet of the 3-D H machine are not to be restrained or held during this step. If 
the feet change position, they should be allowed to remain in that attitude for the 
moment. 

Carefully return the back pan to the seat-back and check the two spirits levels for 
zero position. If any movement of the feet has occurred during the rocking 
operation of the 3-D H machine, they must be repositioned as follows: 

Alternately, lift each foot off the floor the minimum necessary amount until no 
additional foot movement is obtained. During this lifting, the feet are to be free to 
rotate; and no forward or lateral loads are to be applied. When each foot is placed 

EN 

39 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
back in the down position, the heel is to be in contact with the structure designed 
for this. 

Check the lateral spirit level for zero position; if necessary, apply a lateral load to 
the top of the back pan sufficient to level the 3-D H machine's seat pan on the 
seat. 

4.13. 

Holding the T-bar to prevent the 3-D H machine from sliding forward on the seat 
cushion, proceed as follows: 

(a) 

return the back pan to the seat-back; 

(b) 

alternately apply and release a horizontal rearward load, not to exceed 25 N, 
to the back angle bar at a height approximately at the centre of the torso 
weights until the hip angle quadrant indicates that a stable position has been 
reached after load release. Care shall be exercised to ensure that no exterior 
downward or lateral loads are applied to the 3-D H machine. If another level 
adjustment of the 3-D H machine is necessary, rotate the back pan forward, 
re-level, and repeat the procedure from paragraph 4.12. 

4.14. 

Take all measurements: 

4.14.1. 

4.14.2. 

4.15. 

4.16. 

The co-ordinates of the "H" point are measured with respect to the three-
dimensional reference system. 

The actual torso angle is read at the back angle quadrant of the 3-D H machine 
with the probe in its fully rearward position. 

If a re-run of the installation of the 3-D H machine is desired, the seat assembly 
should remain unloaded for a minimum period of 30 min prior to the re-run.  The 
3-D H machine should not be left loaded on the seat assembly longer than the 
time required to perform the test. 

If the seats in the same row can be regarded as similar (bench seat, identical seats, 
etc.) only one "H" point and one "actual torso angle" shall be determined for each 
row of seats, the 3-D H machine described in appendix 1 to this annex being 
seated in a place regarded as representative for the row.  This place shall be: 

4.16.1. 

in the case of the front row, the driver's seat; 

4.16.2. 

in the case of the rear row or rows, an outer seat. 

EN 

40 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
Annex 6 - Appendix 1 

DESCRIPTION OF THE THREE-DIMENSIONAL "H" POINT MACHINE (*) 

1. 

Back and seat pans 

(3-D H machine) 

The back and seat pans are constructed of reinforced plastic and metal; they 
simulate the human torso and thigh and are mechanically hinged at the "H" point.  
A quadrant is fastened to the probe hinged at the "H" point to measure the actual 
torso angle.  An adjustable thigh bar, attached to the seat pan, establishes the thigh 
centreline and serves as a baseline for the hip angle quadrant. 

2. 

Body and leg elements 

Lower leg segments are connected to the seat pan assembly at the T-bar joining 
the knees, which is a lateral extension of the adjustable thigh bar.  Quadrants are 
incorporated in the lower leg segments to measure knee angles.  Shoe and foot 
assemblies are calibrated to measure the foot angle.  Two spirit levels orient the 
device in space.  Body element weights are placed at the corresponding centres of 
gravity to provide seat penetration equivalent to a 76 kg male.  All joints of the 3-
D H machine should be checked for free movement without encountering 
noticeable friction. 

*   For details of the construction of the 3-D H machine refer to Society of Automobile Engineers (SAE), 400 

Commonwealth Drive, Warrendale, Pennsylvania 15096, United States of America. 

  The machine corresponds to that described in ISO Standard 6549-1980. 

EN 

41 

   EN 

 
 
 
 
 
 
 
 
 
 
 
                                                 
 
EN 

42 

   EN 

 
 
 
EN 

43 

   EN 

 
 
 
 
 
 
 
Annex 6 - Appendix 2 

THREE-DIMENSIONAL REFERENCE SYSTEM 

1. 

2. 

3. 

The three-dimensional reference system is defined by three orthogonal planes 
established by the vehicle manufacturer (see figure). (*) 

The vehicle measuring attitude is established by positioning the vehicle on the 
supporting surface such that the co-ordinates of the fiducial marks correspond to 
the values indicated by the manufacturer. 

The co-ordinates of the "R" point and the "H" point are established in relation to 
the fiducial marks defined by the vehicle manufacturer. 

*   The reference system corresponds to ISO standard 4130, 1978. 

EN 

44 

   EN 

 
 
 
 
 
 
 
 
 
 
                                                 
Annex 6 - Appendix 3 

REFERENCE DATA CONCERNING SEATING POSITIONS 

1. 

Coding of reference data 

Reference data are listed consecutively for each seating position.  Seating 
positions are identified by a two-digit code.  The first digit is an Arabic numeral 
and designates the row of seats, counting from the front to the rear of the vehicle.  
The second digit is a capital letter which designates the location of the seating 
position in a row, as viewed in the direction of forward motion of the vehicle; the 
following letters shall be used: 

 L = left 
 C = centre 
 R = right 

2. 

2.1. 

3. 

3.1. 

Description of vehicle measuring attitude 

Co-ordinates of fiducial marks 

 X 
 Y 
 Z 

.......................... 
.......................... 
.......................... 

List of reference data 

Seating position:  .................... 

3.1.1. 

Co-ordinates of "R" point 

 X 
 Y 
 Z 

.......................... 
.......................... 
.......................... 

3.1.2. 

3.1.3. 

Design torso angle: 

....................................... 

Specifications for seat adjustment (*) 

 horizontal : 
 vertical: 
 angular : 
 torso angle: 

................. 
................. 
................. 
................. 

Note:  List reference data for further seating positions under 3.2., 3.3., etc. 

*   Strike out what does not apply. 

EN 

45 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
Annex 7 

TEST PROCEDURE WITH TROLLEY 

1. 

1.1. 

TEST INSTALLATION AND PROCEDURE 

Trolley 

The trolley shall be so constructed that no permanent deformation appears after 
the test.  It shall be so guided that, during the impact phase, the deviation in the 
vertical plane does not exceed 5° and 2° in the horizontal plane. 

1.2. 

State of the structure 

1.2.1. 

General 

The structure tested shall be representative of the series production of the vehicles 
concerned.  Some components may be replaced or removed where such 
replacement or removal clearly has no effect on the test results. 

1.2.2. 

Adjustments 

Adjustments shall conform to those set out in paragraph 1.4.3. of annex 3 to this 
Regulation, taking into account what is stated in paragraph 1.2.1. 

Attachment of the structure 

The structure shall be firmly attached to the trolley in such a way that no relative 
displacement occurs during the test. 

The method used to fasten the structure to the trolley shall not have the effect of 
strengthening the seat anchorages or restraint devices, or of producing any 
abnormal deformation of the structure. 

The attachment device recommended is that whereby the structure rests on 
supports placed approximately in the axis of the wheels or, if possible, whereby 
the structure is secured to the trolley by the fastenings of the suspension system. 

The angle between the longitudinal axis of the vehicle and the direction of motion 
of the trolley shall be 0° ± 2°. 

1.3. 

1.3.1. 

1.3.2. 

1.3.3. 

1.3.4. 

1.4 

Dummies 

The dummies and their positioning shall conform to the specifications in annex 3, 
paragraph 2. 

EN 

46 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
1.5. 

Measuring apparatus 

1.5.1. 

Deceleration of the structure 

The position of the transducers measuring the deceleration of the structure during 
the impact shall be parallel to the longitudinal axis of the trolley according to the 
specifications of annex 8 (CFC 180). 

1.5.2. 

Measurements to be made on the dummies 

All the measurements necessary for checking the listed criteria are set out in 
annex 3, paragraph 5. 

1.6. 

Deceleration curve of the structure 

The deceleration curve of the structure during the impact phase shall be such that 
the "variation of speed in relation to time" curve obtained by integration at no 
point differs by more than ± 1 m/s from the "variation of speed in relation to time" 
reference curve of the vehicle concerned as defined in appendix to this annex.  
A displacement with regard to the time axis of the reference curve may be used to 
obtain the structure velocity inside the corridor. 

1.7. 

Reference curve ÿV = f(t) of the vehicle concerned 

This reference curve is obtained by integration of the deceleration curve of the 
vehicle concerned measured in the frontal collision test against a barrier as 
provided for in paragraph 6 of annex 3 to this Regulation. 

1.8. 

Equivalent method 

The test may be performed by some other method than that of deceleration of a 
trolley, provided that such method complies with the requirement concerning the 
range of variation of speed described in paragraph 1.6. 

EN 

47 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Annex 7 - Appendix 

EQUIVALENCE CURVE - TOLERANCE BAND FOR CURVE ∆V = f(t) 

EN 

48 

   EN 

 
 
 
 
 
 
 
TECHNIQUE OF MEASUREMENT IN MEASUREMENT TESTS:  INSTRUMENTATION 

Annex 8 

1. 

1.1. 

DEFINITIONS 

Data channel 

A data channel comprises all the instrumentation from a transducer (or multiple 
transducers whose outputs are combined in some specified way) up to and 
including any analysis procedures that may alter the frequency content or the 
amplitude content of data. 

1.2. 

Transducer 

The first device in a data channel used to convert a physical quantity to be 
measured into a second quantity (such as an electrical voltage) which can be 
processed by the remainder of the channel. 

1.3. 

Channel amplitude class:  CAC 

The designation for a data channel that meets certain amplitude characteristics as 
specified in this annex. The CAC number is numerically equal to the upper limit 
of the measurement range. 

1.4. 

Characteristic frequencies FH, FL, FN 

These frequencies are defined in figure 1. 

1.5. 

Channels frequency class:  CFC 

The channel frequency class is designated by a number indicating that the channel 
frequency response lies within the limits specified in figure 1.  This number and 
the value of the frequency FH in Hz are numerically equal. 

1.6. 

Sensitivity coefficient 

The slope of the straight line representing the best fit to the calibration values 
determined by the method of least square within the channel amplitude class. 

1.7. 

Calibration factor of a data channel 

The mean value of the sensitivity coefficients evaluated over frequencies which 
are evenly spaced on a logarithmic scale 

between FL and   FH / 2.5 

EN 

49 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
1.8. 

Linearity error 

The ratio, in per cent, of the maximum difference between the calibration value 
and the corresponding value read on the straight line defined in paragraph 1.6. at 
the upper limit of the channel amplitude class. 

1.9. 

Cross sensitivity 

The ratio of the output signal to the input signal, when an excitation is applied to 
the transducer perpendicular to the measurement axis. It is expressed as a 
percentage of the sensitivity along the measurement axis. 

1.10. 

Phase delay time 

The phase delay time of a data channel is equal to the phase delay (in radians) of a 
sinusoidal signal, divided by the angular frequency of that signal (in 
radians/second). 

1.11. 

Environment 

The aggregate, at a given moment, of all external conditions and influences to 
which the data channel is subjected. 

2. 

2.1. 

PERFORMANCE REQUIREMENTS 

Linearity error 

The absolute value of the linearity error of a data channel at any frequency in the 
CFC, shall be equal to or less than 2.5 per cent of the value of the CAC, over the 
whole measurement range. 

2.2. 

Amplitude against frequency 

The frequency response of a data channel shall lie within the limiting curves given 
in figure 1. The zero dB line is determined by the calibration factor. 

2.3. 

Phase delay time 

The phase delay time between the input and the output signals of a data channel 
shall be determined and shall not vary by more than 1/10 FH seconds between 
0.03 FH and FH . 

2.4. 

Time 

2.4.1. 

Time base 

A time base shall be recorded and shall at least give 1/100 s with an accuracy of 
1 per cent. 

EN 

50 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.4.2. 

Relative time delay 

The relative time delay between the signal of two or more data channels, 
regardless of their frequency class, must not exceed 1 ms excluding delay caused 
by phase shift. 

Two or more data channels of which the signals are combined shall have the same 
frequency class and shall not have relative time delay greater than 1/10 FH 
seconds. 

This requirement applies to analogue signals as well as to synchronization pulses 
and digital signals. 

2.5. 

Transducer cross sensitivity 

The transducer cross sensitivity shall be less than 5 per cent in any direction. 

2.6. 

Calibration 

2.6.1. 

General 

A data channel shall be calibrated at least once a year against reference equipment 
traceable to known standards. The methods used to carry out a comparison with 
reference equipment shall not introduce an error greater than 1 per cent of the 
CAC. The use of the reference equipment is limited to the frequency range for 
which they have been calibrated. Subsystems of a data channel may be evaluated 
individually and the results factored into the accuracy of the total data channel. 
This can be done for example by an electrical signal of known amplitude 
simulating the output signal of the transducer which allows a check to be made on 
the gain factor of the data channel, excluding the transducer. 

2.6.2. 

Accuracy of reference equipment for calibration 

The accuracy of the reference equipment shall be certified or endorsed by an 
official metrology service. 

2.6.2.1. 

Static calibration 

2.6.2.1.1. 

Accelerations 

The errors shall be less than ± 1.5 per cent of the channel amplitude class. 

2.6.2.1.2. 

Forces 

The error shall be less than ± 1 per cent of the channel amplitude class. 

2.6.2.1.3. 

Displacements 

The error shall be less than ± 1 per cent of the channel amplitude class. 

EN 

51 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.6.2.2. 

Dynamic calibration 

2.6.2.2.1. 

Accelerations 

The error in the reference accelerations expressed as a percentage of the channel 
amplitude class shall be less than ± 1.5 per cent below 400 Hz, less than ±  2 per 
cent between 400 Hz and 900 Hz, and less than ±  2.5 per cent above 900 Hz. 

2.6.2.3. 

Time 

The relative error in the reference time shall be less than 10-5. 

2.6.3. 

Sensitivity coefficient and linearity error 

The sensitivity coefficient and the linearity error shall be determined by 
measuring the output signal of the data channel against a known input signal for 
various values of this signal.  The calibration of the data channel shall cover the 
whole range of the amplitude class. 

For bi-directional channels, both the positive and negative values shall be used. 

If the calibration equipment cannot produce the required input owing to the 
excessively high values of the quantity to be measured, calibrations shall be 
carried out within the limits of the calibration standards and these limits shall be 
recorded in the test report. 

A total data channel shall be calibrated at a frequency or at a spectrum of 
frequencies having a significant value between FL and (FH / 2.5) 

2.6.4. 

Calibration of the frequency response 

The response curves of phase and amplitude against frequency shall be 
determined by measuring the output signals of the data channel in terms of phase 
and amplitude against a known input signal, for various values of this signal 
varying between FL and 10 times the CFC or 3,000 Hz, whichever is lower. 

2.7. 

Environmental effects 

A regular check shall be made to identify any environmental influence (such as 
electric or magnetic flux, cable velocity, etc.). This can be done for instance by 
recording the output of spare channels equipped with dummy transducers. If 
significant output signals are obtained corrective action shall be taken, for 
instance by replacement of cables. 

2.8. 

Choice and designation of the data channel 

The CAC and CFC define a data channel. 
The CAC shall be 1, 2 or 5 to a power of ten. 

EN 

52 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
3. 

MOUNTING OF TRANSDUCERS 

Transducers should be rigidly secured so that their recordings are affected by 
vibration as little as possible. Any mounting having a lowest resonance frequency 
equal to at least 5 times the frequency FH of the data channel considered shall be 
considered valid. Acceleration transducers in particular should be mounted in 
such a way that the initial angle of the real measurement axis to the corresponding 
axis of the reference axis system is not greater than 5° unless an analytical or 
experimental assessment of the effect of the mounting on the collected data is 
made. When multi-axial accelerations at a point are to be measured, each 
acceleration transducer axis should pass within 10 mm of that point, and the 
centre of seismic mass of each accelerometer should be within 30 mm of that 
point. 

4. 

4.1. 

RECORDING 

Analogue magnetic recorder 

Tape speed should be stable to within not more than 0.5 per cent of the tape speed 
used. The signal-to-noise ratio of the recorder should not be less than 42 dB at the 
maximum tape speed. The total harmonic distortion should be less than 3 per cent 
and the linearity error should be less than 1 per cent of the measurement range. 

4.2. 

Digital magnetic recorder 

Tape speed should be stable to within not more than 10 per cent of the tape speed 
used. 

4.3. 

Paper tape recorder 

In case of direct data recording the paper speed in mm/s should be at least 
1.5 times the number expressing FH in Hz. In other cases the paper speed should 
be such that equivalent resolution is obtained. 

5. 

5.1. 

DATA PROCESSING 

Filtering 

Filtering corresponding to the frequencies of the data channel class may be carried 
out during either recording or processing of data. However, before recording, 
analogical filtering at a higher level than CFC should be effected in order to use at 
least 50 per cent of the dynamic range of the recorder and to reduce the risk of 
high frequencies saturating the recorder or causing aliasing errors in the 
digitilising process. 

5.2. 

Digitilising 

EN 

53 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
5.2.1. 

Sampling frequency 

The sampling frequency should be equal to at least 8 FH. In the case of analogical 
recording, when the recording and reading speeds are different, the sampling 
frequency can be divided by the speed ratio. 

5.2.2. 

Amplitude resolution 

The size of digital words should be at least 7 bits and a parity bit. 

6. 

PRESENTATION OF RESULTS 

The results should be presented on A4 size paper (ISO/R 216).  Results presented 
as diagrams should have axes scaled with a measurement unit corresponding to a 
suitable multiple of the chosen unit (for example, 1, 2, 5, 10, 20 millimetres). SI 
units shall be used, except for vehicle velocity, where km/h may be used, and for 
accelerations due to impact where g, with g = 9.81 m/s2, may be used. 

EN 

54 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
Annex 9 

DEFINITION OF DEFORMABLE BARRIER 

1. 

COMPONENT AND MATERIAL SPECIFICATIONS 

The dimensions of the barrier are illustrated in Figure 1 of this annex.  The 
dimensions of the individual components of the barrier are listed separately 
below. 

1.1. 

Main honeycomb block 

Dimensions: 

Height: 

Width: 

Depth: 

650 mm (in direction of honeycomb ribbon axis) 

1,000 mm 

450 mm (in direction of honeycomb cell axes) 

All above dimensions should allow a tolerance of ± 2.5 mm 

Material: 

Aluminium 3003 (ISO 209, Part 1) 

Foil Thickness: 

0.076 mm ± 15% 

Cell Size: 

19.1 mm ± 20% 

Density: 

28.6 kg/m3 ± 20% 

Crush Strength:  0.342 MPa +0% -10% (1) 

1.2. 

Bumper element 

Dimensions: 

Height: 

Width: 

Depth: 

330 mm (in direction of honeycomb ribbon axis) 

1,000 mm 

90 mm (in direction of honeycomb cell axes) 

All above dimensions should allow a tolerance of ± 2.5 mm 

EN 

55 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Material: 

Aluminium 3003 (ISO 209, Part 1) 

Foil Thickness: 

0.076 mm ± 15% 

Cell Size: 

6.4 mm ± 20% 

Density: 
Crush Strength:  1.711 MPa +0% -10% (1) 

82.6 kg/m3 ± 20% 

(1) In accordance with the certification procedure described in paragraph 2 of this 
annex. 

1.3. 

Backing sheet 

Dimensions 
Height: 
Width: 
Thickness: 

800 mm ± 2,5 mm 
1000 mm ± 2,5 mm 
2.0 mm ± 0.1 mm 

1.4. 

Cladding sheet 

Dimensions 
Length: 
Width: 
Thickness: 
Material: 

1700 mm ± 2,5 mm 
1000 mm ± 2,5 mm 
0.81 ± 0.07 mm 
Aluminium 5251/5052 (ISO 209, part 1) 

1.5. 

Bumper facing sheet 

Dimensions 
Height: 
Width: 
Thickness: 
Material: 

Adhesive 

330 mm ± 2,5 mm 
1000 mm ± 2,5 mm 
0.81 mm ± 0.07 mm 
Aluminium 5251/5052 (ISO 209, part 1) 

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. 

ALUMINIUM HONEYCOMB CERTIFICATION 

A complete testing procedure for certification of aluminium honeycomb is given 
in NHTSA TP-214D.  The following is a summary of the procedure that should be 
applied to materials for the frontal impact barrier, these materials having a crush 
strength of 0.342 MPa and 1.711 MPa respectively. 

EN 

56 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.1. 

Sample locations 

To ensure uniformity of crush strength across the whole of the barrier face, eight 
samples shall be taken from four locations evenly spaced across the honeycomb 
block.  For a block to pass certification, seven of these eight samples shall meet 
the crush strength requirements of the following sections. 

The location of the samples depends on the size of the honeycomb block.  First, 
four samples, each measuring 300 mm x 300 mm x 50 mm thick shall be cut from 
the block of barrier face material.  Please refer to Figure 2 for an illustration of 
how to locate these sections within the honeycomb block.  Each of these larger 
samples shall be cut into samples for certification testing (150 mm x 150 mm x 
50 mm). Certification shall be based on the testing of two samples from each of 
these four locations.  The other two should be made available to the applicant, 
upon request. 

2.2. 

Sample size 

Samples of the following size shall be used for testing: 

Length: 
Width: 
Thickness: 

150 mm ± 6 mm 
150 mm ± 6 mm 
 50 mm ± 2 mm 

The walls of incomplete cells around the edge of the sample shall be trimmed as 
follows: 

In the "W" direction, the fringes shall be no greater than 1.8 mm (see Figure 3). 

In the "L" direction, half the length of one bonded cell wall (in the ribbon 
direction) shall be left at either end of the specimen (see Figure 3). 

2.3. 

Area measurement 

The length of the sample shall be measured in three locations, 12.7 mm from each 
end and in the middle, and recorded as L1, L2 and L3 (Figure 3).  In the same 
manner, the width shall be measured and recorded as W1, W2 and W3 (Figure 3).  
These measurements shall be taken on the centreline of the thickness.  The crush 
area shall then be calculated as: 

2.4. 

Crush rate and distance 

The sample shall be crushed at a rate of not less than 5.1 mm/min and not more 
than 7.6 mm/min.  The minimum crush distance shall be 16.5 mm. 

EN 

57 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.5. 

Data collection 

Force versus deflection data are to be collected in either analog or digital form for 
each sample tested.  If analog data are collected then a means of converting this to 
digital shall be available.  All digital data shall be collected at a rate of not less 
than 5 Hz (5 points per second). 

2.6. 

Crush strength determination 

Ignore all data prior to 6.4 mm of crush and after 16.5 mm of crush.  Divide the 
remaining data into three sections or displacement intervals (n = 1, 2, 3) (see 
Figure 4) as follows: 
(1) 06.4 mm - 09.7 mm inclusive, 
(2) 09.7 mm - 13.2 mm exclusive, 
(3) 13.2 mm - 16.5 mm inclusive. 

Find the average for each section as follows: 

where m represents the number of data points measured in each of the three 
intervals.  Calculate the crush strength of each section as follows: 

2.7. 

Sample crush strength specification 

For a honeycomb sample to pass this certification, the following conditions shall 
be met: 

0.308 MPa ≤ S(n) ≤ 0.342 MPa for 0.342 MPa material 
1.540 MPa ≤ S(n) ≤ 1.711 MPa for 1.711 MPa material 

n = 1, 2, 3. 

2.8. 

Block crush strength specification 

Eight samples are to be tested from four locations, evenly spaced across the block.  
For a block to pass certification, seven of the eight samples shall meet the crush 
strength specification of the previous section. 

EN 

58 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
3. 

3.1. 

3.2. 

4. 

4.1. 

4.2. 

4.3. 

4.4. 

ADHESIVE BONDING PROCEDURE 

Immediately before bonding, aluminium sheet surfaces to be bonded shall be 
thoroughly cleaned using a suitable solvent, such as 1-1-1 Trichloroethane.  This 
is to be carried out at least twice or as required to eliminate grease or dirt deposits.  
The cleaned surfaces shall then be abraded using 120 grit abrasive paper.  
Metallic/Silicon Carbide abrasive paper is not to be used.  The surfaces shall be 
thoroughly abraded and the abrasive paper changed regularly during the process 
to avoid clogging, which may lead to a polishing effect.  Following abrading, the 
surfaces shall be thoroughly cleaned again, as above.  In total, the surfaces shall 
be solvent cleaned at least four times.  All dust and deposits left as a result of the 
abrading process shall be removed, as these will adversely affect bonding. 

The adhesive should be applied to one surface only, using a ribbed rubber roller.  
In cases where honeycomb is to be bonded to aluminium sheet, the adhesive 
should be applied to the aluminium sheet only. 
A maximum of 0.5 kg/m2 shall be applied evenly over the surface, giving a 
maximum film thickness of 0.5 mm. 

CONSTRUCTION 

The main honeycomb block shall be bonded to the backing sheet with adhesive 
such that the cell axes are perpendicular to the sheet.  The cladding shall be 
bonded to the front surface of the honeycomb block.  The top and bottom surfaces 
of the cladding sheet shall not be bonded to the main honeycomb block but should 
be positioned closely to it.  The cladding sheet shall be adhesively bonded to the 
backing sheet at the mounting flanges. 

The bumper element shall be adhesively bonded to the front of the cladding sheet 
such that the cell axes are perpendicular to the sheet.  The bottom of the bumper 
element shall be flush with the bottom surface of the cladding sheet.  The bumper 
facing sheet shall be adhesively bonded to the front of the bumper element. 

The bumper element shall then be divided into three equal sections by means of 
two horizontal slots.  These slots shall be cut through the entire depth of the 
bumper section and extend the whole width of the bumper.  The slots shall be cut 
using a saw; their width shall be the width of the blade used and shall not exceed 
4.0 mm. 

Clearance holes for mounting the barrier are to be drilled in the mounting flanges 
(shown in Figure 5).  The holes shall be of 9.5 mm diameter.  Five holes shall be 
drilled in the top flange at a distance of 40 mm from the top edge of the flange and 
five in the bottom flange, 40 mm from the bottom edge of that flange.  The holes 
shall be at 100 mm, 300 mm, 500 mm, 700 mm, 900 mm from either edge of the 
barrier.  All holes shall be drilled to ± 1 mm of the nominal distances.  These hole 
locations are a recommendation only.  Alternative positions may be used which 
offer at least the mounting strength and security provided by the above mounting 
specifications 

EN 

59 

   EN 

 
 
 
 
 
 
 
 
 
 
5. 

5.1. 

5.2. 

MOUNTING 

The deformable barrier shall be rigidly fixed to the edge of a mass of not less than 
7 x 104 kg or to some structure attached thereto.  The attachment of the barrier 
face shall be such that the vehicle shall not contact any part of the structure more 
than 75 mm from the top surface of the barrier (excluding the upper flange) during 
any stage of the impact (2).  The front face of the surface to which the deformable 
barrier is attached shall be flat and continuous over the height and width of the 
face and shall be vertical ± 1° and perpendicular ± 1° to the axis of the run-up 
track.  The attachment surface shall not be displaced by more than 10 mm during 
the test.  If necessary, additional anchorage or arresting devices shall be used to 
prevent displacement of the concrete block.  The edge of the deformable barrier 
shall be aligned with the edge of the concrete block appropriate for the side of the 
vehicle to be tested. 

The deformable barrier shall be fixed to the concrete block by means of ten bolts, 
five in the top mounting flange and five in the bottom.  These bolts shall be of at 
least 8 mm diameter.  Steel clamping strips shall be used for both the top and 
bottom mounting flanges (see Figures 1 and 5).  These strips shall be 60 mm high 
and 1000 mm wide and have a thickness of at least 3 mm.  The edges of the 
clamping strips should be rounded-off to prevent tearing of the barrier against the 
strip during impact.  The edge of the strip should be located no more than 5 mm 
above the base of the upper barrier-mounting flange, or 5 mm below the top of the 
lower barrier-mounting flange.  Five clearance holes of 9.5 mm diameter must be 
drilled in both strips to correspond with those in the mounting flange on the 
barrier (see paragraph 4.).  The mounting strip and barrier flange holes may be 
widened from 9.5 mm up to a maximum of 25 mm in order to accommodate 
differences in back-plate arrangements and/or load cell wall hole configurations.  
None of the fixtures shall fail in the impact test.  In the case where the deformable 
barrier is mounted on a load cell wall (LCW) it should be noted that the above 
dimensional requirements for mountings are intended as a minimum.  Where a 
LCW is present, the mounting strips may be extended to accommodate higher 
mounting holes for the bolts. If the strips are required to be extended, then thicker 
gauge steel should be used accordingly, such that the barrier does not pull away 
from the wall, bend or tear during the impact.  If an alternative method of 
mounting the barrier is used, it should be at least as secure as that specified in the 
above paragraphs. 

2  A mass, the end of which is between 125 mm and 925 mm high and at least 1,000 mm deep, is considered to 

satisfy this requirement. 

EN 

60 

   EN 

 
 
 
 
                                                 
Figure 1 

Deformable barrier for frontal impact testing 

(replace the value of "50 psi" by "0.342 MPa", and the value of "250 psi" by 
"1.711 MPa) 

EN 

61 

   EN 

 
 
 
 
 
 
 
 
 
 
Figure 2 

Locations of samples for certification 

EN 

62 

   EN 

 
 
 
 
 
 
Figure 3 

Honeycomb axes and measured dimensions  

EN 

63 

   EN 

 
 
 
 
 
 
 
Figure 4 

Crush force and displacement 

EN 

64 

   EN 

 
 
 
 
 
 
 
 
 
 
Figure 5 

Positions of holes for barrier mounting 

EN 

65 

   EN 

 
 
 
 
 
 
 
 
 
Annex 10 

CERTIFICATION PROCEDURE FOR THE DUMMY LOWER LEG AND FOOT 

1. 

UPPER FOOT IMPACT TEST 

1.1. 

1.2. 

1.3. 

1.3.1. 

1.3.2. 

1.3.3. 

1.3.4. 

The objective of this test is to measure the response of the Hybrid III foot and 
ankle to well-defined, hard faced pendulum impacts. 

The  complete  Hybrid  III  lower  leg  assembly,  left  (86-5001-001  )  and  right 
(86-5001-002), equipped with the foot and ankle assembly, left (78051-614) 
and right (78051-615), shall be used, including the knee assembly. 

The load cell simulator (78051-319 Rev A) shall be used to secure the knee 
assembly (78051-16 Rev B) to the test fixture. 

Test procedure 

Each leg assembly shall be maintained (soaked) for four hours prior to the test 
at a temperature of 22°C ± 3°C and a relative humidity of 40 ± 30 per cent.  
The  soak  period  shall  not  include  the  time  required  to  reach  steady  state 
conditions. 

Clean the impact surface of the skin and also the impactor face with isopropyl 
alcohol or equivalent prior to the test.  Dust with talc. 

Align  the  impactor  accelerometer  with  its  sensitive  axis  parallel  to  the 
direction of impact at contact with the foot. 

Mount  the  leg  assembly  to  the  fixture  shown  in  Figure  1.    The  test  fixture 
shall be rigidly secured to prevent movement during impact. The centre line 
of the femur load cell simulator (78051-319) shall be vertical with a tolerance 
of    ±0.5°.    Adjust  the  mount  such  that  the  line  joining  the  knee  clevis  joint 
and the ankle attachment bolt is horizontal with a tolerance of  ±3°, with the 
heel resting on two sheets of a flat low friction (PTFE sheet) surface.  Ensure 
that the tibia flesh is located fully towards the knee end of the tibia.  Adjust 
the  ankle  such  that  the  plane  of  the  underside  of  the  foot  is  vertical  and 
perpendicular to the direction of impact with a tolerance of  ±3° and such that 
the mid sagittal plane of the foot is aligned with the pendulum arm.  Adjust 
the knee joint to 1.5 ± 0.5 g range before each test.  Adjust the ankle joint so 
that it is free and then tighten just sufficiently to keep the foot stable on the 
PTFE sheet. 

EN 

66 

   EN 

 
 
 
 
 
 
 
1.3.5. 

The rigid impactor comprises a horizontal cylinder diameter 50 ± 2 mm and a 
pendulum  support  arm  diameter  19  ±  1  mm  (Figure 4).    The  cylinder  has  a 
mass of 1.25 ± 0.02 kg including instrumentation and any part of the support 
arm within the cylinder.  The pendulum arm has a mass of 285 ± 5 g.  The 
mass  of  any  rotating  part  of  the  axle  to  which  the  support  arm  is  attached 
should not be greater than 100 g.  The length between the central horizontal 
axis of the impactor cylinder and the axis of rotation of the whole pendulum 
shall be 1,250 ± 1 mm.  The impact cylinder is mounted with its longitudinal 
axis horizontal and perpendicular to the direction of impact.  The pendulum 
shall impact the underside of the foot, at a distance of 185 ± 2 mm from the 
base  of  the  heel  resting  on  the  rigid  horizontal  platform,  so  that  the 
longitudinal centre line of the pendulum arm falls within 1° of a vertical line 
at impact.  The impactor shall be guided to exclude significant lateral, vertical 
or rotational movement. 

1.3.6. 

Allow  a  period  of  at  least  30  minutes  between  successive  tests  on  the  same 
leg. 

1.3.7. 

1.4. 

1.4.1. 

2. 

2.1. 

2.2. 

The  data  acquisition  system,  including  transducers,  shall  conform  to  the 
specifications for CFC 600, as described in annex 8. 

Performance specification 

When each ball of the foot is impacted at 6.7 (±0.1) m/s in accordance with 
paragraph 1.3., the maximum lower tibia bending momentum about the y-axis 
(My) shall be 120 ± 25 Nm. 

LOWER FOOT IMPACT TEST WITHOUT SHOE 

The objective of this test is to measure the response of the Hybrid III foot skin 
and insert to well-defined, hard faced pendulum impacts. 

The  complete  Hybrid  III  lower  leg  assembly,  left  (86-5001-001)  and  right 
(86-5001-002), equipped with the foot and ankle assembly, left (78051-614) 
and right (78051-615), shall be used, including the knee assembly. 

The load cell simulator (78051-319 Rev A) shall be used to secure the knee 
assembly (78051-16 Rev B) to the test fixture. 

2.3. 

Test procedure 

2.3.1. 

Each leg assembly shall be maintained (soaked) for four hours prior to the test at a 
temperature of 22 ± 3 °C and a relative humidity of 40 ± 30 per cent.  The soak 
period shall not include the time required to reach steady state conditions. 

EN 

67 

   EN 

 
 
 
 
 
 
 
2.3.2. 

Clean the impact surface of the skin and also the impactor face with isopropyl 
alcohol or equivalent prior to the test.  Dust with talc.  Check that there is no 
visible damage to the energy absorbing insert to the heel. 

2.3.3.  

Align  the  impactor  accelerometer  with  its  sensitive  axis  parallel  to  the  impactor 
longitudinal centre line. 

2.3.4.  

2.3.5. 

Mount the leg assembly to the fixture shown in Figure 2.  The test fixture shall be 
rigidly secured to prevent movement during impact.  The centre line of the femur 
load  cell  simulator  (78051-319)  shall  be  vertical  with  a  tolerance  of    ±0.5°.  
Adjust  the  mount  such  that  the  line  joining  the  knee  clevis  joint  and  the  ankle 
attachment bolt is horizontal with a tolerance of  ±3° with the heel resting on two 
sheets  of  a  flat  low  friction  (PTFE  sheet)  surface.    Ensure  that  the  tibia  flesh  is 
located  fully  towards  the  knee  end  of  the  tibia.    Adjust  the  ankle  such  that  the 
plane of the underside of the foot is vertical and perpendicular to the direction of 
the impact with a tolerance of  ±3° and such that the mid sagittal plane of the foot 
is  aligned  with  the  pendulum  arm.    Adjust  the  knee  joint  to  1.5 ± 0.5 g  range 
before  each  test.    Adjust  the  ankle  joint  so  that  it  is  free  and  then  tighten  just 
sufficiently to keep the foot stable on the PTFE sheet. 

The  rigid  impactor  comprises  a  horizontal  cylinder  diameter  50 ± 2 mm  and  a 
pendulum support arm diameter 19 ± 1 mm (Figure 4).  The cylinder has a mass 
of 1.25 ± 0.02 kg including instrumentation and any part of the support arm within 
the  cylinder.    The  pendulum  arm  has  a  mass  of  285  ±  5  g.  The  mass  of  any 
rotating part of the axle to which the support arm is attached should not be greater 
than  100 g.    The  length  between  the  central  horizontal  axis  of  the  impactor 
cylinder  and  the  axis  of  rotation  of  the  whole  pendulum  shall  be  1.250 ± 1 mm.  
The  impact  cylinder  is  mounted  with  its  longitudinal  axis  horizontal  and 
perpendicular  to  the  direction  of  impact.    The  pendulum  shall  impact  the 
underside of the foot, at a distance of 62 ± 2 mm from the base of the heel resting 
on  the  rigid  horizontal  platform,  so  that  the  longitudinal  centre  line  of  the 
pendulum arm falls within 1° of a vertical line at impact.  The impactor shall be 
guided to exclude significant lateral, vertical or rotational movement. 

2.3.6. 

Allow a period of at least 30 minutes between successive tests on the same leg. 

2.3.7. 

The data acquisition system, including transducers, shall conform to the 
specifications for CFC 600, as described in annex 8. 

2.4.  

Performance specification 

EN 

68 

   EN 

 
 
 
 
 
 
 
 
2.4.1. 

3. 

3.1. 

3.2.  

3.3. 

3.3.1. 

3.3.2. 

3.3.3. 

3.3.4. 

3.3.5.  

When  each  heel  of  the  foot  is  impacted  at  4.4  ±  0.1  m/s  in  accordance  with 
paragraph 2.3., the maximum impactor acceleration shall be 295 ± 50 g. 

LOWER FOOT IMPACT TEST (WITH SHOE) 

The objective of this test is to control the response of the Shoe and Hybrid III heel 
flesh and ankle joint to well-defined hard faced pendulum impacts. 

The  complete  Hybrid  III  lower  leg  assembly,  left  (86-5001-001)  and  right  (86-
5001-002), equipped with the foot and ankle assembly, left (78051-614) and right 
(78051-615), shall be used, including the knee assembly.  The load cell simulator 
(78051-319 Rev A) shall be used to secure the knee assembly (78051-16 Rev B) 
to  the  test  fixture.    The  foot  shall  be  fitted  with  the  shoe  specified  in  annex 5, 
paragraph 2.9.2. 

Test procedure 

Each leg assembly shall be maintained (soaked) for four hours prior to the test at a 
temperature of 22 ± 3 °C and a relative humidity of 40 ± 30 per cent.  The soak 
period shall not include the time required to reach steady state conditions. 

Clean the impact surface of the underside of the shoe with a clean cloth and the 
impactor face with isopropyl alcohol or equivalent prior to the test.  Check that 
there is no visible damage to the energy absorbing insert to the heel. 

Align  the  impactor  accelerometer  with  its  sensitive  axis  parallel  to  the  impactor 
longitudinal centre line. 

Mount the leg assembly to the fixture shown in Figure 3.  The test fixture shall be 
rigidly secured to prevent movement during impact.  The centre line of the femur 
load  cell  simulator  (78051-319)  shall  be  vertical  with  a  tolerance  of    ±0.5°.  
Adjust  the  mount  such  that  the  line  joining  the  knee  clevis  joint  and  the  ankle 
attachment  bolt  is  horizontal  with  a  tolerance  of    ±3°,  with  the  heel  of  the  shoe 
resting on two sheets of a flat low friction (PTFE sheet) surface.  Ensure that the 
tibia flesh is located fully towards the knee end of the tibia.  Adjust the ankle such 
that  a  plane  in  contact  with  the  heel  and  sole  of  the  underside  of  the  shoe  is 
vertical  and  perpendicular  to  the  direction  of  impact  with  a  tolerance  of    3°  and 
such that the mid sagittal plane of the foot, and shoe is aligned with the pendulum 
arm.  Adjust the knee joint to 1.5 ± 0.5 g range before each test.  Adjust the ankle 
joint so that it is free and then tighten just sufficiently to keep the foot stable on 
the PTFE sheet. 

The  rigid  impactor  comprises  a  horizontal  cylinder  diameter  50 ± 2 mm  and  a 
pendulum support arm diameter 19 ± 1 mm (Figure 4).  The cylinder has a mass 
of 1.25 ± 0.02 kg including instrumentation and any part of the support arm within 
the  cylinder.    The  pendulum  arm  has  a  mass  of  285  ±  5  g.    The  mass  of  any 
rotating part of the axle to which the support arm is attached should not be greater 
than  100  g.    The  length  between  the  central  horizontal  axis  of  the  impactor 
cylinder and the axis of rotation of the whole pendulum shall be 1,250 ± 1 mm.  

EN 

69 

   EN 

 
 
 
The  impact  cylinder  is  mounted  with  its  longitudinal  axis  horizontal  and 
perpendicular to the direction of impact.  The pendulum shall impact the heel of 
the shoe in a horizontal plane which is a distance of 62 ± 2 mm above the base of 
the dummy heel when the shoe is resting on the rigid horizontal platform, so that 
the  longitudinal  centre  line  of  the  pendulum  arm  falls  within  one  degree  of  a 
vertical line at impact.  The impactor shall be guided to exclude significant lateral, 
vertical or rotational movement. 

3.3.6. 

3.3.7. 

Allow a period of at least 30 minutes between successive tests on the same leg. 

The  data  acquisition  system,  including  transducers,  shall  conform  to  the 
specifications for CFC 600, as described in annex 8. 

3.4. 

Performance specification 

3.4.1.  

When  the  heel  of  the  shoe  is  impacted  at  6.7  ±0.1  m/s  in  accordance  with 
paragraph 3.3, the maximum Tibia compressive force (Fz) shall be 3.3 ± 0.5 kN. 

EN 

70 

   EN 

 
Figure 1 

Upper foot impact test 

Test set-up specifications 

EN 

71 

   EN 

 
 
 
 
 
 
 
Figure 2 

Lower foot impact test (without shoe) 

Test set-up specifications 

EN 

72 

   EN 

 
 
 
 
 
Figure 3 

Lower foot impact test (with shoe) 

Test set-up specifications 

EN 

73 

   EN 

 
 
 
 
 
 
 
 
Figure 4 

Pendulum impactor 

m
m
1

±

0
5
2
1

∅ 50 ± 2 
mm

EN 

74 

   EN 

 
 
 
Regulation No. 95 

UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH 
REGARD TO THE PROTECTION OF THE OCCUPANTS IN THE EVENT OF A 
LATERAL COLLISION 

CONTENTS 

REGULATION 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

Scope 

Definitions 

Application for approval 

Approval 

Specifications and tests 

Modification of the vehicle type 

Conformity of production 

Penalties for non-conformity of production 

Production definitely discontinued 

10.  

Transitional provisions. 

11. 

Names and addresses of technical services responsible for 

conducting approval tests, and of administrative departments 

EN 

75 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
ANNEXES 

Annex 1  

Communication concerning the approval or extension or refusal or withdrawal of 
approval  or  production  definitely  discontinued  of  a  vehicle  type  with  regard  to 
protection of occupants in the event of a lateral collision, pursuant to Regulation 
No. 95 

Annex 2  

Arrangements of the approval mark 

Annex 3  

Procedure  for  determining  the  "H"  point  and  the  actual  torso  angle  for  seating 
positions in motor vehicles 

Appendix  1  -Description  of  the  three  dimensional  "H"  point  machine  (3-D  H 
machine) 

Appendix 2 -Three dimensional reference system 

Appendix 3 -Reference data concerning seating positions 

Annex 4  

Collision test procedure 

Appendix 1 -Determination of performance data 

Appendix 2 -The procedure for calculating the viscous criterion for EUROSID 1 

EN 

76 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Annex 5  

Mobile deformable barrier characteristics 

Appendix   -Examination of the mobile deformable barrier 

Annex 6  

Technical description of the side impact dummy 

Annex 7  

Installation of the side impact dummy 

Annex 8  

Partial test 

EN 

77 

   EN 

 
 
 
 
 
 
 
1. 

SCOPE 

This  Regulation  applies  to  the  lateral  collision  behaviour  of  the  structure  of  the 
passenger compartment of M1 and N1 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 

2.2. 

"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; 

"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. 

2.2.3. 

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; 

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 siting of the engine (front, rear or centre); 

EN 

78 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
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; 

2.3. 

2.4. 

"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; 

"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. 

2.7. 

2.8. 

"Capacity  of  the  fuel  tank"  means  the  fuel-tank  capacity  as  specified  by  the 
manufacturer of the vehicle; 

"Transverse  plane"  means  a  vertical  plane  perpendicular  to  the  median 
longitudinal vertical plane of the vehicle; 

"Protective  system"  means  devices  intended  to  restrain  and/or  protect  the 
occupants; 

EN 

79 

   EN 

 
 
 
 
 
 
 
 
 
 
 
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. 

2.11. 

2.12. 

2.13. 

2.14. 

"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); 

"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; 

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

"Impactor" means a crushable section mounted on the front of mobile deformable 
barrier; 

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

3. 

APPLICATION FOR APPROVAL 

3.1. 

3.2. 

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. 

It  shall  be  accompanied  by  the  undermentioned  documents  in  triplicate  and  the 
following particulars: 

EN 

80 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
3.2.1. 

a detailed description of the vehicle type with respect to its structure, dimensions, 
lines and constitutent 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. 

3.3. 

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. 

3.4.2. 

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. 

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

EN 

81 

   EN 

 
 
 
 
 
 
 
 
 
 
 
4. 

APPROVAL 

4.1. 

4.2. 

4.3. 

4.4. 

4.5. 

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. 

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. 

An aproval number shall be assigned to each type approved.  Its first two digits (at 
present 01 corresponding to the 01 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. 

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 x 297) 
mm or folded to that format and on an appropriate scale. 

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;  (*) 

*   1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for 
the  Czech  Republic,  9  for  Spain,  10 for  Yugoslavia,  11  for  the  United  Kingdom,  12  for  Austria,  13  for 
Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 
20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for 
Slovenia, 27  for Slovakia, 28  for  Belarus, 29 for  Estonia,  30  (vacant), 31  for  Bosnia  and Herzegovina,  32  for 
Latvia, 33 (vacant), 34 for Bulgaria, 35-36 (vacant), 37 for Turkey, 38-39 (vacant), 40 for The former Yugoslav 
Republic  of  Macedonia,  41  (vacant),  42  for  the  European  Community  (Approvals  are  granted  by  its  Member 

EN 

82 

   EN 

 
 
 
 
 
 
 
                                                 
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. 

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.  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. 

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.  may  be  used  by 
agreement between the manufacturer and test authority. 

States  using  their  respective  ECE  symbol),  43  for  Japan,  44  (vacant),  45  for  Australia  and  46  for  Ukraine.  
Subsequent  numbers  shall  be  assigned  to  other  countries  in  the  chronological  order  in  which  they  ratify  the 
Agreement  Concerning  the  Adoption  of  Uniform  Conditions  of  Approval  and  Reciprocal  Recognition  of 
Approval for Motor Vehicle Equipment and Parts, or in which they accede to that Agreement, and the numbers 
thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties 
to the Agreement. 

EN 

83 

   EN 

 
 
 
 
 
 
 
 
 
                                                                                                                                                             
 
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  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. (†) 

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 

5.2.1. 

The performance criteria, as determined for the collision test in accordance with 
the appendix 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. 

†   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. 

EN 

84 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
                                                 
For a transitional period of two 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. 

5.3.2. 

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

5.3.2.1. 

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; 

5.3.2.2. 

release the dummy from the protective system; 

5.3.2.3. 

remove the dummy from the vehicle; 

EN 

85 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
5.3.3. 

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; 

5.3.4. 

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

5.3.5. 

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. 

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 administrative department granting approval.  The 
department 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. 

6.1.2.2. 

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. 

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 

EN 

86 

   EN 

 
 
 
 
 
 
 
 
 
automatically entail a full retest.  An example of the approach to this problem is 
given in annex 8. 

6.2. 

6.3. 

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. 

The  competent  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: 

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. 

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; 

The  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 two years. 

7.1. 

7.2. 

7.3. 

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. 

EN 

87 

   EN 

 
 
 
 
 
 
 
 
 
 
 
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 DEFINITELY 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  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. 

10.2. 

10.3. 

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

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

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. 

EN 

88 

   EN 

 
 
 
 
 
 
 
 
 
 
11. 

NAMES  AND  ADDRESSES  OF  TECHNICAL  SERVICES  RESPONSIBLE 
FOR  CONDUCTING  APPROVAL  TESTS,  AND  OF  ADMINISTRATIVE 
DEPARTMENTS 

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 
administrative  departments  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. 

EN 

89 

   EN 

 
 
 
Annex 1 

(maximum format:  A4 (210 x 297 mm)) 

COMMUNICATION 

issued by:  
administration: 

Name of 

  …………...................... 

  …………...................... 

...................................... 

(1) 

concerning: (2)  

APPROVAL GRANTED 
APPROVAL EXTENDED 
APPROVAL REFUSED 
APPROVAL WITHDRAWN 
PRODUCTION DEFINITELY 
DISCONTINUED 

of a vehicle type with regard to protection of occupants in the event of a lateral collision pursuant 
to Regulation No. 95 

Approval No. ………………. 

Extension No. ............................. 

1   Distinguishing  number  of  the  country  which  has  granted/extended/refused/withdrawn  approval  (see  approval 

provisions in the Regulation). 
2   Strike out what does not apply 

EN 

90 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
  
 
 
  
 
 
  
 
 
  
 
 
 
 
                                                 
1.  Trade name or mark of the power-driven vehicle  

2.  Vehicle type 

3.  Manufacturer's name and address. 

4. 

If applicable, name and address of manufacturer's representative. 

5.  Vehicle submitted for approval on 

6.  Technical service responsible for conducting approval tests 

7.  Date of test report. 

8.  Number of test report 

9.  Approval granted/refused/extended/withdrawn.(2) 

10.  Position of approval mark on the vehicle 

11.  Place 

12.  Date 

13.  Signature. 

14.  The list of documents deposited with the Administrative Service which has granted approval 

is annexed to this communication and may be obtained on request. 

EN 

91 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
Annex 2 

ARRANGEMENTS OF THE APPROVAL MARK 

Model A 

(See paragraph 4.5. of this Regulation) 

a = 8 mm min 

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 (E4) pursuant to Regulation No. 95.  The first two approval numbers "00" indicate 
that when the approval was granted Regulation No. 95 was in its original form. 

Model B 

(See paragraph 4.6. of this Regulation) 

a = 8 mm min 

The  above  approval  mark  affixed  to  a  vehicle  shows  that  the  vehicle  type  concerned  has  been 
approved in the Netherlands (E4) pursuant to Regulations Nos. 95 and 24(*).  (In the case of the 
latter Regulation, the additional symbol which follows the Regulation number indicates that the 
corrected absorption co-efficient is 1.30 m-1).  The first two approval numbers indicate that at the 
date  when  the  respective  approvals  were  granted  Regulation  95  was  in  its  original  form  and 
Regulation No. 24 incorporated the 03 series of amendments. 

* The latter number is given only as an example 

EN 

92 

   EN 

 
 
 
 
 
 
  
 
 
 
 
 
  
 
                                                 
 
Annex 3 

PROCEDURE FOR DETERMINING THE "H" POINT AND THE ACTUAL TORSO ANGLE 
FOR SEATING POSITIONS IN MOTOR VEHICLES 

1. 

PURPOSE 

The procedure described in this annex is used to establish the "H" point location 
and the actual torso angle for one or several seating positions in a motor vehicle 
and to verify the relationship of measured data to design specifications given by 
the vehicle manufacturer. (1) 

2. 

DEFINITIONS 

For the purposes of this annex: 

2.1. 

"Reference data" means one or several of the following characteristics of a seating 
position: 

2.1.1. 

the "H" point and the "R" point and their relationship, 

2.1.2. 

the actual torso angle and the design torso angle and their relationship. 

2.2. 

2.3. 

"Three-dimensional  'H'  point  machine"  (3-D  H  machine)  means  the  device  used 
for  the  determination  of  "H"  points  and  actual  torso  angles.    This  device  is 
described in appendix 1 to this annex; 

"'H' point" means the pivot centre of the torso and the thigh of the 3-D H machine 
installed in the vehicle seat in accordance with paragraph 4 below.  The "H" point 
is located in the centre of the centreline of the device which is between the "H" 
point  sight  buttons  on  either  side  of  the  3-D  H  machine.    The  "H"  point 
corresponds  theoretically  to  the  "R"  point  (for  tolerances  see  paragraph  3.2.2. 
below).    Once  determined  in  accordance  with  the  procedure  described  in 

1   In  any  seating  position  other  than  front  seats  where  the  "H"  point  cannot  be  determined  using  the  "Three-
dimensional  'H'  point  machine" or  procedures,  the  "R"  point  indicated by  the  manufacturer  may  be taken  as  a 
reference at the discretion of the competent authority. 

EN 

93 

   EN 

 
 
 
 
 
 
 
 
 
 
 
                                                 
paragraph  4,  the  "H"  point  is  considered  fixed  in  relation  to  the  seat-cushion 
structure and to move with it when the seat is adjusted; 

"'R'  point"  or  "seating  reference  point"  means  a  design  point  defined  by  the 
vehicle manufacturer for each seating position and established with respect to the 
three-dimensional reference system; 

"Torso-line"  means  the  centreline  of  the  probe  of  the  3-D  H  machine  with  the 
probe in the fully rearward position; 

"Actual torso angle" means the angle measured between a vertical line through the 
"H" point and the torso line using the back angle quadrant on the 3-D H machine.  
The  actual  torso  angle  corresponds  theoretically  to  the  design  torso  angle  (for 
tolerances see paragraph 3.2.2. below): 

"Design  torso  angle"  means  the  angle  measures  between  a  vertical  line  through 
the  "R"  point  and  the  torso  line  in  a  position  which  corresponds  to  the  design 
position of the seat-back established by the vehicle manufacturer; 

"Centreplane of occupant" (C/LO) means the median plane of the 3-D H machine 
positioned in each designated seating position; it is represented by the co-ordinate 
of the "H" point on the "Y" axis.  For individual seats, the centreplane of the seat 
coincides with the centreplane of the occupant.  For other seats, the centreplane of 
the occupant is specified by the manufacturer; 

"Three-dimensional reference system" means a system as described in appendix 2 
to this annex; 

"Fiducial  marks"  are  physical  points  (holes,  surfaces,  marks  or  indentations)  on 
the vehicle body as defined by the manufacturer; 

"Vehicle measuring attitude" means the position of the vehicle as defined by the 
co-ordinates of fiducial marks in the three-dimensional reference system. 

2.4. 

2.5. 

2.6. 

2.7. 

2.8. 

2.9. 

2.10. 

2.11. 

EN 

94 

   EN 

 
 
 
 
 
 
 
 
 
 
3. 

REQUIREMENTS 

3.1. 

Data presentation 

For  each  seating  position  where  reference  data  are  required  in  order  to 
demonstrate  compliance  with  the  provisions  of  the  present  Regulation,  all  or  an 
appropriate selection of the following data shall be presented in the form indicated 
in appendix 3 to this annex: 

3.1.1. 

the  co-ordinates  of  the  "R"  point  relative  to  the  three-dimensional  reference 
system; 

3.1.2. 

the design torso angle; 

3.1.3. 

all  indications  necessary  to  adjust  the  seat  (if  it  is  adjustable)  to  the  measuring 
position set out in paragraph 4.3. below. 

3.2. 

Relationship between measured data and design specifications 

3.2.1. 

3.2.2. 

The co-ordinates of the "H" point and the value of the actual torso angle obtained 
by  the  procedure  set  out  in  paragraph  4.  below  shall  be  compared,  respectively, 
with  the  co-ordinates  of  the  "R"  point  and  the  value  of  the  design  torso  angle 
indicated by the vehicle manufacturer. 

The  relative  positions  of  the  "R"  point  and  the  "H"  point  and  the  relationship 
between  the  design  torso  angle  and  the  actual  torso  angle  shall  be  considered 
satisfactory for the seating position in question if the "H" point, as defined by its 
co-ordinates,  lies  within  a  square  of  50  mm  side  length  with  horizontal  and 
vertical  sides  whose  diagonals  intersect  at  the  "R"  point,  and  if  the  actual  torso 
angle is within 5° of the design torso angle. 

3.2.3. 

If these conditions are met, the "R" point and the design torso angle, shall be used 
to demonstrate compliance with the provisions of this Regulation. 

EN 

95 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
3.2.4. 

3.2.5. 

4. 

4.1. 

4.2. 

4.3. 

4.4. 

If  the  "H"  point  or  the  actual  torso  angle  does  not  satisfy  the  requirements  of 
paragraph  3.2.2.  above,  the  "H"  point  and  the  actual  torso  angle  shall  be 
determined  twice  more  (three  times  in  all).    If  the  results  of  two  of  these  three 
operations satisfy the requirements, the conditions of paragraph 3.2.3. above shall 
apply. 

If the results of at least two of the three operations described in paragraph 3.2.4. 
above  do  not  satisfy  the  requirements  of  paragraph 3.2.2.  above,  or  if  the 
verification  cannot  take  place  because  the  vehicle  manufacturer  has  failed  to 
supply information regarding the position of the "R" point or regarding the design 
torso angle, the centroid of the three measured points or the average of the three 
measured angles shall be used and be regarded as applicable in all cases where the 
"R" point or the design torso angle is referred to in this Regulation. 

PROCEDURE  FOR 
DETERMINATION 

"H"  POINT  AND  ACTUAL  TORSO  ANGLE 

The  vehicle  shall  be  preconditioned  at  the  manufacturer's  discretion,  at  a 
temperature  of  20  ±  10°C  to  ensure  that  the  seat  material  reached  room 
temperature.    If  the  seat  to  be  checked  has  never  been  sat  upon,  a  70  to  80  kg 
person or device shall sit on the seat twice for one minute to flex the cushion and 
back.  At the manufacturer's request, all seat assemblies shall remain unloaded for 
a minimum period of 30 min prior to installation of the 3-D H machine. 

The vehicle shall be at the measuring attitude defined in paragraph 2.11. above. 

The seat, if it is adjustable, shall be adjusted first to the rearmost normal driving 
or  riding  position,  as  indicated  by  the  vehicle  manufacturer,  taking  into 
consideration  only  the  longitudinal  adjustment  of  the  seat,  excluding  seat  travel 
used  for  purposes  other  than  normal  driving  or  riding  positions.    Where  other 
modes of  seat  adjustment exist (vertical, angular, seat-back, etc.) these will then 
be adjusted to the position specified by the vehicle manufacturer. For suspension 
seats, the vertical position shall be rigidly fixed corresponding to a normal driving 
position as specified by the manufacturer. 

The area of the seating position contacted by the 3-D H machine shall be covered 
by a muslin cotton, of sufficient size and appropriate texture, described as a plain 
cotton fabric having 18.9 threads per cm² and weighing 0.228 kg/m² or knitted or 
non-woven  fabric  having  equivalent  characteristics.  If  the  test  is  run  on  a  seat 
outside  the  vehicle,  the  floor  on  which  the  seat  is  placed  shall  have  the  same 

EN 

96 

   EN 

 
 
 
 
 
 
 
4.5. 

4.6. 

essential characteristics (2) as the floor of the vehicle in which the seat is intended 
to be used. 

Place the seat and back assembly of the 3-D H machine so that the centreplane of 
the occupant (C/LO) coincides with the centreplane of the 3-D H machine. At the 
manufacturer's request, the 3-D H machine may be moved inboard with respect to 
the C/LO if the 3-D H machine is located so far outboard that the seat edge will 
not permit levelling of the 3-D H machine. 

Attach  the  foot  and  lower  leg  assemblies  to  the  seat  pan  assembly,  either 
individually or by using the T-bar and lower leg assembly. A line through the "H" 
point  sight  buttons  shall  be  parallel  to  the  ground  and  perpendicular  to  the 
longitudinal centreplane of the seat. 

4.7. 

Adjust the feet and leg positions of the 3-D H machine as follows: 

4.7.1. 

Designated seating position:  driver and outside front passenger 

4.7.1.1. 

Both feet and leg assemblies shall be moved forward in such a way that the feet 
take up natural positions on the floor, between the operating pedals if necessary. 
Where possible the left foot shall be located approximately the same distance to 
the left of the centreplane of the 3-D H machine as the right foot is to the right. 
The  spirit  level  verifying  the  transverse  orientation  of  the  3-D  H  machine  is 
brought  to  the  horizontal  by  readjustment  of  the  seat  pan  if  necessary,  or  by 
adjusting  the leg  and  foot  assemblies  towards the rear. The line passing through 
the "H" point sight buttons shall  be  maintained  perpendicular  to  the  longitudinal 
centreplane of the seat. 

4.7.1.2. 

If the  left leg cannot be kept parallel to the right leg and the left foot cannot be 
supported by the structure, move the left foot until it is supported.  The alignment 
of the sight buttons shall be maintained. 

4.7.2. 

Designated seating position:  outboard rear 

For  rear  seats  or  auxiliary  seats,  the  legs  are  located  as  specified  by  the 
manufacturer.  If  the  feet  then  rest  on  parts  of  the  floor  which  are  at  different 
levels, the foot which first comes into contact with the front seat shall serve as a 
reference  and  the  other  foot  shall  be  so  arranged  that  the  spirit  level  giving  the 
transverse orientation of the seat of the device indicates the horizontal. 

2 Tilt angle, height difference with a seat mounting, surface texture, etc. 

EN 

97 

   EN 

 
 
 
 
 
 
 
 
 
 
 
                                                 
4.7.3. 

Other designated seating positions: 

4.8. 

4.9. 

4.9.1. 

4.9.2. 

4.10. 

The  general  procedure  indicated  in  paragraph  4.7.1.  above  shall  be  followed 
except that the feet shall be placed as specified by the vehicle manufacturer. 

Apply lower leg and thigh weights and level the 3-D H machine. 

Tilt the back pan forward against the forward stop and draw the 3-D H machine 
away from the seat-back using the T-bar.  Reposition the 3-D H machine on the 
seat by one of the following methods: 

If the 3-D H machine tends to slide rearward, use the following procedure.  Allow 
the 3-D H machine to slide rearward until a forward horizontal restraining load on 
the  T-bar  is  no  longer  required  i.e.  until  the  seat  pan  contacts  the  seat-back.    If 
necessary, reposition the lower leg. 

If the 3-D H machine does not tend to slide rearward, use the following procedure.  
Slide the 3-D H machine rearwards by applying a horizontal rearward load to the 
T-bar until the seat pan contacts the seat-back (see figure 2 of appendix 1 to this 
annex). 

Apply a 100 ± 10 N load to the back and pan assembly of the 3-D H machine at 
the intersection of the hip angle quadrant and the T-bar housing.  The direction of 
load application shall be maintained along a line passing by the above intersection 
to  a  point  just  above  the  thigh  bar  housing  (see  figure  2  of  appendix 1  to  this 
annex).    Then  carefully  return  the  back  pan  to  the  seat-back.    Care  must  be 
exercised  throughout  the  remainder  of  the  procedure  to  prevent  the  3-D  H 
machine from sliding forward. 

4.11. 

Install  the  right  and  left  buttock  weights  and  then,  alternately,  the  eight  torso 
weights. 

Maintain the 3-D H machine level. 

4.12. 

Tilt the back pan forward to release the tension on the seat-back. Rock the 3-D H 
machine  from  side  to  side  through  a  10°  arc  (5°  to  each  side  of  the  vertical 
centreplane)  for  three  complete  cycles  to  release  any  accumulated  friction 
between the 3-D H machine and the seat. 

EN 

98 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
During  the  rocking  action,  the  T-bar  of the 3-D H machine may tend to diverge 
from the specified horizontal and vertical alignment. The T-bar must therefore be 
restrained  by  applying  an  appropriate  lateral  load  during  the  rocking  motions. 
Care  shall  be  exercised  in  holding  the  T-bar  and  rocking  the  3-D  H  machine  to 
ensure that no inadvertent exterior loads are applied in a vertical or fore and aft 
direction. 

The feet of the 3-D H machine are not to be restrained or held during this step. If 
the feet change position, they should be allowed to remain in that attitude for the 
moment. 

Carefully return the back pan to the seat-back and check the two spirits levels for 
zero  position.  If  any  movement  of  the  feet  has  occurred  during  the  rocking 
operation of the 3-D H machine, they must be repositioned as follows: 

Alternately,  lift  each  foot  off  the  floor  the  minimum  necessary  amount  until  no 
additional foot movement is obtained. During this lifting, the feet are to be free to 
rotate; and no forward or lateral loads are to be applied. When each foot is placed 
back in the down position, the heel is to be in contact with the structure designed 
for this. 

Check the lateral spirit level for zero position; if necessary, apply a lateral load to 
the  top  of  the  back  pan  sufficient  to  level  the  3-D  H  machine's  seat  pan  on  the 
seat. 

4.13. 

Holding the T-bar to prevent the 3-D H machine from sliding forward on the seat 
cushion, proceed as follows: 

(a)  return the back pan to the seat-back; 

(b)  alternately apply and release a horizontal rearward load, not to exceed 25 N, 
to  the  back  angle  bar  at  a  height  approximately  at  the  centre  of  the  torso 
weights until the hip angle quadrant indicates that a stable position has been 
reached after load release. Care shall be exercised to ensure that no exterior 
downward or lateral loads are applied to the 3-D H machine. If another level 
adjustment of the 3-D H machine is necessary, rotate the back pan forward, 
re-level, and repeat the procedure from paragraph 4.12. 

EN 

99 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
4.14. 

Take all measurements: 

4.14.1. 

The  co-ordinates  of  the  "H"  point  are  measured  with  respect  to  the  three-
dimensional reference system. 

4.14.2. 

The  actual  torso  angle  is  read  at  the  back  angle  quadrant  of  the  3-D  H  machine 
with the probe in its fully rearward position. 

4.15. 

4.16. 

If a re-run of the installation of the 3-D H machine is desired, the seat assembly 
should remain unloaded for a minimum period of 30 min prior to the re-run.  The 
3-D  H  machine  should  not  be  left  loaded  on  the  seat  assembly  longer  than  the 
time required to perform the test. 

If the seats in the same row can be regarded as similar (bench seat, identical seats, 
etc.) only one "H" point and one "actual torso angle" shall be determined for each 
row  of  seats,  the  3-D H  machine  described  in  appendix  1  to  this  annex  being 
seated in a place regarded as representative for the row.  This place shall be: 

4.16.1. 

in the case of the front row, the driver's seat; 

4.16.2. 

in the case of the rear row or rows, an outer seat. 

EN 

100 

   EN 

 
 
 
 
 
 
 
Annex 3 - Appendix 1 

DESCRIPTION OF THE THREE DIMENSIONAL "H" POINT MACHINE (* 

(3-D H machine) 

1.Back and seat pans 

The  back  and  seat  pans  are  constructed  of  reinforced  plastic  and  metal;  they 
simulate the human torso and thigh and are mechanically hinged at the "H" point.  
A quadrant is fastened to the probe hinged at the "H" point to measure the actual 
torso angle.  An adjustable thigh bar, attached to the seat pan, establishes the thigh 
centreline and serves as a baseline for the hip angle quadrant. 

2.Body and leg elements 

Lower leg segments are connected to the seat pan assembly at the  T-bar joining 
the knees, which is a lateral extension of the adjustable thigh bar.  Quadrants are 
incorporated  in  the  lower  leg  segments  to  measure  knee  angles.    Shoe  and  foot 
assemblies are calibrated to measure the foot angle.  Two spirit levels orient the 
device in space.  Body element weights are placed at the corresponding centres of 
gravity to provide seat penetration equivalent to a 76 kg male.  All joints of the 3-
D  H  machine  should  be  checked  for  free  movement  without  encountering 
noticeable friction. 

*   For details of the construction of the 3-D H machine refer to Society of Automobile Engineers 
(SAE),  400  Commonwealth  Drive,  Warrendale,  Pennsylvania  15096,  United  States  of 
America. 

  The machine corresponds to that described in ISO Standard 6549-1980. 

EN 

101 

   EN 

 
 
 
 
 
 
 
 
 
 
 
                                                 
 
Figure 1  -  3-D H machine elements designation 

EN 

102 

   EN 

 
 
 
 
 
 
 
Figure 2  -  Dimensions of the 3-D H machine elements and load distribution 

EN 

103 

   EN 

 
 
 
 
Annex 3 - Appendix 2 

THREE-DIMENSIONAL REFERENCE SYSTEM 

1. 

2. 

3. 

The  three-dimensional  reference  system  is  defined  by  three  orthogonal  planes 
established by the vehicle manufacturer (see figure). (*) 

The  vehicle  measuring  attitude  is  established  by  positioning  the  vehicle  on  the 
supporting surface such that the co-ordinates of the fiducial marks correspond to 
the values indicated by the manufacturer. 

The co-ordinates of the "R" point and the "H" point are established in relation to 
the fiducial marks defined by the vehicle manufacturer. 

Figure - Three-dimensional reference system 

* The reference system corresponds to ISO standard 4130, 1978. 

EN 

104 

   EN 

 
 
 
 
 
                                                 
Annex 3 - Appendix 3 

REFERENCE DATA CONCERNING SEATING POSITIONS 

1. 

Coding of reference data 

Reference  data  are  listed  consecutively  for  each  seating  position.    Seating 
positions are identified by a two-digit code.  The first digit is an Arabic numeral 
and designates the row of seats, counting from the front to the rear of the vehicle.  
The  second  digit  is  a  capital  letter  which  designates  the  location  of  the  seating 
position in a row, as viewed in the direction of forward motion of the vehicle; the 
following letters shall be used: 

 L = left 

 C = centre 

 R = right 

2. 

2.1. 

Description of vehicle measuring attitude 

Co-ordinates of fiducial marks 

 X 

 Y 

 Z 

.......................... 

.......................... 

.......................... 

3. 

List of reference data 

3.1. 

Seating position:  .................... 

EN 

105 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
3.1.1. 

Co-ordinates of "R" point 

 X 

 Y 

 Z 

.......................... 

.......................... 

.......................... 

3.1.2. 

Design torso angle: 

....................................... 

3.1.3. 

Specifications for seat adjustment (*) 

 horizontal : 

................. 

 vertical   : 

................. 

 angular    : 

................. 

 torso angle: 

................. 

Note:  List reference data for further seating positions under 3.2., 3.3., etc. 

* Strike out what does not apply 

EN 

106 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
                                                 
Annex 4 

COLLISION TEST PROCEDURE 

1. 

1.1. 

INSTALLATIONS 

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. 

TEST CONDITIONS 

The vehicle to be tested shall be stationary. 

The mobile deformable barrier shall have the characteristics set out in annex 5 to 
this  Regulation.  Requirements for the examination are given in the appendix to 
annex 5. The mobile deformable barrier shall be equipped with a suitable device 
to prevent a second impact on the struck vehicle. 

The trajectory of the mobile deformable barrier longitudinal median vertical plane 
shall  be  perpendicular  to  the  longitudinal  median  vertical  plane  of  the  impacted 
vehicle. 

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. 

Instrumentation  shall  comply  with  ISO  6487:1987  unless  otherwise  specified  in 
this Regulation. 

The stabilized temperature of the test dummy  at the  time of the side  impact test 
shall be 22 ± 4°C. 

2. 

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

2.6. 

EN 

107 

   EN 

 
 
 
 
 
 
 
 
 
3. 

TEST SPEED 

The  mobile  deformable  barrier  speed  at  the  moment  of  impact  shall  be  50 ±  1 
km/h.  This  speed  shall  be  stabilized  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. 

4.1. 

STATE OF THE VEHICLE 

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. 

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. 

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. 

EN 

108 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
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. 

5.3. 

The transmission shall be placed in neutral and the parking brake disengaged. 

5.4. 

5.5. 

5.5.1. 

5.5.2. 

5.5.3. 

5.5.4. 

The  comfort  adjustments  of  the  seats,  if  any,  shall  be  adjusted  to  the  position 
specified by the vehicle manufacturer. 

The seat containing the dummy, and its elements, if adjustable, shall be adjusted 
as follows: 

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. 

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. 

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. 

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 

EN 

109 

   EN 

 
 
 
 
 
 
 
 
 
 
 
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. 

5.7. 

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. 

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. 

5.10. 

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. 

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. 

6. 

SIDE IMPACT DUMMY AND ITS INSTALLATION 

6.1. 

6.2. 

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. 

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. 

EN 

110 

   EN 

 
 
 
 
 
 
 
 
 
 
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:  1000 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:  
1000 Hz and CAC:  60 mm 

7.1.3. 

Measurements in the pelvis of the dummy 

The pelvis force channel shall comply with ISO 6487:1987 

 CFC:  1000 Hz 

 CAC:  15 kN 

EN 

111 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
7.1.4. 

Measurements in the abdomen of the dummy 

The abdomen force channels shall comply with ISO 6487:1987 

 CFC:  1000 Hz 

 CAC:  5 kN 

EN 

112 

   EN 

 
 
 
 
 
 
 
Annex 4 - 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: 



 )t - t(



1

2

1
t - t
2

2

t
∫
 dt a  
t1

1

2.5






where a is the resultant acceleration at the centre of gravity of the head in metres 
per  second  per  second  divided  by  9.81  recorded  versus  time  and  filtered  at 
channel frequency class 1000 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. 

2.2. 

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. 

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 

EN 

113 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
the  purposes  of  this  calculation  the  standard  width  of  the  half  thorax  rib  cage  is 
140 mm. 

 = VC max

D
0.14




 . 

dD
dt




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. 

EN 

114 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Annex 4 - 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): 

 = C
(t)

D
(t)
0.14

The rib deflection velocity at time (t) is calculated from the filtered deflection as: 

D - D8[
1)+(t

 = V
(t)

1)-(t

]D - D[ -] 
2)+(t
2)-(t
12

t
∂

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 1,25x10-4 seconds. 

This calculation procedure is shown diagrammatically below: 

Measured Deflection 
D(t) 

Filter at CFC 180 

Calculated Deflection Velocity: 
V(t) 

Calculate Compression: 
C(t) 

Calculate Viscous Criterion at time (t): 
(VC)(t)  =  V(t) . C(t) 

Determine the Maximum value of VC: 
(VC)max = max [(VC)(t)] 

EN 

115 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Annex 5 

MOBILE DEFORMABLE BARRIER CHARACTERISTICS 

CHARACTERISTICS OF THE MOBILE DEFORMABLE BARRIER 

The mobile deformable barrier (MDB) includes both an impactor and a trolley. 

The total mass shall be 950 ± 20 kg. 

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. 

The distance between the front face of the impactor and the centre of gravity of 
the barrier shall be 2,000 ± 30 mm. 

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. 

1.1. 

1.2. 

1.3. 

1.4. 

1.5. 

1.6. 

The front and rear track width of the trolley shall be 1,500 ± 10 mm. 

1.7. 

2. 

The wheelbase of the trolley shall be 3,000 ± 10 mm. 

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.).    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 6 joined zones whose forms and positioning are shown 
in figures 1 and 2.  The zones are defined as 500 ± 5 mm x 250 ± 3 mm in figures 

EN 

116 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.1.1.2. 

2.1.1.3. 

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). 

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.), and deeper than the 
upper row by 60 ± 2 mm. 

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. 

2.1.2.2. 

2.1.2.3. 

The pre-crush shall be performed on the surface of the honeycomb to which the 
front sheets are attached. 

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). 

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.)  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. 

EN 

117 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
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. 

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. 

2.1.5.2. 

Deviation  from  the  limits  of  the  force-deflection  corridors  characterising  the 
rigidity of the impactor - as defined in appendix 2 - 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. 

EN 

118 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
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.,  shall  be 
equal to 330 ± 20 mm. 

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. 

EN 

119 

   EN 

 
 
 
 
 
 
 
 
 
 
 
                                                 
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. 

2.2.1.2. 

2.2.1.3. 

The front plates are 1,500 ± 1 mm wide and 250 ± 1 mm high.  The thickness is 
0.5 ± 0.06 mm. 

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. 

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. 

2.4. 

2.4.1. 

2.5. 

2.5.1. 

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 a 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. 

Location of the honeycomb blocks 

The honeycomb blocks shall be centred on the perforated zone of the back plate 
(figure 5).   

Bonding  

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. 

EN 

120 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.5.2. 

For  the  back  plate  the  minimum  bonding  strength  shall  be  0.6 MPa,  (87  psi), 
tested according to paragraph 2.4.3. 

2.5.3. 

Bonding strength tests:  

2.5.3.1 

2.5.3.2. 

Flatwise tensile testing is used to measure bond strength of adhesives according to 
ASTM C297-61. 

The test piece should be 100 mm x 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. 

2.6.1. 

2.7. 

2.7.1. 

3. 

3.1. 

3.2. 

3.2.1. 

3.2.2. 

3.2.3. 

3.2.4. 

3.2.5. 

Traceability 

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  

Impactor attachment 

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. 

VENTILATION SYSTEM 

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. 

Ventilation device mounting procedure. 

Mount the ventilation device to the front plate of the trolley; 

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. 

Dismount the ventilation device from the front of the trolley; 

Fix a 1.0 mm thick layer of cork to the front face of the trolley; 

Re-mount the ventilation device to the front of the trolley and tighten to exclude 
air gaps. 

EN 

121 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
4. 

CONFORMITY OF PRODUCTION 

4.1. 

4.1.1. 

4.1.2. 

4.1.3. 

4.1.4. 

4.1.5. 

4.1.6. 

4.2. 

4.3. 

4.4. 

4.4.1. 

4.4.2. 

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: 

The  manufacturer  shall  be  responsible  for  the  conformity  of  production 
procedures and for that purpose must in particular: 

Ensure the existence of effective procedures so that the quality of the products can 
be inspected, 

Have  access  to  the  testing  equipment  needed  to  inspect  the  conformity  of  each 
product, 

Ensure that the test results are recorded and that the documents remain available 
for a time period of 10 years after the tests, 

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). 

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, 

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. 

The manufacturer's level of certification must be at least ISO 9002 standard. 

Minimum  conditions  for  the  control  of  production:  the  holder  of  an  agreement 
will ensure the control of conformity following the methods hereunder described. 

Examples of sampling according to batch  

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. 

If a limited number of similar blocks (say three to twenty) 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 

EN 

122 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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. 

5.1. 

5.2. 

5.3. 

5.4. 

5.5. 

5.6. 

STATIC TESTS 

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: 

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 x 500 mm x 440 mm for top 
row and 250 mm x 500 mm x 500 mm for the bottom row. 

The samples should be compressed between two parallel loading plates which are 
at least 20 mm larger that the block cross section. 

The  compression  speed  shall  be  100  millimetres  per  minute,  with  a  tolerance  of 
5 per cent. 

The data acquisition for static compression  shall  be  sampled  at  a  minimum  of  5 
Hz. 

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. 

EN 

123 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
6.1.2.2. 

6.1.2.3. 

6.1.2.4. 

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. 

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. 

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 percent. 

6.3.2. 

Loads 

Measuring instruments shall meet the specifications set forth in ISO 6487:1987 

 60 Hz  

CFC for all blocks: 
CAC for blocks 1 and 3: 
CAC for blocks 4,5 and 6: 
CAC for block 2: 

200 kN  

200 kN  
100 kN  

6.3.3. 

Acceleration 

6.3.3.1. 

6.3.3.2. 

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.  

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. 

EN 

124 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
6.3.3.3. 

6.3.3.4. 

6.4. 

6.4.1. 

6.5. 

6.5.1. 

6.5.2. 

6.6. 

6.6.1. 

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 

The  instrumentation  shall  comply  with  ISO  6487:1987  with  the  following 
specifications:  

CFC 1,000 Hz (before integration) 
CAC 50 g 

General specifications of barrier 

The  individual  characteristics  of  each  barrier  shall  comply  with  paragraph 1.  of 
this annex and shall be recorded. 

General specifications of the impactor 

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. 

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. 

Data processing procedure 

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 

EN 

125 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
6.6.3.3. 

6.6.3.4. 

6.6.3.5. 

6.6.3.6. 

6.6.3.7. 

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. 

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 
two 
from 
accelerometers checked to ensure that it is within 10 mm. 

the  deflection  calculated 

remaining 

the 

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. 

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. 

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. 

E

n

∫=

t
1

t
0

ds.F

n

mean

where: 
t0  
t1  
s 
paragraph 6.6.3. 

is the time of first contact  
is the time where the trolley comes to rest,i.e. where u = 0. 
is the deflection of the trolley deformable element calculated according to 

6.6.5. 

Verification of dynamic force data 

6.6.5.1. 

6.6.5.2. 

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). 

Compare  the  total  energy  change  to  the  change  in  kinetic  energy  of  the  MDB, 
given by: 

EN 

126 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
=

E

K

1
2

MV

2
i

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  (Ε  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. 

EN 

127 

   EN 

 
 
 
 
 
 
 
 
DESIGN OF IMPACTOR 1) 

500 ± 5 

500 ± 5 

500 ± 5 

250 ± 3 

Zone 5 

Zone 4 

Zone 6 

500 ± 2.5 

250± 3 

Zone 1 

Zone 2 

Zone 3 

1500 ± 2.5 

Figure 1 

60 ± 2 

250 ± 3 

Level B 

250 ± 3 

500 ± 2 mm 
(including the front plate but not the back plate) 

1  

All  dimensions  are  in  mm.    The  tolerances  on  the  dimensins  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 

EN 

128 

   EN 

 
 
 
 
 
 
 
 
 
 
 
                                                 
Figure 2 

Impactor Top 

Direction L 

Direction W 

Expansion direction of the Aluminium honeycomb 

Figure 3 - Aluminium Honeycomb Orientation 

19mm ±1.9mm 

Figure 4 - Dimension of Aluminium Honeycomb Cells 

EN 

129 

   EN 

 
 
 
 
 
 
 
 
 
DESIGN OF THE BACK PLATE 

Figure 5 

Front View 

EN 

130 

   EN 

 
 
 
 
 
 
Figure 6 

Attachment of backplate to ventillation device and trolley face plate 

12 mm ± 0.2 

12 mm ± 0.2 

∅ 8 mm ± 0.2 

Figure 7 - Staggered pitch for the back plate ventilation holes 

EN 

131 

   EN 

 
 
 
 
 
 
 
 
 
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. 

150 + 1mm 

   600 + 1mm 

   600 + 1mm 

Barrier side 

28 ± 1mm 

R =5mm

Trolley side 

Bottom 

EN 

132 

   EN 

 
 
 
VENTILATION FRAME 

Figure 8 

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.  

1500 ± 2.5 mm 

500 ± 2.5 mm 

50 mm 
between 
2 plates 

250 mm        250 mm       250 mm      250 mm      250 mm 

Thickness: 20 mm 

Front View 

Plates (50*50*4 mm) to fix 
the device on trolley by M8 
screws.  

Section 
Lateral view of vertical struts 

5 mm 

∅ 8 mm 

Side View 
Figure 9 

133 

   EN 

EN 

 
 
 
 
 
 
Annex 5 - Appendix 1 

FORCE-DEFLECTION CURVES FOR STATIC TESTS 

51

41

30

4

5

10

15

20

25

30

35

40

Deflection (cm)

57

46

16

Blocks 1 & 3 

Figure 1a 

Block 2 

Figure 1b 

60

50

40

)

N
k
(

e
c
r
o
F

30

20

10

4

0

0

60

50

40

)

N
k
(
e
c
r
o
F

30

20

10

4

0

0

2

5

10

15

20

25

30

35

40

Deflection (cm)

EN 

134 

   EN 

 
 
 
 
 
 
 
 
 
Block 4 

Figure 1c 

2 5 

2 0 

1 5 

1 0 

5 

3 

)

N
k
(
e
c
r
o
F

2 1

1 7

2 4 

0 
0 

2 

5

1 0

1 5

2 0

D e fle c tio n  (c m )

2 5 

3 0

Blocks 5 & 6 

Figure 1d 

19

15,5

)

N
k
(
e
c
r
o
F

20

18

16

14

12

10

8

6

4

3
2

0

24

0

       1

5

10

15

20

25

30

35

Deflection (cm)

EN 

135 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
Annex 5 - Appendix 2 

FORCE-DEFLECTION CURVES FOR DYNAMIC TESTS 

Blocks 1 & 3 

Figure 2a 

Block 2 

Figure 2b 

60

40

20

)

N
k
(

e
c
r
o
F

0

0

60

40

20

)

N
k
(

e
c
r
o
F

0

0

10

20

30

40

Deflection (cm)

10

20

30

40

Deflection (cm)

EN 

136 

   EN 

 
 
 
  
 
 
 
 
 
Block 4 

Figure 2c 

60

40

20

)

N
k
(
e
c
r
o
F

0

0

18.5

10

20

30

40

Deflection (cm)

Blocks 5 & 6 

Figure 2d 

60

40

20

)

N
k
(

e
c
r
o
F

25,5 

0
5 

0

10

5

8

20

30

40

Deflection (cm)

EN 

137 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
Blocks total 

Figure 2e 

300

250

200

150

100

50

)

N
k
(

e
c
r
o
F

25 
0
0

3 

10

20

30

40

Deflection (cm)

EN 

138 

   EN 

 
 
 
 
 
 
Annex 6 

TECHNICAL DESCRIPTION OF THE SIDE IMPACT DUMMY 

1. 

GENERAL 

1.1. 

1.2. 

1.3. 

The dimensions and masses of the side impact dummy represent a 50th percentile 
adult male, without lower arms. 

The  side  impact  dummy  consists  of  a  metal  and  plastic  skeleton  covered  by 
flesh-simulating rubber, plastic and foam. 

impact  dummy  prescribed 

The  side 
the 
instrumentation  and  calibration,  is  described  in  technical  drawings  and  a  user's 
manual(1) 

this  Regulation, 

including 

in 

2. 

CONSTRUCTION 

2.1. 

For an overview of the side impact dummy see figure 1 and 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 triaxial accelerometers and ballast. 

2.3. 

Neck 

2.3.1. 

The neck is shown as part No. 2 in figure 1 of this annex. 

1   Until  the  publication  of  appropriate  ISO  Standards  these  documents  (EUROSID-1  User's  Manual:  Delft, 
November 1990) can be obtained from TNO Road Vehicles Research Institute, P.O. Box 6033, 2600 JA Delft, 
Schoemakerstraat 97, 2628 VK Delft, The Netherlands. 

EN 

139 

   EN 

 
 
 
 
 
 
 
 
 
 
                                                 
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. 

2.3.5. 

The neck is mounted on the neck-bracket, shown as part No. 3 in figure 1 of this 
annex. 

2.3.6. 

The angle between the two faces of the neck-bracket is 25 degrees.  Because the 
shoulder  block  is  inclined  5 degrees  backwards,  the  resulting  angle  between  the 
neck and torso is 20 degrees. 

2.4. 

Shoulder 

2.4.1. 

The shoulder is shown as part No. 4 in figure 1 of this annex. 

2.4.2. 

The shoulder consists of a shoulder block, two clavicles and a shoulder cap. 

2.4.3. 

The  shoulder  block  (part  No.  4a)  consists  of  an  aluminium  spacer  block,  an 
aluminium plate on top and an aluminium plate on the bottom of the spacer block. 

2.4.4. 

The  clavicles  (part  No.  4b)  are  made  of  polypropylene.  The  clavicles  are  held 
back in their neutral position by two elastic cords (part No. 4c) which are clamped 
to the rear of the shoulder block. The outer edge of both clavicles accommodates a 
design allowing for standard arm positions. 

2.4.5. 

The shoulder cap (part No. 4d) is made of low-density polyurethane foam and is 
attached to the shoulder block. 

EN 

140 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
2.5. 

Thorax 

2.5.1. 

The thorax is shown as part No. 5 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.  5a)  is  made  of  steel.  On  the  rear  surface  a 
lead-filled plastic back plate is mounted (part No. 5b). 

2.5.4. 

The top surface of the thoracic spine box is inclined 5 degrees backwards. 

2.5.5. 

A  rib  module  (part  No.  5c)  consists  of  a  steel  rib  covered  by  a  flesh-simulating 
polyurethane foam (part No. 5d), a piston-cylinder assembly (part No. 5e) linking 
the rib and spine box together, a hydraulic damper (part No. 5f) and a stiff damper 
spring (part No. 5g). 

2.5.6. 

In the piston-cylinder assembly is a tuning spring (part No. 5h). 

2.5.7. 

A displacement transducer (part No. 5i) can be mounted on the front face of the 
cylinder and connected to the inside of the rib. 

2.6. 

Arms 

2.6.1. 

The arms are shown as part No. 6 in figure 1 of this annex. 

2.6.2. 

The  arms  have  a  plastic  skeleton  covered  by  a  polyurethane  "flesh"  and  a  PVC 
skin. 

2.6.3. 

The shoulder/arm joint allows for discrete arm positions at 0°, 40° and 90° to the 
torso line. 

EN 

141 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
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. 7 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. 8 in figure 1 of this annex. 

2.8.2. 

The abdomen consists of a metal casting and a polyurethane foam covering. 

2.8.3. 

The central part of the abdomen is a metal casting (part No. 8A).  A cover plate is 
mounted on top of the casting. 

2.8.4. 

The covering (part No. 8b) is made of polyurethane 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. 8c) or three non-measuring "dummy" units 
can be mounted. 

2.9. 

Pelvis 

2.9.1. 

The pelvis is shown as part No. 9 in figure 1 of this annex. 

EN 

142 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.9.2. 

The pelvis consists of a sacrum block, two iliac wings, two hip joints and a foam 
covering. 

2.9.3. 

The  sacrum  (part  No.  9a)  consists  of  a  lead-filled  aluminium  block  and  an 
aluminium plate mounted on top of this block. 

2.9.4. 

The iliac wings (part No. 9b) are made of polyurethane. 

2.9.5. 

The  hip  joints  (part  No.  9c)  are  made  of  steel.  They  consist  of  an  upper  femur 
block and a ball joint connected to an axle passing through the dummy's H-point. 

2.9.6. 

The  flesh  system  (part  No.  9d)  is  made  of  a  PVC  skin  filled  with  polyurethane 
foam.  At  the  H-point  location  the  skin  is  replaced  by  a  large  open-cell 
polyurethane  foam  cylinder  (part  No. 9e),  attached  to  a  steel  plate  fixed  on  the 
iliac wing by an axle going through the ball joint. 

2.9.7. 

The iliac wings are linked together at the pubic symphysis by a force transducer 
(part No. 9f) or a "dummy" transducer. 

2.10. 

Legs 

2.10.1. 

The legs are shown as part No. 10 in figure 1 of this annex. 

2.10.2. 

The  legs  consist  of  a  metal  skeleton  covered  by  a  flesh-simulating  polyurethane 
foam and a plastic skin. 

2.10.3. 

The knee and ankle joint allow for a flexion/extension rotation only. 

EN 

143 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
2.11. 

Suit 

2.11.1. 

The suit is shown as part No. 11 in figure 1 of this annex. 

2.11.2. 

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. 

EN 

144 

   EN 

 
 
 
 
Figure 1.  CONSTRUCTION OF SIDE IMPACT DUMMY 

EN 

145 

   EN 

 
 
 
 
 
Table 1 - Side Impact Dummy Components 

Part  No. 

Description 

Number 

1 

2 

3 

4 

5 

6 

7 

2a 

2b 

2c 

4a 

4b 

4c 

4d 

5a 

5b 

5c 

5d 

5e 

5f 

5g 

5h 

5i 

Head 

Neck 

Head/neck interface 

Central section 

Neck/thorax interface 

Neck-bracket 

Shoulder 

Shoulder block 

Clavicles 

Elastic cord 

Shoulder cap 

Thorax   

Thoracic spine 

Back plate 

Rib module 

Rib covered with flesh 

Piston-cylinder assembly 

Damper 

Damper spring 

Tuning spring 

Displacement transducer 

Arm 

Lumbar spine 

1 

1 

1 

1 

1 

2 

1 

1 

1 

1 

1 

2 

2 

1 

1 

1 

3 

3 

3 

3 

3 

3 

3 

EN 

146 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
8 

Abdomen 

8a 

8b 

8c 

9a 

9b 

9c 

9d 

9e 

9f 

9 

10 

11 

3. 

3.1. 

Central casting 

Flesh covering 

Force transducer 

Sacrum block 

Iliac wing 

Hip joint 

Flesh covering 

H-point foam block 

Force transducer 

Pelvis 

Leg 

Suit 

ASSEMBLY OF THE DUMMY 

Head-neck 

1 

1 

3 

1 

2 

2 

1 

2 

1 

1 

1 

2 

1 

3.1.1. 

The  required  torque  on  the  half  spherical  screws  for  assembly  of  the  neck  is 
10 Nm. 

3.1.2. 

The head is mounted to the head-neck interface plate of the neck by three 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. 

EN 

147 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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 may be mounted to the shoulder clavicles and adjusted by means of a 
screw and a bearing.  The required torque to hold the arm in the defined standard 
position is 0.6 Nm. 

3.4. 

Thorax-lumbar spine-abdomen 

3.4.1. 

A lumbar spine adaptor is mounted by two screws to the lower part of the thoracic 
spine. 

3.4.2. 

The  lumbar  spine  adaptor  is  mounted  to  the  top  of  the  lumbar  spine  by  two 
screws. 

3.4.3. 

The  top  flange  of  the  central  abdominal  casting  is  clamped  between  the  lumbar 
spine adaptor and the lumbar spine. 

3.5. 

Lumbar spine-pelvis-legs 

3.5.1. 

The lumbar spine is mounted to the lumbar spine bottom plate by three screws. 

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 - hip joint of the pelvis by a screw. 

EN 

148 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
3.5.4. 

The  legs  may  be  assembled  and  adjusted  by  means  of  hinge  joints  in  the  knees 
and ankles. 

4. 

MAIN CHARACTERISTICS 

4.1. 

Mass 

4.1.2. 

The masses of the main dummy components are presented in table 2 of this annex. 

Table 2 - Dummy Component Masses 

Component  Mass (kg) 

Principal Contents  

Head 

 4.0 ± 0.4 

Complete  head  including  triaxial 
accelerometer 

Neck 

 1.0 ± 0.1 

Neck, not including neck-bracket 

Thorax 

22.4 ± 1.5 

Neck  bracket,  shoulders,  arm 
attachment bolts, spine box, spine 
back  plate,  rib  modules,  rib 
lumbar 
deflection 
shoulder  cap, 
spine  adaptor, 
casting, 
abdomen 
abdomen 
transducers, 
2/3 of suit. 

transducers, 

central 

force 

Arm 

1.3 ± 0.1 

Upper 
arm, 
positioning plate (each) 

including 

arm 

Abdomen 

5.0 ± 0.5 

Abdomen 
lumbar spine 

flesh  covering  and 

EN 

149 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
Pelvis 

12.0 ± 1.0 

Leg 

12.5 ± 1.0 

Total 

72.0 ± 0.5 

spine 
Sacrum  block, 
lumbar 
joints, 
bottom  plate,  hip  ball 
upper  femurs,  iliac  wings,  pubic 
force 
flesh 
transducer,  pelvis 
covering, 1/3 of suit. 

Foot,  lower  and  upper  leg  and 
flesh as far as junction with upper 
femur (each). 

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. 

EN 

150 

   EN 

 
 
 
 
 
 
 
Figure 2 

Measurements for principal dummy dimensions 

(see table 3) 

EN 

151 

   EN 

 
 
 
Table 3 - Principal Dummy Dimensions 

No. 

Parameter 

Dimension (mm) 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

Sitting height 

Seat to shoulder joint 

Seat to bottom lower rib 

Seat to arm 

Seat to H-point 

Sole to seat, sitting 

H-point to head c.o.g. 

H-point to centre upper rib 

H-point to centre middle rib 

H-point to centre lower rib 

H-point to centre abdominal 

force transducer 

12 

H-point to centre pubic 

symphysis force transducer 

13 

14 

15 

16 

17 

18 

19 

20 

21 

22 

23 

24 

Head width 

Shoulder/arm width 

Thorax width 

Abdomen width 

Pelvis width 

Neck diameter 

Head depth 

Thorax depth 

Abdomen depth 

Pelvis depth 

Back of buttocks to H-point 

Back of buttocks to front knee 

904 ± 7 

557 ± 5 

357 ± 5 

242 ± 5 

 98 ± 2 

456 ± 5 

687 ± 5 

393 ± 3 

337 ± 3 

281 ± 3 

180 ± 3 

 14 ± 2 

154 ± 2 

482 ± 5 

330 ± 5 

290 ± 5 

355 ± 5 

 80 ± 2 

201 ± 5 

276 ± 5 

204 ± 5 

245 ± 5 

157 ± 2 

610 ± 5 

EN 

152 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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 rib modules (including instrumentation), the abdominal 
force transducers and the pubic symphysis transducer have to be converted to the 
required impact side. 

5.2. 

Instrumentation 

All instrumentation shall be calibrated in compliance with the requirements of the 
documentation specified in paragraph 1.3. 

5.2.1. 

All instrumentation channels shall comply with ISO 6487 : 1987. 

5.3. 

Visual check 

5.3.1. 

All  dummy  parts  should  be  visually  checked  for  damage  and  if  necessary  be 
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  tests  on  the  head,  neck,  thorax  and  lumbar  spine  are  carried  out  on 
disassembled parts of the dummy. 

EN 

153 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
5.4.3. 

The  tests  on  the  shoulder,  abdomen  and  pelvis  are  performed  with  the  complete 
dummy (without suit).  In these tests the dummy is seated on a flat surface with 
two sheets of less than or equal to 2 mm thick Teflon, placed between the dummy 
and the surface. 

5.4.4. 

All parts to be certified should be kept in the test room for a period of at least four 
hours at a temperature between 18°C and 22°C prior to a test. 

5.4.5. 

The time between two repeated certification tests should be at least 30 minutes. 

5.5. 

Head 

5.5.1. 

The head is dropped from 200 ± 1 mm onto a flat, rigid impact surface. 

5.5.2. 

The angle between the impact surface and the midsagittal plane of the head is 35° 
± 1° allowing an impact of the upper-side of the head. 

5.5.3. 

The peak resultant head acceleration, filtered using CFC 1000, should be between 
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 flesh-skull interface (e.g. by lubrication with talcum 
powder or PTFE spray). 

5.6. 

Neck 

5.6.1. 

The  head-neck  interface  of  the  neck  is  mounted  to  a  special  symmetrical 
certification headform with a mass of 3.9 ± 0.05 kg (see figure 4). 

5.6.2. 

The  headform  and  neck  are  mounted  upside-down  to  the  bottom  of  a 
neck-bending pendulum allowing a lateral motion of the system. 

EN 

154 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
5.6.3. 

The neck-pendulum is equipped with a uniaxial accelerometer mounted at 1,655 ± 
5 mm from the pendulum pivot. 

5.6.4. 

5.6.5. 

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  accelerometer 
location. 

The neck-pendulum is decelerated from impact velocity to zero by an appropriate 
device,  resulting  in  a  deceleration-time  history  inside  the  corridor  specified  in 
figure 5 of this annex. All measured rotations are recorded using CFC 1000 filters. 
All measured rotations are filtered digitally, using ISO CFC 180. The pendulum 
deceleration is filtered with CFC 60. 

5.6.6. 

The maximum headform flexion angle relative to the pendulum should be 51 ± 5 
degrees and should occur between 50 and 62 ms. 

5.6.7. 

The maximum fore (èA) and aft (èB) neck base angles should be 32.0 ± 2.0° and 
28.0 ± 2.0° respectively. These maxima should occur between 50 and 60 ms. 

5.6.8. 

The  neck  performance  can  be  adjusted  by  replacing  the  circular  section  buffers 
with buffers of a different shore hardness. 

5.7. 

Shoulder 

5.7.1. 

5.7.2. 

The length of the elastic cord should be adjusted so that a force between 27.5 N 
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. 

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. 

EN 

155 

   EN 

 
 
 
 
 
 
 
 
 
 
5.7.3. 

The impactor is a pendulum of 23.5 - 0.0/+0.2 kg and 152 ± 2 mm diameter.  The 
impactor is suspended from a rigid support by four wires with the centre line of 
the impactor at least 3.5 m below the rigid support. 

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 CFC 180, should be between 
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 7.8 - 0.0/+0.1 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 
piston. 

EN 

156 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
5.9.5. 

The  impact  velocity  is  1.0,  2.0,  3.0  and  4.0 m/s  respectively.  Impact  velocities 
should not vary from those specified by more than 2 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 shown in table 4 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 4 - Certification requirements for the full rib module 

Impact velocity (m/s) 

Displacement (mm) 

1.0 

2.0 

3.0 

4.0 

Minimum  Maximum 

10.0 

23.5 

36.0 

46.0 

14.0 

27.5 

40.0 

51.0 

5.10. 

Lumbar spine 

5.10.1. 

The  lumbar  spine  is  mounted  to  the  special  symmetrical  certification  headform 
with a mass of 3.9 ± 0.05 kg (see figure 4). 

5.10.2. 

The  headform  and  lumbar  spine  are  mounted  upside-down  to  the  bottom  of  a 
neck-bending pendulum allowing a lateral motion of the system. 

EN 

157 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
5.10.3. 

The neck-pendulum is equipped with a uniaxial accelerometer mounted at 1,655 ± 
5 mm from the pendulum pivot. 

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  accelerometer 
location. 

5.10.5. 

The neck-pendulum is decelerated from impact velocity to zero by an appropriate 
device,  resulting  in  a  deceleration-time  history  inside  the  corridor  specified  in 
figure 6 of this annex. All measured rotations are recorded using ISO CFC 1000 
filters.  All  measured  rotations  are  filtered  digitally,  using  ISO  CFC  180.  The 
pendulum deceleration is filtered with CFC 60.. 

5.10.6. 

The maximum headform flexion angle relative to the pendulum should be 50 ± 5 
degrees and should occur between 39 and 53 ms. 

5.10.7. 

The maximum fore (èA) and aft (èB) spine base angles should be 33.0 ± 2.0° and 
29.0 ± 2.0° respectively. These maxima should occur between 45 and 55 ms. 

5.10.8. 

The performance of the lumbar spine can be adjusted by changing the length of 
the spine. 

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 of 23.5 + 0.0/-0.2 kg and 152 ± 2 mm diameter. 

5.11.3. 

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 24.5 -0.0/+0.2 
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. 

EN 

158 

   EN 

 
 
 
 
 
 
 
 
 
 
5.11.4. 

The  impactor  is  equipped  with  an  accelerometer  sensitive  in  the  direction  of 
impact and located on the impactor axis. 

5.11.5. 

The impactor should freely swing onto the abdomen of the dummy with an impact 
velocity of 6.3 ± 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  force 
transducer. 

5.11.7. 

The  peak  force  of  the  impactor,  obtained  from  the  impactor  acceleration  filtered 
using CFC 180 and multiplied by the impactor/armrest mass, should be between 
9.5 and 11.1 kN, and occur between 9.8 and 11.4 ms. 

5.11.8. 

The force-time histories measured by the three abdominal force transducers must 
be  summed  and  filtered  using  CFC 600.    The  peak  force  of  this  sum  should  be 
between 5.9 and 7.9 kN. 

5.12. 

Pelvis 

5.12.1. 

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. 

5.12.2. 

The impactor is a pendulum of 23.5 -0.0/+0.2 kg and 152 ± 2 mm diameter. 

5.12.3. 

The  impactor  is  equipped  with  an  accelerometer  sensitive  in  the  direction  of 
impact and located on the impactor axis. 

5.12.4. 

The  impactor  should  freely  swing  onto  the  pelvis  of  the  dummy  with  an  impact 
velocity of 4.3 ± 0.1 m/s. 

EN 

159 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
5.12.5. 

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  H-point  foam 
cylinder. 

5.12.6. 

The  peak  force  of  the  impactor,  obtained  from  the  impactor  acceleration  filtered 
using CFC 180 and multiplied by the impactor mass, should be between 4.4 and 
5.4 kN, and occur between 10.3 and 15.5 ms. 

5.12.7. 

The  pubic  symphisis  force,  filtered  using  CFC 600,  should  be  between  1.04  and 
1.64 kN and occur between 9.9 and 15.9 ms. 

5.13. 

Legs 

5.13.1. 

No dynamic certification procedure is defined for the legs. 

EN 

160 

   EN 

 
 
 
 
 
 
Figure  3  -  OVERVIEW  OF  THE  SIDE  IMPACT  DUMMY  CERTIFICATION 
TEST SET-UP 

EN 

161 

   EN 

 
 
 
Figure 4 - NECK AND LUMBAR SPINE CERTIFICATION TEST SET-UP 

EN 

162 

   EN 

 
 
 
 
 
Figure  5  -  PENDULUM  DECELERATION-TIME  CORRIDOR  FOR  NECK 
CERTIFICATION TEST 

EN 

163 

   EN 

 
 
 
 
 
Figure  6  -PENDULUM  DECELERATION-TIME  CORRIDOR  FOR  LUMBAR 
SPINE CERTIFICATION TEST  

EN 

164 

   EN 

 
 
 
 
 
 
 
Annex 7 

INSTALLATION OF THE SIDE IMPACT DUMMY 

1.GENERAL 

1.1. 

The  side  impact  dummy  to  be  used  for  the  following  installation  procedure  is 
described in annex 6 of this Regulation. 

2. 

INSTALLATION 

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

2.6. 

2.7. 

Adjust  the  leg  joints  so  that  they  just  support  the  leg  when  it  is  extended 
horizontally (1 to 2 g). 

Clothe the dummy in form-fitting cotton stretch underwear with short sleeves and 
mid-calf length pants. Each foot is equipped with a shoe. 

Place the dummy in the outboard front seat of the impacted side as described in 
the side impact test procedure specification. 

The  plane  of  symmetry  of  the  dummy  shall  coincide  with  the  vertical  median 
plane of the specified seating position. 

The  pelvis  of  the  dummy  shall  be  positioned  such  that  a  lateral  line  passing 
through the dummy H-points is perpendicular to the longitudinal centre plane of 
the  seat.  The  line  through  the  dummy  H-points  shall  be  horizontal  with  a 
maximum inclination of ± 2 degrees. 

The upper torso shall be bent forward and then laid back firmly against the seat 
back. The shoulders of the dummy shall be set fully rearward. 

Irrespective  of  the  seating  position  of  the  dummy,  the  angle  between  the  upper 
arm and the torso arm reference line on each side shall be 40° ± 5°. The torso arm 

EN 

165 

   EN 

 
 
 
 
 
 
 
 
 
 
 
reference  line  is  defined  as  the  intersection  of  the  plane  tangential  to  the  front 
surface of the ribs and the longitudinal vertical plane of the dummy containing the 
arm. 

2.8. 

2.9. 

For the driver's seating position, without inducing pelvis or torso movement, place 
the  right  foot  of  the  dummy  on  the  undepressed  accelerator  pedal  with  the  heel 
resting as far forward as possible on the floorpan. Set the left foot perpendicular to 
the lower leg with the heel resting on the floorpan in the same lateral line as the 
right  heel.  Set  the  knees  of  the  dummy  such  that  their  outside  surfaces  are 
150 ± 10 mm from the plane of symmetry of the dummy. If possible within these 
contraints place the thighs of the dummy in contact with the seat cushion. 

For other seating positions, without inducing pelvis or torso movement, place the 
heels  of  the  dummy  as  far  forward  as  possible  on  the  floorpan  without 
compressing the seat cushion more than the compression due to the weight of the 
leg. Set the knees of the dummy such that their outside surfaces are 150 ± 10 mm 
from the plane of symmetry of the dummy. 

EN 

166 

   EN 

 
 
 
 
Annex 8 

PARTIAL TEST 

1. 

PURPOSE 

The  purpose  of  these  tests  is  to  verify  whether  the  modified  vehicle  presents  at 
least  the  same  (or  better)  energy  absorption  characteristics  than  the  vehicle  type 
approved under this Regulation. 

2. 

PROCEDURES AND INSTALLATIONS 

2.1. 

Reference tests 

2.1.1. 

Using  the  initial  padding  materials  tested  during  the  approval  of  the  vehicle, 
mounted  in  a  new  lateral  structure  of  the  vehicle  to  be  approved,  two  dynamic 
tests, utilizing two different impactors shall be carried out (figure 1). 

2.1.1.1. 

The head form impactor, defined in paragraph 3.1.1., shall hit at 24.1 km/h, in the 
area  impacted  for  the  EUROSID  head  during  the  approval  of  the  vehicle.    Test 
result shall be recorded, and the HPC calculated.  However, this test shall not be 
carried out when, during the tests described in annex 4 of this Regulation: 

where there has been no head contact, or 

when  the  head  contacted  the  window  glazing  only,  provided  that  the  window 
glazing is not laminated glass. 

2.1.1.2. 

The body block impactor, defined in paragraph 3.2.1., shall hit at 24.1 km/h in the 
lateral  area  impacted  by  the  EUROSID  shoulder,  arm  and  thorax,  during  the 
approval of the vehicle.  Test result shall be recorded, and the HPC calculated. 

EN 

167 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.2. 

Approval test 

2.2.1. 

Using the new padding materials, seat, etc. presented for the approval extension, 
and mounted in a new lateral structure of the vehicle, tests specified in paragraphs 
2.1.1.1.  and  2.1.1.2.,  shall  be  repeated,  the  new  results  recorded,  and  their  HPC 
calculated. 

2.2.1.1. 

If  the  HPC  calculated  from  the  results  of  both  approval  tests  are  lower  than  the 
HPC  obtained  during  the  reference  tests  (carried  out  using  the  original  type 
approved padding materials or seats), the extension shall be granted. 

2.2.1.2. 

If  the  new  HPC  are  greater  than  the  HPC  obtained  during  the  reference  tests,  a 
new full scale test (using the proposed padding/seats/etc.) shall be carried out. 

3. 

TEST EQUIPMENT 

3.1. 

Head form impactor (figure 2) 

3.1.1. 

This apparatus consists of a fully guided linear impactor, rigid, with a mass of 6.8 
kg.  Its impact surface is hemispherical with a diameter of 165 mm. 

3.1.2. 

The  head  form  shall  be  fitted  with  two  accelerometers  and  a  speed-measuring 
device, all capable of measuring values in the impact direction. 

3.2. 

Body block impactor (figure 3) 

3.2.1. 

This apparatus consists of a fully guided linear impactor, rigid, with a mass of 30 
kg.  Its dimensions and transversal section is presented in figure 3. 

3.2.2. 

The  body  block  shall  be  fitted  with  two  accelerometers  and  a  speed-measuring 
device, all capable of measuring values in the impact direction. 

EN 

168 

   EN 

 
 
 
 
 
 
 
 
 
 
 
 
EN 

169 

   EN 

 
 
EN 

170 

   EN