CELEX: 51994PC0519
Language: en
Date: 1994-12-13
Title: Proposal for a EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE relating to the side-impact resistance of motor vehicles and amending Directive 70/156/EEC

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51994PC0519

Proposal for a EUROPEAN PARLIAMENT AND COUNCIL DIRECTIVE relating to the side-impact resistance of motor vehicles and amending Directive 70/156/EEC  /* COM/94/519FINAL - COD 94/0322 */  

Official Journal C 396 , 31/12/1994 P. 0001

Proposal for a European Parliament and Council Directive relating to the side-impact resistance of motor vehicles and amending Directive 70/156/EEC (94/C 396/01) (Text with EEA relevance) COM(94) 519 final - 94/0322(COD)(Submitted by the Commission on 20 January 1995)THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,Having regard to the Treaty establishing the European Community and in particular to Article 100a,Having regard to the proposal from the Commission,Having regard to the opinion of the Economic and Social Committee,Having regard to Council Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers (1), as last amended by Commission Directive 93/81/EEC (2), and in particular Article 13 (4) thereof,Whereas the internal market comprises an area without internal frontier in which the free movement of goods, persons, services and capital must be ensured; whereas the total harmonization of technical requirements for motor vehicles is necessary in order to fully achieve that objective;Whereas in order to reduce the number of European road accident casualties, it is necessary to introduce legislative measures so as to improve the vehicular crash worthiness of motor vehicles so far as practicable; whereas this Directive introduces side-impact test requirements, including biomechanical criteria, to ensure that a reasonable level of side-impact resistance is provided;Whereas these requirements should be regarded as an interim measure and will need to be reviewed in the light of further research and experience gained during the first two years of approval tests carried out in accordance with this Directive; whereas provision should be made to ensure a higher level of safety in the future by the establishment of more stringent standards;Whereas this Directive will be one of the separate directives which must be complied with in order to conform to the EEC type-approval procedure established by Directive 70/156/EEC; whereas, consequently, the provisions laid down in Directive 70/156/EEC relating to vehicle systems, components and separate technical units apply to this Directive;Whereas the procedure for determining the reference point for seating positions in motor vehicles is given in Annex III to Council Directive 77/649/EEC (3), as last amended by Commission Directive 90/630/EEC (4), and consequently it is not necessary to repeat it in this Directive; whereas, reference should be made to Council Directive 70/387/EEC (5), Directive 74/483/EEC (6), as last amended by Directive 87/354/EEC (7), and Directive 76/115/EEC (8), as last amended by Commission Directive 90/629/EEC (9), and to ISO Standard 6487:1987;Whereas the technical requirements of this Directive are based on United Nations Economic Commission for Europe document TRANS/SC1/WP29/396,HAVE ADOPTED THIS DIRECTIVE:Article 1 For the purposes of this Directive, 'vehicle` shall have the meaning given to it in Article 2 of Directive 70/156/EEC.Article 2 1. No Member State may, on grounds relating to side-impact resistance:- refuse, in respect of a type of vehicle, to grant EEC type-approval or national type-approval, or- prohibit the registration, sale or entry into service of a vehicle,if it complies with the requirements of this Directive.2. With effect from 1 October 1995 Member States:- shall not grant EEC type-approval in accordance with Article 4 of Directive 70/156/EEC, and- may refuse to grant national type-approval,unless the vehicle type satisfies the requirements of this Directive.3. Paragraph 2 shall not apply to vehicle types approved before 1 October 1995 pursuant to any two of the following directives: Directive 70/387/EEC (latches and hinges), Directive 74/483/EEC (exterior projections) and Directive 76/115/EEC (seat belt anchorages) and, where applicable, subsequent extensions to these approvals.4. With effect from 1 October 2000 Member States shall consider certificates of conformity which accompany new vehicles in accordance with Directive 70/156/EEC to be no longer valid for the purposes of Article 7 (1) of that Directive, if the requirements of this Directive are not fulfilled.Article 3 Annex IV to Directive 70/156/EEC is hereby amended as follows:1. In Part I, the following item is added:'>TABLE>`2. In Part II, the following item is added:'>TABLE>`.Article 4 1. In the framework of the adaptation of this Directive to technical progress, a second stage shall be adopted by the Commission. It shall be based on a review of the technical criteria and in particular the viscous criteria, front seat position and the ground clearance of the barrier. The review criteria will include inter alia accident statistics, accident research data, full scale car-to-car test results, experience gained from approval tests and cost-benefit considerations. Nothwithstanding the above, the ground clearance of the barrier shall be increased to 300 mm, unless the review demonstrates that a different barrier height would provide an equivalent level of protection.2. This second stage shall be applicable at the request of manufacturers on an optional basis from 1 January 1998 and shall be mandatory for new vehicle types approved from 1 October 2001.3. This second stage will be applicable to all new vehicles from 1 October 2004, subject to a report from the Commission to the European Parliament and Council to be made no later than 1 October 2002 on the operation of the Directive and the industrial feasibility of the above date.Article 5 1. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive before 1 October 1995. They shall forthwith inform the Commission thereof.When Member States adopt these provisions, these shall contain a reference to this Directive or shall be accompanied by such reference at the time of their official publication. The procedure for making such reference shall be adopted by Member States.2. Member States shall communicate to the Commission the texts of the main provisions of national law which they adopt in the field covered by this Directive.Article 6 This Directive shall enter into force on the 20th day following that of its publication in the Official Journal of the European Communities.Article 7 This Directive is addressed to the Member States.(1) OJ No L 42, 23. 2. 1970, p. 1.(2) OJ No L 264, 23. 10. 1993, p. 49.(3) OJ No L 267, 19. 10. 1977, p. 1.(4) OJ No L 341, 6. 12. 1990, p. 20.(5) OJ No L 176, 10. 8. 1970, p. 5.(6) OJ No L 266, 2. 10. 1974, p. 4.(7) OJ No L 192, 11. 7. 1987, p. 43.(8) OJ No L 24, 30. 1. 1976, p. 6.(9) OJ No L 341, 6. 12. 1990, p. 14.ANNEX I ADMINISTRATIVE PROVISIONS FOR TYPE-APPROVAL 1. APPLICATION FOR EEC TYPE-APPROVAL1.1. The application for EEC type-approval pursuant to Article 3 (4) of Directive 70/156/EEC of a vehicle type with regard to its side-impact protection shall be submitted by the manufacturer.1.2. A model for the information document is given in Appendix 1.1.3. A vehicle representative of the vehicle type to be approved shall be submitted to the technical service responsible for conducting the type-approval tests.1.4. The manufacturer 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.2. GRANTING OF EEC TYPE-APPROVAL2.1. If the relevant requirements are satisfied, EEC type-approval pursuant to Article 4 (3) and, if applicable, 4 (4) of Directive 70/156/EEC shall be granted.2.2. A model for the EEC type-approval certificate is given in Appendix 2.2.3. An approval number in accordance with Annex VII to Directive 70/156/EEC shall be assigned to each type of vehicle approved. The same Member State shall not assign the same number to another type of vehicle.2.4. In case of doubt, account shall be taken, when verifying the compliance of the vehicle with the requirements of this Directive, 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 approval authority.3. MODIFICATION OF THE TYPE AND AMENDMENTS TO APPROVALS3.1. In the case of amendments to approvals granted pursuant to this Directive, the provisions of Article 5 of Directive 70/156/EEC shall apply.3.2. 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 % which in the judgment of the authority would have a marked influence on the results of the test shall require a repetition of the test as described in Appendix 1 of Annex II.3.3. 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 % different from the original vehicle or the number of front seats is unchanged. Variations of seat type or interior fittings need not automatically entail a full retest. An example of approach to this problem is given in Appendix 5 of Annex II.4. CONFORMITY OF PRODUCTION4.1. As a general rule, measures to ensure the conformity of production shall be taken in accordance with the provisions laid down in Article 10 of Directive 70/156/EEC.Appendix 1 Information document No . . . . pursuant to Annex I of Council Directive 70/156/EEC (1*) relating to the EEC type-approval of a vehicle with respect to side-impact resistanceThe following information, if applicable, must be supplied in triplicate and include a list of contents. Any drawings must be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, must show sufficient detail.If the systems, components or separate technical units have electronic controls, information concerning their performance must be supplied.0. GENERAL0.1. Make (trade name of manufacturer):0.2. Type and general commercial description(s):0.3. Means of identification of type, if marked on the vehicle:0.3.1. Location of that marking:0.4. Category of vehicle:0.5. Name and address of manufacturer:0.8. Address(es) of assembly plant(s):1. GENERAL CONSTRUCTION CHARACTERISTICS OF THE VEHICLE1.1. Photographs and/or drawings of a representative vehicle:1.6. Position and arrangement of the engine:9. BODYWORK9.1. Type of bodywork:9.2. Materials used and methods of construction:9.3. Occupant doors, latches and hinges9.3.1. Door configuration and number of doors:9.3.3.1. Dimensions, direction and maximum angle of opening:9.3.2. Drawing of latches and hinges and of their position in the doors:9.3.3. Technical description of latches and hinges:9.10. Interior fittings9.10.3. Seats9.10.3.1. Number:9.10.3.2. Position and arrangement:9.10.3.3. Mass:9.10.3.4. Characteristics: description and drawing of9.10.3.4.1. the seats and their anchorages:9.10.3.4.2. the adjustment system:9.10.3.4.3. the displacement and locking systems:9.10.3.4.4. the seat belt anchorages (if incorporated in the seat structure):Date, fileAppendix 2 MODEL(maximum format: A4 (210 × 297 mm))EEC TYPE-APPROVAL CERTIFICATE >START OF GRAPHIC>Stamp of administration>END OF GRAPHIC>Communication concerning the (2)- type-approval- extension of type-approval- refusal of type-approval- withdrawal of type-approvalof a type of vehicle/component/separate technical unit (3) with regard to Directive . . ./. . ./EEC, as last amended by Directive . . ./. . ./EEC.Type-approval Number:Reason for extension:SECTION I0.1. Make (trade name of manufacturer):0.2. Type and general commercial description(s):0.3. Means of identification of type, if marked on the vehicle/component/separate technical unit (4) (5):0.3.1. Location of that marking:0.4. Category of vehicle (6):0.5. Name and address of manufacturer:0.7. In the case of components and separate technical units, location and method of affixing of the EEC type-approval mark:0.8. Address(es) of assembly plant(s):SECTION II1. Additional information (where applicable) (see Addendum):2. Technical service responsible for carrying out the tests:3. Date of test report:4. Number of test report:5. Remarks (if any) (see Addendum)6. Place:7. Date:8. Signature:9. The index to the information package lodged with the approval authority, which may be obtained on request, is attached.Addendum to EEC type-approval certificate No . . . concerning the type-approval of a vehicle with regard to Directive . . ./. . ./EEC 1. Additional information1.1. Brief description of the vehicle type as regards its structure, dimensions, lines and constituent materials:1.2. Description of the protective system installed in the vehicle:1.3. Description of the interior arrangements or fittings that might affect the tests:1.4. Location of engine: forward/rear/central1.5. Drive: front-wheel/rear-wheel (7)1.6. Mass of vehicle submitted for testingFront axle:Rear axle:Total:2. Type of barrier used in approval test:5. Remarks: (e.g. valid for left-hand drive and right-hand drive vehicles)(1*) The item numbers and footnotes used in this information document correspond to those set out in Annex I to Directive 70/156/EEC.Items not relevant for the purposes of this Directive are omitted.(2) Delete where not applicable.(3) If the means of identification of type contains characters not relevant to a description of the vehicle, component or separate technical unit types covered by this type-approval certificate, such characters shall be represented in the documentation by the symbol '?` (e.g. ABC??123???).(4) As defined in Annex II A to Directive 70/156/EEC.(5) Delete where not applicable.ANNEX II TECHNICAL REQUIREMENTS 1. SCOPEThis Directive applies to the lateral impact 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 Directive, with the exception of multi-stage build vehicles produced in quantities not exceeding those fixed for a small series.2. DEFINITIONSFor the purposes of this Directive:2.1. 'Approval of a vehicle` means the approval of a vehicle type with regard to the behaviour of the structure of the passenger compartment in a lateral impact;2.2. 'Vehicle type` means a category of power-driven vehicles which do not differ in such essential respects as:2.2.1. the length, width and ground clearance of the vehicle, in so far as they have a negative effect on the performance prescribed in this Directive;2.2.2. the structure, dimensions, lines and materials of the side walls of the passenger compartment in so far as they have a negative effect on the performance prescribed in this Directive;2.2.3 the lines and inside dimensions of the passenger compartment and the type of protective systems, in so far as they have a negative effect on the performance prescribed in this Directive;2.2.4. the siting of the engine (front, rear or centre);2.2.5. the unladen mass, in so far as there is a negative effect on the performance prescribed in this Directive;2.2.6. the optional arrangements or interior fittings in so far as they have a negative effect on the performance prescribed in this Directive;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 Directive;2.3. 'Passenger compartment` means the space for occupant accommodation, bounded by the roof, floor, side walls, doors, outside glazing and front bulkhead and the plane of the rear compartment bulkhead or the plane of the rear-seat back support;2.4. 'R-point` or 'seating reference point` means the reference point specified by the vehicle manufacturer which:2.4.1. has coordinates 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;2.5. 'H-point` is as established by Directive 77/649/EEC;2.6. 'Capacity of the fuel tank` means the fuel tank capacity as specified by the manufacturer of the vehicle;2.7. 'Transverse plane` means a vertical plane perpendicular to the median longitudinal vertical plane of the vehicle;2.8. 'Protective system` means devices intended to restrain and/or protect the occupants;2.9. 'Type of protective system` means a category of protective devices which do not differ in such essential respects as their:technology,geometry, orconstituent materials;2.10. 'Reference mass` means the unladen mass of the vehicle increased by a mass of 100 kg (that is the mass of the side impact dummy and its instrumentation);2.11. 'Unladen mass` means the mass of the vehicle in running order without driver, passengers or load, but with the fuel tank filled to 90 % of its capacity and the usual set of tools and spare wheel on board, where applicable;2.12. 'Mobile deformable barrier` means the apparatus with which the test vehicle is impacted. It consists of a trolley and an impactor;2.13. 'Impactor` means a crushable section mounted on the front of mobile deformable barrier;2.14. 'Trolley` means a wheeled frame free to travel along its longitudinal axis at the point of impact. Its front part supports the impactor.2.15. 'Multi-stage build` means the procedure whereby two or more manufacturers separately and sequentially participate in the construction of a vehicle.3. SPECIFICATIONS AND TESTS3.1. The vehicle shall undergo a test in accordance with Appendix 1 to this Annex.3.1.1. 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 3.1.1.1 or 3.1.1.2 may be used by agreement between the manufacturer and test authority.3.1.1.1. 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.3.1.1.2. 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.3.1.2. The test authority, 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 Appendix 1 (1).3.1.3. The result of this test shall be considered satisfactory if the conditions set out in paragraphs 3.2 and 3.3 below are satisfied.3.2. Performance criteria3.2.1. The performance criteria, as determined for the impact test in accordance with the Addendum to Appendix I to this Annex shall meet the following conditions:3.2.1.1. 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`.3.2.1.2. 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/s.For a transitional period of two years after the date shown in Article 2 (2) of this Directive the VC 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/s shall apply as a pass/fail criterion unless or until an alternative value is approved by the Committee for Adaptation to Technical Progress.3.2.1.3. the pelvis performance criterion shall be public symphysis peak force (PSPF) less than or equal to 6 kN;3.2.1.4. 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).3.3. Particular requirements3.3.1. No door shall open during the test.3.3.2. After the impact, it shall be possible without the use of tools to:3.3.2.1. 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;3.3.2.2. release the dummy from the protective system;3.3.2.3. remove the dummy from the vehicle;3.3.3. 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;3.3.4. ruptures, resulting from permanent deformation are acceptable, provided these do not increase the risk of injury;3.3.5. if there is continuous leakage of liquid from the fuel-feed installation after the collision, the rate of leakage shall not exceed 5 × 10-4 kg/s; 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.Appendix 1 IMPACT TEST PROCEDURE1. INSTALLATIONS1.1. Testing groundThe test area shall be large enough to accommodate the mobile deformable barrier propulsion system and to permit after-impact displacement of the vehicle impacted and installation of the test equipment. The part in which vehicle impact and displacement occur shall be horizontal, flat and uncontaminated, and representative of a normal, dry, uncontaminated road surface.2. TEST CONDITIONS2.1. The vehicle to be tested shall be stationary.2.2. The mobile deformable barrier shall have the characteristics set out in Appendix 2 to Annex II. Requirements for the examination are given in the Addendum to Appendix 2. The mobile deformable barrier shall be equipped with a suitable device to prevent a second impact on the struck vehicle.2.3. The trajectory of the mobile deformable barrier longitudinal median vertical plane shall be perpendicular to the longitudinal median vertical plane of the impacted vehicle.2.4. The longitudinal vertical median plane of the mobile deformable barrier shall be coincident within ± 25 mm with a transverse vertical plane passing through the R-point of the front seat adjacent to the struck side of the tested vehicle. The horizontal median plane limited by the external lateral vertical planes of the front face shall be at the moment of impact within two planes determined before the test and situated 25 mm above and below the previously defined plane.2.5. Instrumentation shall comply with ISO 6487:1987 unless otherwise specified in this Directive.2.6. The stabilized temperature of the test dummy at the time of the side impact test shall be 22 ± 4 °C.3. TEST SPEEDMobile 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 %. However, if the test was performed at a higher impact speed and the vehicle met the requirements, the test shall be considered satisfactory.4. STATE OF THE VEHICLE4.1. General specificationThe 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 specificationThe test vehicle shall have all the optional arrangements or fittings likely to influence the results of the test.4.3. Mass of the vehicle4.3.1. The vehicle to be tested shall have the reference mass as defined in paragraph 2.10 of Annex II to this Directive. The mass of the vehicle shall be adjusted to ± 1 % of the reference mass.4.3.2. The fuel tank shall be filled with water to a mass equal to 90 % 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.4.3.5. The mass of the measuring apparatus shall not change each axle reference load by more than 5 %, each variation not exceeding 20 kg.5. PREPARATION OF THE VEHICLE5.1. 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. The comfort adjustments of the seats, if any, shall be adjusted to the position specified by the vehicle manufacturer.5.5. The seat containing the dummy, and its elements, if adjustable, shall be adjusted as follows:5.5.1. The longitudinal adjustment device shall be placed with the locking device engaged in the position that is nearest to midway between the foremost and rearmost positions; if this position is between two notches, the rearmost notch shall be used.5.5.2. The head restraint shall be adjusted such that its top surface is level with the centre of gravity of the dummy's head; if this is not possible, the head restraint shall be in the uppermost position.5.5.3. Unless otherwise specified by the manufacturer, the seat-back shall be set such that the torso reference line of the three-dimensional H point machine is set at an angle of 25 ± 1° towards the rear.5.5.4. All other seat adjustments shall be at the mid-point of available travel; however, height adjustment shall be at the position corresponding to the fixed seat, if the vehicle type is available with adjustable and fixed seats. If locking positions are not available at the respective mid-points of travel, the positions immediately rearward, down, or outboard of the mid-points shall be used. For rotational adjustments (tilt), rearward will be the adjustment direction which moves the head of the dummy rearwards. If the dummy protrudes outside the normal passenger volume, e.g. head into roof lining, then 10 mm clearance will be provided using: secondary adjustments, seat back angle, or fore-aft adjustment in that order.5.6. Unless otherwise specified by the manufacturer, the other front seats shall, if possible, be adjusted to the same position as the seat containing the dummy.5.7. If the steering wheel is adjustable, all adjustments are positioned to their mid-travel locations.5.8. Tyres shall be inflated to the pressure specified by the vehicle manufacturer.5.9. The test vehicle shall be set horizontal about its roll axis and maintained by supports in that position until the side impact dummy is in place and after all preparatory work is complete.5.10. The vehicle shall be at its normal attitude corresponding to the conditions set out in paragraph 4.3. above. Vehicles with suspension enabling their ground clearance to be adjusted shall be tested under the normal conditions of use at 50 km/h as defined by the vehicle manufacturer. This shall be assured by means of additional supports, if necessary, but such supports shall have no influence on the crash behaviour of the test vehicle during the impact.6. SIDE IMPACT DUMMY AND ITS INSTALLATION6.1. The side impact dummy shall comply with the specifications given in Appendix 3 and be installed in the front seat on the impact side according to the procedure given in Appendix 4 to this Annex.6.2. The safety-belts or other restraint systems, which are specified for the vehicle, shall be used. Belts should be of an approved type, conforming to Directive 77/541/EEC and mounted on anchorage conforming to Directive 76/115/EEC.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 if provided 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 DUMMY7.1. The readings of the following measuring devices are to be recorded.7.1.1. Measurements in the head of the dummyThe resultant triaxial acceleration referring to the head centre of gravity. The head channel instrumentation shall comply with ISO 6487:1987 with:CFC: 1 000 Hz, andCAC: 150 g7.1.2. Measurements in the thorax of the dummyThe three thorax rib deflection channels shall comply with ISO 6487:1987CFC: 1 000 HzCAC: 60 mm7.1.3. Measurements in the pelvis of the dummyThe pelvis force channel shall comply with ISO 6487:1987CFC: 1 000 HzCAC: 15 kN7.1.4. Measurements in the abdomen of the dummyThe abdomen force channels shall comply with ISO 6487:1987CFC: 1 000 HzCAC: 5 kN.Addendum 1 DETERMINATION OF PERFORMANCE DATAThe required results of the tests are specified in paragraph 3.2 of Annex II.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:>START OF GRAPHIC>>END OF GRAPHIC>where a is the resultant acceleration at the centre of gravity of the head (m/s²) divided by 9,81 recorded versus time and filtered at channel frequency class 1 000 Hz; t1 and t2 are any two times between the initial contact and the last instant of the final contact.2. THORAX PERFORMANCE CRITERIA2.1. Chest deflection: the peak chest deflection is the maximum value of deflection on any rib as determined by the thorax displacement transducers, filtered at channel frequency class 180 Hz.2.2. Viscous criterion: the peak viscous response is the maximum value of VC on any rib which is calculated from the instantaneous product of the relative thorax compression related to the half thorax and the velocity of compression derived by differentiation of the compression, filtered at channel frequency class 180 Hz. For the purposes of this calculation the standard width of the half thorax rib cage is 140 mm.>START OF GRAPHIC>>END OF GRAPHIC>where D (m) = rib deflectionThe calculation algorithm to be used is set out in Addendum 2 of this Appendix3. ABDOMEN PROTECTION CRITERIONThe 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 CRITERIONThe 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.Addendum 2 (Reserved for introduction of a calculation algorithm of the viscous criterion)Appendix 2MOBILE DEFORMABLE BARRIER CHARACTERISTICS 1. CHARACTERISTICS OF THE BARRIER1.1. The total mass shall be 950 ± 20 kg.1.2. The front and rear track width of the trolley shall be 1 500 ± 10 mm.1.3. The wheel base of the trolley shall be 3 000 ± 10 mm.1.4. The centre of gravity shall be situated in the longitudinal median vertical plane within 10 mm, 1 000 ± 30 mm behind the front axle and 500 ± 30 mm above the ground.1.5. The distance between the front face of the impactor and the centre of gravity of the barrier shall be 2 000 ± 30 mm.2. CHARACTERISTICS OF THE IMPACTOR2.1. Geometrical characteristics2.1.1. The impactor consists of six independent joined parts whose forms, sizes and positioning are shown in figure 1.2.1.2. The deformable impact zone shall be 1 500 ± 10 mm wide and 500 ± 5 mm high.2.1.3. The ground clearance of the collision zone shall be 260 ± 5 mm measured in static condition before impact, subject to the provisions of Article 4 of this Directive.2.1.4. There shall be six deformable elements, divided into two rows of three elements. All the elements shall have the same width (500 ± 5 mm) and the same height (250 ± 3 mm); the elements of the upper row shall be 440 ± 5 mm deep and those of the lower row 500 ± 5 mm deep.2.2. Material characteristicsThe material of the impactor must be an aluminium honeycomb. Other materials can be used if equal results as described in paragraph 2.3. have been proved to the satisfaction of the technical service. In any case the type of impactor must be indicated in the test report.2.3. Deformation characteristics2.3.1. Deviation from the limits of the force-deflection corridors characterizing the rigidity of the impactor - as defined in this Appendix, Figure 2 - may be allowed provided that:2.3.1.1. the deviation occurs after the beginning of the impact and before the deformation of the impactor is equal to 150 mm;2.3.1.2. the deviation does not exceed 50 % of the nearest instantaneous prescribed limit of the corridor;2.3.1.3. each displacement corresponding to each deviation does not exceed 35 mm of the deflection, and the sum of these displacements does not exceed 70 mm (see Figure 2); and2.3.1.4. the sum of the energy derived from deviating outside the corridor does not exceed 5 % of the gross energy for that block.2.3.2. Parts 1 and 3 are identical. Their rigidity is such that their force-deflection curves fall within the hatched area of Figure 2, Graph 2a.2.3.3. Parts 5 and 6 are identical. Their rigidity is such that their force-deflection curves fall within the hatched area of Figure 2, Graph 2d.2.3.4. The rigidity of Part 2 is such that its force-deflection curve falls within the hatched area of Figure 2, Graph 2b.2.3.5. The rigidity of Part 4 is such that its force-deflection curve falls within the hatched area of Figure 2, Graph 2c.2.3.6. The force-deflection of the impactor as a whole shall fall within the hatched area of Figure 2, Graph 2e.2.3.7. The force-deflection curves shall be verified by a test detailed in the addendum to this appendix, consisting of an impact of the assembly against a dynamo metric barrier at 35 ± 2 km/h.2.3.8. The dissipated energy (2) against Parts 1 and 3 during the test shall be equal to 10 ± 2 kJ for each of these parts.2.3.9. The dissipated energy against Parts 5 and 6 shall be equal to 3,5 ± 1 kJ for each of these parts.2.3.10. The dissipated energy against Part 4 shall be equal to 4 ± 1 kJ.2.3.11. The dissipated energy against Part 2 shall be equal to 14 ± 2 kJ.2.3.12. The total dissipated energy during the impact shall be equal to 45 ± 5 kJ.2.3.13. Impactor deformation measured after the test at level B (Figure 1) shall be equal to 330 ± 20 mm.Figure 1 Design of the mobile deformable barrier impactor >START OF GRAPHIC>>END OF GRAPHIC>Figure 2 Force-deflection curves >START OF GRAPHIC>>END OF GRAPHIC>Note: During the verification test, the loads measured on Parts 1 and 3 and on Parts 5 and 6 respectively shall not differ by more than 10 % for a given deflection.Addendum EXAMINATION OF THE MOBILE DEFORMABLE BARRIER 1. SCOPEThis Addendum contains a prescription for the examination of the mobile deformable barrier. The test authority is responsible for the mobile deformable barrier meeting the specifications using a test against a dynamometric wall supported by a fixed rigid barrier.2. INSTALLATION2.1. Testing groundThe test area shall be large enough to accommodate the run-up track of the mobile deformable barrier, the rigid barrier and the technical equipment necessary for the test. The last part of the track, for at least 5 m before the rigid barrier, shall be horizontal, flat and smooth.2.2. Fixed rigid barrier and dynamometric wall2.2.1. The rigid barrier shall consist of a block of reinforced concrete not less than 3 m wide in front and not less than 1,5 m high. The thickness of the rigid barrier shall be such that it weighs at least 70 tonnes. The front face shall be vertical, perpendicular to the axis of the run-up track and covered with load cells capable of measuring the total load on each part of the mobile deformable barrier impactor at the moment of impact. The impact plate area centres shall align with those of the chosen mobile deformable barrier; their edges shall clear adjacent areas by 20 mm. Cell mounting and plate surfaces shall be in accordance with the requirements set out in the Annex to ISO 6487:1987. In cases where surface protection is added, it shall not degrade the transducer responses.2.2.2. The rigid barrier shall be either anchored in the ground or placed on the ground with, if necessary, additional arresting devices to prevent its displacement. A rigid barrier with load cells having different characteristics but giving results that are at least equally conclusive may be used.3. PROPULSION OF THE MOBILE DEFORMABLE BARRIERAt the moment of impact the mobile deformable barrier shall no longer be subject to the action of any additional steering or propelling device. It shall reach the obstacle on a course perpendicular to the collision barrier. Impact alignment shall be accurate to within 10 mm.4. MEASURING INSTRUMENTS4.1. SpeedThe impact speed shall be 35 ± 2 km/h. The instrument used to record the speed on impact shall be accurate to within 1 %.4.2. LoadsMeasuring instruments shall meet the specifications set forth in ISO 6487:1987CFC for all blocks = 60 HzCAC for blocks 1 and 3 = 120 kNCAC for blocks 4, 5 and 6 = 60 kNCAC for block 2 = 140 kN4.3. AccelerationThe acceleration in the longitudinal direction shall be measured at a place not subject to bending. The instrumentation shall comply with ISO 6487:1987 with the following specifications:CFC 1 000 Hz (before integration)CFC 60 Hz (after integration)CAC 50 g5. GENERAL SPECIFICATION OF BARRIER5.1. The individual characteristics of each barrier shall comply with paragraph 1 of Appendix 2 and shall be recorded.6. GENERAL SPECIFICATION OF THE IMPACTOR TYPE6.1. The suitability of an impactor type shall be confirmed when the outputs from the six load cells each produce signals complying with the requirements indicated in paragraph 2.2 of Appendix 2 when recorded.6.2. Impactors shall carry consecutive serial numbers including the date of manufacture.Appendix 3 TECHNICAL DESCRIPTION OF THE SIDE IMPACT DUMMY1. GENERAL1.1. The dimensions and masses of the side impact dummy represent a 50th percentile adult male, without lower arms.1.2. The side impact dummy consists of a metal and plastic skeleton covered by flesh-simulating rubber, plastic and foam.1.3. The side impact dummy prescribed in this Directive, including the instrumentation and calibration, is described in technical drawings and a user's manual (3).2. CONSTRUCTION2.1. For an overview of the side impact dummy see Figure 1 and Table 1 of this appendix.2.2. Head2.2.1. The head is shown as part No 1 in Figure 1 of this appendix.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. Neck2.3.1. The neck is shown as part No 2 in Figure 1 of this appendix.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 appendix.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. Shoulder2.4.1. The shoulder is shown as part No 4 in Figure 1 of this appendix.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.2.5. Thorax2.5.1. The thorax is shown as part No 5 in Figure 1 of this appendix.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. Arms2.6.1. The arms are shown as part No 6 in Figure 1 of this appendix.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.2.6.4. The shoulder/arm joint allows for a flexion/extension rotation only.2.7. Lumbar spine2.7.1. The lumbar spine is shown as part No 7 in Figure 1 of this appendix.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. Abdomen2.8.1. The abdomen is shown as part No 8 in Figure 1 of this appendix.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. Pelvis2.9.1. The pelvis is shown as part No 9 in Figure 1 of this appendix.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 part 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. Legs2.10.1. The legs are shown as part No 10 in Figure 1 of this appendix.2.10.2. The legs consist of a metal skeleton covered by a flesh-stimulating polyurethane foam and a plastic skin.2.10.3. The knee and ankle joints allow for a flexion/extension rotation only.2.11. Suit2.11.1. The suit is shown as part No 11 in Figure 1 of this appendix.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.Figure 1 Construction of side-impact dummy>REFERENCE TO A FILM>>TABLE>3. ASSEMBLY OF THE DUMMY3.1. Head-neck3.1.1. 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 srews.3.2. Neck-shoulder-thorax3.2.1. The neck-bracket is mounted to the shoulder block by four screws.3.2.2. The shoulder-block is mounted to the top-surface of the thoracic spine box by three screws.3.3. Shoulder-arm3.3.1. 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-abdomen3.4.1. 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-legs3.5.1. 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.3.5.4. The legs may be assembled and adjusted by means of hinge joints in the knees and ankles.4. MAIN CHARACTERISTICS4.1. Mass4.1.2. The masses of the main dummy components are presented in Table 2 of this appendix.>TABLE>4.2. Principal dimensions4.2.1. The principal dimensions of the side-impact dummy (including the suit), based on Figure 2 of this appendix, are given in Table 3 of this appendix.Figure 2 Measurements for principal dummy dimensions>REFERENCE TO A FILM>>TABLE>5. CERTIFICATION OF THE DUMMY5.1. Impact side5.1.1. 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. InstrumentationAll 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 check5.3.1. All dummy parts should be visually checked for damage and if necessary be replaced before the certification test.5.4. General test set-up5.4.1. Figure 3 of this appendix 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.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. Head5.5.1. 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 1 000, 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. Neck5.6.1. 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.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. 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.5.6.5. 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 5 of this annex. All channels have to be recorded using ISO CFC 1 000 filters and filtered digitally using 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 headform centre of gravity displacements in the lateral and vertical direction should be 97 ± 10 mm and 26 ± 6 mm respectively.5.6.8. The neck performance can be adjusted by replacing the circular section buffers with buffers of a different shore hardness.5.7. Shoulder5.7.1. 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.5.7.2. The dummy is seated on a flat, horizontal, rigid surface with no back support. The thorax is positioned vertically and the arms should be set at an angle of 40° ± 2° forward to the vertical. The legs are positioned horizontally.5.7.3. The impactor is a pendulum of 23,4 ± 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. Arms5.8.1. No dynamic certification procedure is defined for the arms.5.9. Thorax5.9.1. 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 ± 0,2 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.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 %.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>5.10. Lumbar spine5.10.1. 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.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 deccleration-time history inside the corridor specified in Figure 6 of this annex. All channels have to be recorded using ISO 6487 CFC 1 000 filters and filtered digitally using 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 headform centre of gravity displacements in the lateral and vertical direction should be 104 ± 7 mm and 33 ± 7 mm respectively.5.10.8. The performance of the lumbar spine can be adjusted by changing the length of the spine.5.11. Abdomen5.11.1. 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 ± 0,2 kg and 152 ± 2 mm diameter.5.11.3. The pendulum is equipped with a horizontal 'armrest` impactor face of 1,0 ± 0,01 kg. The total mass of the impactor with the armrest face is 24,5 ± 0,2 kg. The rigid armrest is 70 ± 1 mm high, 150 ± 1 mm wide and should be allowed to penetrate at least 60 mm into the abdomen. The centre line of the pendulum coincides with the centre of the armrest.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. Pelvis5.12.1. 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 ± 0,2 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.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. Legs5.13.1. No dynamic certification procedure is defined for the legs.Figure 3 Overview of the side impact dummy certification test set-up>REFERENCE TO A FILM>Figure 4 Neck and lumbar spine certification test set-up >START OF GRAPHIC>>END OF GRAPHIC>Figure 5 Pendulum deceleration-time corridor for neck certification test >START OF GRAPHIC>>END OF GRAPHIC>Figure 6 Pendulum deceleration-time corridor for lumbar spine certification test >START OF GRAPHIC>>END OF GRAPHIC>Appendix 4 INSTALLATION OF THE SIDE-IMPACT DUMMY1. GENERAL1.1. The side-impact dummy to be used for the following installation procedure is described in Appendix 3 of Annex II to this Directive.2. INSTALLATION2.1. Adjust the leg joints so that they just support the leg when it is extended horizontally (1 to 2 g).2.2. Clothe the dummy in form-fitting cotton stretch underwear with short sleeves and mid-calf length trousers. Each foot is equipped with a shoe.2.3. Place the dummy in the outboard front seat of the impacted side as described in the side impact test procedure specification.2.4. The plane of symmetry of the dummy shall coincide with the vertical median plane of the specified seating position.2.5. 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.2.6. 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.2.7. 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 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. For the dirver'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 constraints place the thighs of the dummy in contact with the seat cushion.2.9. 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.Appendix 5 PARTIAL TEST1. PURPOSEThe 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 Directive.2. PROCEDURES AND INSTALLATIONS2.1. Reference tests2.1.1. 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 Appendix 1 of Annex II to this Directive:there has been no head contact, orthe 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.2.2. Approval test2.2.1. 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 EQUIPMENT3.1. Head form impactor (Figure 1)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 1)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 1.3.2.2. The body block shall be fitted with two accelerometers and a speed-measuring device, all capable of measuring values in the impact direction.Figure 1 >START OF GRAPHIC>>END OF GRAPHIC>(1) Until 30 September 1998, 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.(2) 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.(3) Until publication of appropriate ISO Standards these documents (EUROSID-1 User's Manual, dated November 1990) can be obtained from TNO Road Vehicles Research Institute, PO Box 6033, 2600 JA Delft, Schoemakerstraat 97, 2628 VK Delft, The Netherlands.