CELEX: 42005X0822(01)
Language: bg
Date: 2005-08-22 00:00:00
Title: Regulation No 94 Uniform provisions concerning the approval of vehicles with regard to the protection of theoccupants in the event of a frontal collision

58                 BG                                Официален вестник на Европейския съюз                                                       11/т. 42
42005X0822(01)
22.8.2005                                       ОФИЦИАЛЕН ВЕСТНИК НА ЕВРОПЕЙСКИЯ СЪЮЗ                                                             L 217/3
                                                                     ПРИЛОЖЕНИЕ
            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.   Scope
             2.   Definitions
             3.   Application for approval
             4.   Approval
             5.   Specifications
             6.   Instructions for users of vehicles equipped with airbags
             7.   Modification and extension of approval of the vehicle type
             8.   Conformity of production
             9.   Penalties for non-conformity of production
            10.   Production definitely discontinued
            11.   Transitional provisions
            12.   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
            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          Equivalence curve - Tolerance band for curve ΔV = f(t)
            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
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         1.           SCOPE
         1.1.         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.
         1.2.         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.         „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;
         2.2.         „Type of protective system“ means a category of protective devices which do not differ in such essential
                      respects as:
                      — their technology;
                      — their geometry;
                      — their constituent materials;
         2.3.         „Vehicle width“ means the distance between two planes parallel to the longitudinal median plane (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
                      mudguards and the deflected part of the tyre sidewalls immediately above the point of contact with the
                      ground;
         2.4.         „Overlap“ means the percentage of the vehicle width directly in line with the barrier face;
         2.5.         „Deformable barrier face“ means a crushable section mounted on the front of a rigid block;
         2.6.         „Vehicle type“ means a category of power-driven vehicles which do not differ in such essential
                      respects as:
         2.6.1.       the length and width of the vehicle, in so far as they have a negative effect on the results of the impact
                      test prescribed in this Regulation;
         2.6.2.       the structure, dimensions, lines and materials of the part of the vehicle forward of the transverse plane
                      through the „R“ point of the driver’s seat, in so far as they have a negative effect on the results of the
                      impact test prescribed in this Regulation;
         2.6.3.       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;
         2.6.4.       the siting (front, rear or centre) and the orientation (transversal or longitudinal) of the engine;
         2.6.5.       the unladen mass, in so far as there is a negative effect on the result of the impact test prescribed in this
                      Regulation;
         2.6.6.       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;
         2.7.         „Passenger compartment“ means the space for occupant accommodation, bounded by the roof, floor,
                      sidewalls, doors, outside glazing and front bulkhead and the plane of the rear compartment bulkhead
                      or the plane of the rear-seat back support;
         2.8.         „„R“ point“ means a reference point defined for each seat by the manufacturer in relation to the vehicle’s
                      structure, as indicated in Annex 6;
         2.9.         „„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;
         (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’ seat.
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   2.10.     „unladen kerb mass“ means the mass of the vehicle in running order, unoccupied and unladen but
             complete with fuel, coolant, lubricant, tools and a spare wheel (if these are provided as standard
             equipment by the vehicle manufacturer);
   2.11.     „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;
   2.13.     „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;
   2.14.     „rearward-facing“ means facing in the direction opposite to the normal direction of travel of the vehicle.
   3.        APPLICATION FOR APPROVAL
   3.1.      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.
   3.2.      It shall be accompanied by the undermentioned documents in triplicate and following particulars:
   3.2.1.    a detailed description of the vehicle type with respect to its structure, dimensions, lines and constituent
             materials;
   3.2.2.    photographs, and/or diagrams and drawings of the vehicle showing the vehicle type in front, side and
             rear elevation and design details of the forward part of the structure;
   3.2.3.    particulars of the vehicle’s unladen kerb mass;
   3.2.4.    the lines and inside dimensions of the passenger compartment;
   3.2.5.    a description of the 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 with a sufficient
             degree of confidence.
   3.4.      A vehicle which is representative of the type to be approved shall be submitted to the technical service
             responsible for conducting the approval tests.
   3.4.1.    A vehicle not comprising all the components proper to the type may be accepted for 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.
   3.4.2.    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.
   4.        APPROVAL
   4.1.      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.
   4.1.1.    The technical service appointed in accordance with paragraph 10 below shall check whether the
             required conditions have been satisfied.
   4.1.2.    In case of doubt, account shall be taken, when verifying the conformity of the vehicle to the
             requirements of this Regulation, of any data or test results provided by the manufacturer which can be
             taken into consideration in validating the approval test carried out by the technical service.
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         4.2.         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.
         4.3.         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 × 297 mm) or folded to that
                      format and on an appropriate scale.
         4.4.         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:
         4.4.1.       a circle surrounding the letter „E“ followed by the distinguishing number of the country which has
                      granted approval (1);
         4.4.2.       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 4.4.1;
         4.5.         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.
         4.6.         The approval mark shall be clearly legible and be indelible.
         4.7.         The approval mark shall be placed close to or on the vehicle data plate affixed by the manufacturer.
         4.8.         Annex 2 to this Regulation gives examples of approval marks.
         5.           SPECIFICATIONS
         5.1.         General specifications applicable to all tests
         5.1.1.       The „H“ point for each seat shall be determined in accordance with the procedure described in Annex 6.
         5.1.2.       When the protective system for the front seating positions includes belts, the belt components shall meet
                      the requirements of Regulation No 16.
         5.1.3.       Seating positions where a dummy is installed and the protective system includes belts, shall be provided
                      with anchorage points conforming to Regulation No 14.
         (1) 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 Russia,
              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.
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   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 are all satisfied at the
              same time.
   5.2.1.     The performance criteria recorded, in accordance with Annex 8, on the dummies in the front outboard
              seats shall meet the following conditions:
   5.2.1.1.   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;
   5.2.1.2.   the neck injury criteria (NIC) shall not exceed the values shown in Figures 1 and 2;
                                                          Figure 1
                                                   Neck tension criterion
                                                          Figure 2
                                                    Neck shear criterion
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         5.2.1.3.    the neck bending moment about the y axis shall not exceed 57 Nm in extension (1);
         5.2.1.4.    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;
                                                                       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.
         (1) 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.
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   5.2.2.     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.
   5.2.3.     During the test no door shall open.
   5.2.4.     During the test no locking of the locking systems of the front doors shall occur.
   5.2.5.     After the impact, it shall be possible, without the use of tools, except for those necessary to support the
              weight of the dummy:
   5.2.5.1.   to open at least one door, if there is one, per row of seats and, where there is no such door, to move
              the seats or tilt their backrests as necessary to allow the evacuation of all the occupants; this is, however,
              only applicable to vehicles having a roof of rigid construction;
   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.     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.
   5.2.7.     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.     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.
   6.1.2.     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.
   6.2.       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.
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                   The overall dimensions shall be 120 × 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.
         6.2.2.    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.
         6.2.3.    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.
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   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“
              The text shall be accompanied by an illustration of the warning to be found in the vehicle.
   7.         MODIFICATION AND EXTENSION OF APPROVAL OF THE VEHICLE TYPE
   7.1.       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:
   7.1.1.     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
   7.1.2.     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.
   7.1.2.1.   Any modification of the vehicle affecting the general form of the structure of the vehicle and/or any
              increase in mass greater than 8 % which in the 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;
   7.1.2.2.   If the modifications concern only the interior fittings, if the mass does not differ by more than 8 % and if
              the number of front seats initially provided 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.       Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure
              specified in paragraph 4.3 to the Parties to the Agreement which apply this Regulation.
   7.3.       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:
   8.1.       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;
   8.2.       the holder of the approval shall ensure that for each type of vehicle at least the tests concerning the
              taking of measurements are carried out;
   8.3.       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.
   9.         PENALTIES FOR NON-CONFORMITY OF PRODUCTION
   9.1.       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 is not complied with or if the vehicle or vehicles selected have
              failed to pass the checks prescribed in paragraph 8.2.
   9.2.       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.
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         10.      PRODUCTION DEFINITELY DISCONTINUED
                  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.
         11.      TRANSITIONAL PROVISION
         11.1.    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.
         11.2.    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.
         12.      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 authorised 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.
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                    ANNEX 1
       (maximum format: A4 (210 × 297 mm))
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                                                                   ANNEX 2
                                                     Arrangements of the approval mark
                                                                  MODEL A
                                                     (See paragraph 4.4. of this Regulation)
The above approval mark affixed to a vehicle shows that the vehicle type concerned has, with regard to the protection of the occupants
in the event of a 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)
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.
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                                                                 ANNEX 3
                                                              Test procedure
1.       INSTALLATION AND PREPARATION OF THE VEHICLE
1.1.     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 × 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 % ± 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 % of the mass of a full as specified by the manufacturer with a
         tolerance of ± 1 %.
1.4.2.3. All the other systems (brake, cooling, etc.) may be empty in this case, the mass of the liquids shall be carefully compensated.
1.4.2.4. 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.
1.4.2.5. The mass of the measuring apparatus shall not change each axle reference load by more than 5 %, each variation not exceeding
         20 kg.
1.4.2.6. The mass of the vehicle resulting from the provisions of paragraph 1.4.2.1 shall be indicated in the report.
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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.
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.    Armrests
            Armrests 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.
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1.4.3.11.3. Rear seats
              If adjustable, the rear seats or rear bench seats shall be placed in the rearmost position.
2.            DUMMIES
2.1.          Front seats
2.1.1.        A dummy corresponding to the specifications for Hybrid III (1) fitted with a 45° ankle and meeting the specifications for its
              adjustment 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.            PROPULSION AND COURSE OF VEHICLE
3.1.          The vehicle shall be propelled either by its own engine or by any other propelling device.
3.2.          At the moment of impact the vehicle shall no longer be subject to the action of any additional steering or propelling device.
3.3.          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.            MEASUREMENTS TO BE MADE ON DUMMY IN FRONT SEATS
5.1.          All the measurements necessary for the verification of the performance criteria shall be made with measurement systems
              corresponding to the specifications of Annex 8.
5.2.          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.
5.2.2.        Measurements in the neck of the dummy
5.2.2.1.      The axial tensile force and the fore/aft shear force at the neck/head interface are measured with a CFC of 1000.
5.2.2.2.      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.
(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.
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5.2.4.   Measurements in the femur and tibia of the dummy
5.2.4.1. The axial compressive force and the bending moments are measured with a CFC of 600.
5.2.4.2. The displacement of the tibia with respect to the femur is measured at the knee sliding joint with a CFC of 180.
6.       MEASUREMENTS TO BE MADE ON THE VEHICLE
6.1.     To enable the simplified test described in 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;
6.2.     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.
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                                                                   ANNEX 4
                                                    Determination of performance criteria
1.     HEAD PERFORMANCE CRITERION (HPC)
1.1.   This criterion is considered to be satisfied when, during the test, there is no contact between the head and any vehicle component.
1.2.   If that is not the case, a calculation of the value of HPC is made, on the basis of the acceleration (a), measured according to
       paragraph 5.2.1 of Annex 3, by the following expression:
       in which:
1.2.1. 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);
1.2.2. 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;
1.2.3. 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;
1.2.4. 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.
1.3.   The value of the resultant head acceleration during forward impact which is exceeded for 3 ms cumulatively is calculated from the
       resultant head acceleration measured according to paragraph 5.2.1 of Annex 3.
2.     NECK INJURY CRITERIA (NIC)
2.1.   These criteria are determined by the compressive axial force, the axial tensile force and the fore/aft shear forces at the head/neck
       interface, expressed in kN and measured according to paragraph 5.2.2 of Annex 3 and by the duration of these forces expressed
       in ms.
2.2.   The neck bending moment criterion is determined by the bending moment, expressed in Nm, about a lateral axis at the head/neck
       interface and measured according to paragraph 5.2.2 of Annex 3.
2.3.   The neck flexion bending moment, expressed in Nm, shall be recorded.
3.     THORAX COMPRESSION CRITERION (ThCC) AND VISCOUS CRITERION (V * C)
3.1.   The thorax compression criterion is determined by the absolute value of the thorax deformation, expressed in mm and measured
       according to paragraph 5.2.3 of Annex 3.
3.2.   The viscous criterion (V * C) is calculated as the instantaneous product of the compression and the rate of deflection of the sternum,
       measured according to paragraph 6 and also paragraph 5.2.3 of Annex 3.
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4.     FEMUR FORCE CRITERION (FFC)
4.1.   This criterion is determined by the compression load expressed in kN, transmitted axially on each femur of the dummy and
       measured according to paragraph 5.2.4 of Annex 3 and by the duration of the compressive load expressed in ms.
5.     TIBIA COMPRESSIVE FORCE CRITERION (TCFC) AND TIBIA INDEX (TI)
5.1.   The tibia compressive force criterion is determined by the compressive load (Fz) expressed in kN, transmitted axially on each tibia
       of the dummy and measured according to paragraph 5.2.4 of Annex 3.
5.2.   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    = bending moment about the x axis
       My    = bending moment about the y axis
       (Mc)R = critical bending moment and shall be taken to be 225 Nm
       Fz    = compressive axial force in the z direction
       (Fc)z = critical compressive force in the z direction and shall be taken to be 35,9 kN and
                         2     2
       MR    =
               √((M ) +(M ) ).
                       x     y
       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.
6.     PROCEDURE FOR CALCULATING THE VISCOUS CRITERIA (V * C) FOR HYBRID III DUMMY
6.1.   The viscous criterion is calculated as the instantaneous product of the compression and the rate of deflection of the sternum. Both
       are derived from the measurement of sternum deflection.
6.2.   The sternum deflection response is filtered once at CFC 180. The compression at time t is calculated from this filtered signal as:
       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 ∂t is the time interval in seconds between the measurements of deflection. The
       maximum value of ∂t shall be 1,25 × 10–4 seconds. This calculation procedure is shown diagrammatically below:
 ---pagebreak--- 76 BG Официален вестник на Европейския съюз 11/т. 42 ---pagebreak--- 11/т. 42             BG                            Официален вестник на Европейския съюз                                                     77
                                                                   ANNEX 5
                                Arrangement and installation of dummies and adjustment of restraint systems
1.       ARRANGEMENT OF DUMMIES
1.1.     Separate seats
         The plane of symmetry of the dummy 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.       INSTALLATION OF DUMMIES
2.1.     Head
         The transverse instrumentation platform of the head shall be horizontal within 2,5°. 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 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. 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°.
2.2.     Arms
2.2.1.   The driver’s upper arms shall be adjacent to the torso with the centrelines as close to a vertical plane as possible.
2.2.2.   The passenger’s upper arms shall be in contact with the seat back and the sides of the torso.
2.3.     Hands
2.3.1.   The palms of the driver test dummy 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.
2.3.2.   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.
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2.4.     Torso
2.4.1.   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.
2.4.2.   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.
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 22,5° plus or minus 2,5°.
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.
2.6.     Feet
2.6.1.   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.
2.6.2.   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.
2.7.     The measuring instruments installed shall not in any way affect the movement of the dummy during impact.
2.8.     The temperature of the dummies and the system of measuring instruments shall be stabilised before the test and maintained so
         far as possible within a range between 19 °C and 22 °C.
2.9.     Dummy clothing
2.9.1.   The instrumented dummies will be clothed in formfitting cotton stretch garments with short sleeves and mid-calf length trousers
         specified in FMVSS 208, drawings 78051-292 and 293 or their equivalent.
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.
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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.
 ---pagebreak--- 80                     BG                             Официален вестник на Европейския съюз                                                      11/т. 42
                                                                         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.       „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.       „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;
2.3.       „„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. 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).
           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;
2.4.       „„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;
2.5.       „torso-line“ means the centreline of the probe of the 3-D H machine with the probe in the fully rearward position;
2.6.       „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):
2.7.       „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;
2.8.       „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 coordinate 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;
2.9.       „three-dimensional reference system“ means a system as described in Appendix 2 to this Annex;
2.10.      „fiducial marks“ are physical points (holes, surfaces, marks or indentations) on the vehicle body as defined by the manufacturer;
2.11.      „vehicle measuring attitude“ means the position of the vehicle as defined by the coordinates of fiducial marks in the
           three-dimensional reference system.
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:
(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.
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3.1.1.    the coordinates 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.
3.2.      Relationship between measured data and design specifications
3.2.1.    The coordinates of the „H“ point and the value of the actual torso angle obtained by the procedure set out in paragraph 4 shall
          be compared, respectively, with the coordinates of the „R“ point and the value of the design torso angle indicated by the vehicle
          manufacturer.
3.2.2.    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 coordinates, 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.
3.2.4.    If the „H“ point or the actual torso angle does not satisfy the requirements of paragraph 3.2.2, 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 shall apply.
3.2.5.    If the results of at least two of the three operations described in paragraph 3.2.4 do not satisfy the requirements of paragraph 3.2.2,
          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.
4.        PROCEDURE FOR „H“ POINT AND ACTUAL TORSO ANGLE DETERMINATION
4.1.      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.
4.2.      The vehicle shall be at the measuring attitude defined in paragraph 2.11.
4.3.      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.
4.4.      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 essential characteristics (1) as the floor of the vehicle in which the seat is intended to be used.
4.5.      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.
4.6.      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.
(1) Tilt angle, height difference with a seat mounting, surface texture, etc.
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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 shall be followed except that the feet shall be placed as specified by the vehicle
         manufacturer.
4.8.     Apply lower leg and thigh weights and level the 3-D H machine.
4.9.     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:
4.9.1.   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;
4.9.2.   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).
4.10.    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.
         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 spirit 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;
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         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. the coordinates 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.    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.
4.16.    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.
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                                                                    Appendix 1
                                           Description of the three-dimensional „H“ point machine (1)
                                                                 (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.
(1) 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.
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                                                                 Appendix 2
                                                     Three-dimensional reference system
1.  The three-dimensional reference system is defined by three orthogonal planes established by the vehicle manufacturer
    (see Figure) (1).
2.  The vehicle measuring attitude is established by positioning the vehicle on the supporting surface such that the coordinates of the
    fiducial marks correspond to the values indicated by the manufacturer.
3.  The coordinates of the „R“ point and the „H“ point are established in relation to the fiducial marks defined by the vehicle manufacturer.
(1) The reference system corresponds to ISO standard 4130, 1978.
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                                                                  Appendix 3
                                                   Reference data concerning seat 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.      Description of vehicle measuring attitude
2.1.    Coordinates of fiducial marks
        X …
        Y …
        Z …
3.      List of reference data
3.1.    Seating position: …
3.1.1. Coordinates of „R“ point
        X …
        Y …
        Z …
3.1.2. Design torso angle: …
3.1.3. Specifications for seat adjustment (1)
        horizontal: …
        vertical:    …
        angular:     …
        torso angle: …
        Note: List reference data for further seating positions under 3.2, 3.3, etc.
(1) Strike out what does not apply.
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                                                                   ANNEX 7
                                                         Test procedure with trolley
1.     TEST INSTALLATION AND PROCEDURE
1.1.   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.
1.3.   Attachment of the structure
1.3.1. The structure shall be firmly attached to the trolley in such a way that no relative displacement occurs during the test.
1.3.2. The method used to fasten the structure to the trolley shall not have the effect of strengthening the seat anchorages or restraint
       devices, or of producing any abnormal deformation of the structure.
1.3.3. The attachment device recommended is that whereby the structure rests on supports placed approximately in the axis of the wheels
       or, if possible, whereby the structure is secured to the trolley by the fastenings of the suspension system.
1.3.4. The angle between the longitudinal axis of the vehicle and the direction of motion of the trolley shall be 0° ± 2°.
1.4    Dummies
       The dummies and their positioning shall conform to the specifications in Annex 3, paragraph 2.
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 the 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.
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1.7.   Reference curve V = f(t) of the vehicle concerned
       This reference curve is obtained by integration of the deceleration curve of the vehicle concerned measured in the frontal 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.
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                             Appendix
      Equivalence curve – tolerance band for curve ΔV = f(t)
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                                                                  ANNEX 8
                                     Technique of measurement in measurement tests: instrumentation
1.       DEFINITIONS
1.1.     Data channel
         A data channel comprises all the instrumentation from a transducer (or multiple transducers whose outputs are combined in
         some specified way) 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.     hannel 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
1.8.     Linearity error
         The ratio, in %, 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.
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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.     PERFORMANCE REQUIREMENTS
2.1.   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 % 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 %.
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 synchronisation pulses and digital signals.
2.5.   Transducer cross sensitivity
       The transducer cross sensitivity shall be less than 5 % 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 % 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.
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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 % of the channel amplitude class.
2.6.2.1.2. Forces
           The error shall be less than ± 1 % of the channel amplitude class.
2.6.2.1.3. Displacements
           The error shall be less than ± 1 % of the channel amplitude class.
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 % below
           400 Hz, less than ± 2 % between 400 Hz and 900 Hz, and less than ± 2,5 % 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 3000 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.
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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 10.
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.     RECORDING
4.1.   Analogue magnetic recorder
       Tape speed should be stable to within not more than 0,5 % of the tape speed used. The signal-to-noise ratio of the recorder should
       not be less than 42 dB at the maximum tape speed. The total harmonic distortion should be less than 3 % and the linearity error
       should be less than 1 % of the measurement range.
4.2.   Digital magnetic recorder
       Tape speed should be stable to within not more than 10 % of the tape speed used.
4.3.   Paper tape recorder
       In case of direct data recording the paper speed in mm/s should be at least 1,5 times the number expressing FH in Hz. In other
       cases the paper speed should be such that equivalent resolution is obtained.
5.     DATA PROCESSING
5.1.   Filtering
       Filtering corresponding to the frequencies of the data channel class may be carried out during either recording or processing
       of data. However, before recording, analogical filtering at a higher level than CFC should be effected in order to use at least 50 %
       of the dynamic range of the recorder and to reduce the risk of high frequencies saturating the recorder or causing aliasing errors
       in the digitalising process.
5.2.   Digitalising
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.
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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.
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                                                                       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: 650 mm (in direction of honeycomb ribbon axis),
       width: 1000 mm,
       depth: 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: 330 mm (in direction of honeycomb ribbon axis),
       width: 1000 mm,
       depth: 90 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:      6,4 mm ± 20 %,
       density:        82,6 kg/m3 ± 20 %,
       crush strength: 1,711 MPa + 0 % -10 % (1).
1.3. Backing sheet
       Dimensions:
       height: 800 mm ± 2,5 mm,
       width: 1000 mm ± 2,5 mm,
       depth: 2,0 mm ± 0,1 mm.
(1) In accordance with the certification procedure described in paragraph 2 of this Annex.
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1.4. Cladding sheet
      Dimensions:
      length:    1700 mm ± 2,5 mm,
      width:     1000 mm ± 2,5 mm,
      thickness: 0,81 ± 0,07 mm,
      material: Aluminium 5251/5052 (ISO 209, Part 1).
1.5. Bumper facing sheet
      Dimensions:
      height:    330 mm ± 2,5 mm,
      width:     1000 mm ± 2,5 mm,
      thickness: 0,81 ± 0,07 mm,
      material: Aluminium 5251/5052 (ISO 209, Part 1).
      Adhesive: the adhesive to be used throughout should be a two-part polyurethane (such as Ciba-Geigy XB5090/1 resin with XB5304
      hardener, or equivalent).
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.
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 × 300 mm
      × 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 ×
      150 mm × 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:    150 mm ± 6 mm,
      width:     150 mm ± 6 mm,
      thickness: 50 mm ± 2 mm.
      The walls of incomplete cells around the edge of the sample 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).
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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.
2.5. Data collection
     Force versus deflection data are to be collected in either analogue or digital form for each sample tested. If analogue data are collected
     then a means of converting this to digital 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.
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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.
3.    ADHESIVE BONDING PROCEDURE
3.1. 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.
3.2. The adhesive should be applied to one surface only, using a ribbed rubber roller. In cases where honeycomb is to be bonded to
      aluminium sheet, 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.
4.    CONSTRUCTION
4.1. 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.
4.2. 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.
4.3. 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.
4.4. 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.
5.    MOUNTING
5.1. The deformable barrier shall be rigidly fixed to the edge of a mass of not less than 7 × 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 (1).
      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.
(1) A mass, the end of which is between 125 mm and 925 mm high and at least 1000 mm deep, is considered to satisfy this requirement.
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5.2. The deformable barrier shall be fixed to the concrete block by means of 10 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.
                                                                    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“)
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                              Figure 2
               Locations of samples for certification
 ---pagebreak--- 102 BG Официален вестник на Европейския съюз   11/т. 42
                       Figure 3
        Honeycomb axes and measured dimensions
                       Figure 4
             Crush force and displacement
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                              Figure 5
              Positions of holes for barrier mounting
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                                                                  ANNEX 10
                                         Certification of procedure for the dummy lower leg and foot
1.     UPPER FOOT IMPACT TEST
1.1.   The objective of this test is to measure the response of the Hybrid III foot and ankle to well-defined, hard faced pendulum impacts.
1.2.   The complete Hybrid III lower leg assembly, left (86-5001-001) and right (86-5001-002), equipped with the foot and ankle
       assembly, left (78051-614) and right (78051-615), shall be used, including the knee assembly.
       The load cell simulator (78051-319 Rev. A) shall be used to secure the knee assembly (78051-16 Rev B) to the test fixture.
1.3.   Test procedure
1.3.1. 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 %. The soak period shall not include the time required to reach steady state conditions.
1.3.2. Clean the impact surface of the skin and also the impactor face with isopropyl alcohol or equivalent prior to the test. Dust with
       talc.
1.3.3. Align the impactor accelerometer with its sensitive axis parallel to the direction of impact at contact with the foot.
1.3.4. Mount the leg assembly to the fixture shown in Figure 1. The test fixture shall be rigidly secured to prevent movement during impact.
       The centreline 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.
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 1250 ± 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 centreline 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. The data acquisition system, including transducers, shall conform to the specifications for CFC 600, as described in Annex 8.
1.4.   Performance specification
1.4.1. 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.
2.     LOWER FOOT IMPACT TEST WITHOUT SHOE
2.1.   The objective of this test is to measure the response of the Hybrid III foot skin and insert to well-defined, hard faced pendulum
       impacts.
2.2.   The complete Hybrid III lower leg assembly, left (86-5001-001) and right (86-5001-002), equipped with the foot and ankle
       assembly, left (78051-614) and right (78051-615), shall be used, including the knee assembly.
       The load cell simulator (78051-319 Rev. A) shall be used to secure the knee assembly (78051-16 Rev. B) to the test fixture.
 ---pagebreak--- 11/т. 42            BG                             Официален вестник на Европейския съюз                                                      105
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 %. The soak period shall not include the time required to reach steady state conditions.
2.3.2. Clean the impact surface of the skin and also the impactor face with isopropyl alcohol or equivalent prior to the test. 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. 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.
2.3.5. 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 1250 ± 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
2.4.1. 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.
3.     LOWER FOOT IMPACT TEST (WITH SHOE)
3.1.   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.
3.2.   The complete Hybrid III lower leg assembly, left (86-5001-001) and right (86-5001-002), equipped with the foot and ankle
       assembly, left (78051-614) and right (78051-615), shall be used, including the knee assembly. The load cell simulator (78051-
       319 Rev A) shall be used to secure the knee 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.
3.3.   Test procedure
3.3.1. 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 %. The soak period shall not include the time required to reach steady state conditions.
3.3.2. 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.
3.3.3. Align the impactor accelerometer with its sensitive axis parallel to the impactor longitudinal centre-line.
 ---pagebreak--- 106                 BG                            Официален вестник на Европейския съюз                                              11/т. 42
3.3.4. 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.
3.3.5. 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 1250 ± 1 mm. 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. Allow a period of at least 30 minutes between successive tests on the same leg.
3.3.7. The data acquisition system, including transducers, shall conform to the specifications for CFC 600, as described in 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.
                                                                     Figure 1
                                                             Upper foot impact test
                                                            Test set-up specifications
 ---pagebreak--- 11/т. 42 BG Официален вестник на Европейския съюз   107
                             Figure 2
              Lower foot impact test (without shoe)
                    Test set-up specifications
                             Figure 3
                Lower foot impact test (with shoe)
                    Test set-up specifications
 ---pagebreak--- 108 BG Официален вестник на Европейския съюз 11/т. 42
                      Figure 4
                 Pendulum impactor