CELEX: 51996FC0079
Language: en
Date: 2007-03-21
Title: Proposal for a Directive …/…/EC of the European Parliament and of the Council on the protection of occupants of motor vehicles in the event of a frontal impact (codified version)

EN

|[pic]                     |COMMISSION OF THE EUROPEAN COMMUNITIES                                                                           |

                                        Brussels,
                                        COM

                                                                  Proposal for a

                                          DIRECTIVE …/…/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

                                on the protection of occupants of motor vehicles in the event of a frontal impact

                                                                (Codified version)

                                                              EXPLANATORY MEMORANDUM

1.    In the context of a people’s Europe, the Commission attaches great importance to simplifying and clarifying Community law so as to make  it
       clearer and more accessible to the ordinary citizen, thus giving him new opportunities and the chance to make use of the  specific  rights
       it gives him.

       This aim cannot be achieved so long as numerous provisions that have  been  amended  several  times,  often  quite  substantially,  remain
       scattered, so that they must be sought partly in the original instrument and partly in later amending ones.  Considerable  research  work,
       comparing many different instruments, is thus needed to identify the current rules.

       For this reason a codification of rules that have frequently been amended  is  also  essential  if  Community  law  is  to  be  clear  and
       transparent.

2.    On 1 April 1987 the Commission therefore decided[1] to instruct its staff that all legislative acts should be codified after no  more  than
       ten amendments, stressing that this is a minimum requirement and that departments should endeavour to codify at even shorter intervals the
       texts for which they are responsible, to ensure that the Community rules are clear and readily understandable.

3.    The Conclusions of the Presidency of the Edinburgh  European  Council  (December 1992)  confirmed  this[2],  stressing  the  importance  of
       codification as it offers certainty as to the law applicable to a given matter at a given time.

       Codification must be undertaken in full compliance with the normal Community legislative procedure.

       Given that no changes of substance may be made to the instruments affected by codification, the European Parliament, the Council  and  the
       Commission have agreed, by an interinstitutional agreement dated 20 December 1994, that an accelerated procedure may be used for the fast-
       track adoption of codification instruments.

4.    The purpose of this proposal is to undertake a codification of Directive 96/79/EC of the European Parliament  and  of  the  Council  of  16
       December 1996 on the protection of occupants of motor vehicles in the event of a frontal impact and amending Directive 70/156/EEC[3].  The
       new Directive will supersede the various acts incorporated in it[4]; this proposal fully preserves the content of the acts being  codified
       and hence does no more than bringing them together with only such formal amendments as are required by the codification exercise itself.

5.    The codification proposal was drawn up on the basis of a preliminary consolidation, in all official languages, of  Directive  96/79/EC  and
       the instrument amending it, carried out by the Office for Official Publications of the European Communities, by means of a data-processing
       system. Where the Articles have been given new numbers, the correlation between the old and the new numbers is shown in a table  contained
       in Annex IV to the codified Directive.

                                            ê 96/79/EC (adapted)

                                                                  Proposal for a

                                          DIRECTIVE …/…/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

                                                                       of …

                                on the protection of occupants of motor vehicles in the event of a frontal impact

                                                            (Text with EEA relevance)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,

Having regard to the Treaty establishing the European Community, and in particular Article Ö 95 Õ thereof,

Having regard to [Council Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States  relating  to  the  type-
approval of motor vehicles and their trailers[5]], and in particular [Article 13(4)] thereof,

Having regard to the proposal from the Commission,

Having regard to the opinion of the European Economic and Social Committee[6],

Acting in accordance with the procedure laid down in Article 251 of the Treaty[7],

Whereas:

                                            ê 

   1) Directive 96/79/EC of the European Parliament and of the Council of 16 December 1996 on the protection of occupants of  motor  vehicles  in
      the event of a frontal impact and amending Directive 70/156/EEC[8] laid down technical prescriptions concerning the design and construction
      of motor vehicles as regards the protection of occupants of motor vehicles in the event of a frontal impact. These technical  prescriptions
      concerned the approximation of the laws of the Member States to allow for the EC type-approval procedure established by [Council] Directive
      [70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States relating to the type-approval of  motor  vehicles  and
      their trailers]. Directive 96/79/EEC has been substantially amended[9]. In the interests of clarity  and  rationality  the  said  Directive
      should be codified.

                                            ê 96/79/EC Recital 2

   2) In order to reduce the number of road accident casualties in Europe, it is necessary to introduce legislative measures  for  improving  the
      protection of occupants of motor vehicles in the event of a frontal impact as much as possible. This Directive  introduces  frontal  impact
      test requirements, including biomechanical criteria, to ensure that a high level of  protection  in  the  event  of  a  frontal  impact  is
      provided.

                                            ê 96/79/EC Recital 3

   3) The aim of this Directive is to introduce requirements based on the results of research conducted by  the  European  Experimental  Vehicles
      Committee allowing the establishment of test criteria which are more representative of actual road accidents.

                                            ê 96/79/EC Recital 4

   4) Lead times are required by vehicle manufacturers for the implementation of acceptable test criteria.

                                            ê 96/79/EC Recital 5

   5) To avoid duplication of standards, it is necessary to exempt vehicles which comply with the requirements of this Directive from the need to
      comply with now superseded requirements in another Directive in respect of the behaviour of the steering wheel and column in an impact.

                                            ê 96/79/EC Recital 6 (adapted)

   6) Ö This Directive is one of the separate Directives of the EC type-approval system which has been established by Directive  [70/156/EEC]  to
      be applied in respect of each type of vehicle. Consequently the provisions laid down in Directive [70/156/EEC] relating to vehicle systems,
      components and separate technical units apply to this Directive. Õ

                                            ê 96/79/EC Recital 7

   7) The procedure for determining the seating reference point in motor vehicles is given in Annex III to Council  Directive  77/649/EEC  of  27
      September 1977 on the approximation of the laws of the Member States relating to the field of vision of motor vehicle  drivers[10].  It  is
      therefore unnecessary to repeat it in this Directive. Reference should be made in this Directive to Council Directive 74/297/EEC of 4  June
      1974 on the approximation of the laws of the Member States relating to the interior fittings  of  motor  vehicles  (the  behaviour  of  the
      steering mechanism in the event of an impact)[11]. Reference is made to the United States of America Code of Federal Regulations[12].

                                            ê 

   8) This Directive should be without prejudice to the obligations of the Member States relating  to  the  time-limits  for  transposition  into
      national law and application of the Directives set out in Annex III, Part B,

                                            ê 96/79/EC (adapted)

HAVE ADOPTED THIS DIRECTIVE:

                                                                    Article 1

For the purposes of this Directive, «vehicle» shall have the meaning given to it in [Article 2 of Directive 70/156/EEC].

                                                                    Article 2

1. No Member State may, on grounds concerning the protection of occupants of vehicles in the event of a frontal impact:

     – refuse, in respect of a vehicle type, to grant EC type-approval or national type-approval, or

     – prohibit the registration, sale or entry into service of a vehicle,

if it complies with the requirements of this Directive.

2. Member States:

     – may Ö not Õ grant EC type-approval for a vehicle type in accordance with [Article 4 of Directive 70/156/EEC],

     – may refuse national type-approval for a vehicle type,

unless the vehicle satisfies the requirements of this Directive.

3. Paragraph 2 shall not apply to vehicle types approved before 1 October 1998 pursuant to Directive 74/297/EEC, or to subsequent  extensions  to
that type-approval.

4. Vehicles type-approved in accordance with this Directive shall be regarded as satisfying the requirements of  paragraph  5.1  of  Annex  I  to
Directive 74/297/EEC.

5. Member States:

     – shall consider certificates of conformity which accompany new vehicles in accordance with Directive [70/156/EEC] Ö not Õ to be  valid  for
       the purposes of [Article 7(1)] of that Directive, and

     – may refuse the registration, sale or entry into service of new vehicles which are not  accompanied  by  a  certificate  of  conformity  in
       accordance with Directive [70/156/EEC],

                                            ê 96/79/EC (adapted)

if the requirements of this Directive are not fulfilled.

|         |         |         |         |                                                                                                   |
|                  |                                                                                                                      |
|                  |1. Application for EC type-approval                                                                                   |
|                  |2. EC type-approval                                                                                                   |
|                  |3. Modifications of the type and amendments to type-approvals                                                         |
|                  |4. Conformity of production                                                                                           |
|                  |Appendix 1:          |Information document                                                                            |
|                  |Appendix 2:          |EC type-approval certificate                                                                    |
|Annex II          |Technical requirements                                                                                                |
|                  |1. Scope                                                                                                              |
|                  |2. Definitions                                                                                                        |
|                  |3. Requirements                                                                                                       |
|                  |Appendix 1:          |Test procedure                                                                                  |
|                  |Appendix 2:          |Determination of performance criteria                                                           |
|                  |Appendix 3:          |Arrangement and installation of dummies and adjustment of restraint systems                     |
|                  |Appendix 4:          |Test procedure with trolley                                                                     |
|                  |Appendix 5:          |Technique of measurement in measurement tests: instrumentation                                  |
|                  |Appendix 6:          |Definition of the deformable barrier                                                            |
|                  |Appendix 7:          |Certification procedure for the dummy lower leg and foot                                        |
|Ö Annex III Õ     |Ö Part A: Repealed Directive with its amendment                                                                       |
|                  |Part B: List of time-limits for transposition into national law and application Õ                                     |
|Ö Annex IV Õ      |Ö Correlation table Õ                                                                                                 |

                                            ê 96/79/EC

                                                                     ANNEX I

                                        ADMINISTRATIVE PROVISIONS FOR THE TYPE-APPROVAL OF A VEHICLE TYPE

1.    APPLICATION FOR EC TYPE-APPROVAL

1.1.  Applications for EC type-approval pursuant to [Article 3(4) of Directive 70/156/EEC] of a vehicle type with regard  to  the  protection  of
       occupants of motor vehicles in the event of a frontal impact must be submitted by the manufacturer.

1.2.  A model for the information document is given in Appendix 1.

1.3.  A vehicle representative of the vehicle type to be approved must be submitted to the technical service responsible for conducting the type-
       approval tests.

1.4.  The manufacturer is entitled to submit any data and test results  which  make  it  possible  to  establish  with  a  sufficient  degree  of
       confidence that compliance with the requirements can be achieved.

2.    EC TYPE-APPROVAL

2.1.  Where the vehicle type satisfies the relevant requirements, EC type-approval pursuant to [Article 4(3)] and, if applicable,  [Article  4(4)
       of Directive 70/156/EEC] will be granted.

2.2.  A model for the type-approval certificate is given in Appendix 2.

2.3.  A type-approval number in accordance with [Annex VII to Directive 70/156/EEC] is assigned to each vehicle type approved.  The  same  Member
       State must not assign the same number to another type of vehicle.

2.4.  In case of doubt, in order to verify that the vehicle conforms to the requirements of this Directive, account must be taken of any data  or
       test results provided by the manufacturer which may be taken into consideration in establishing the validity  of  the  type-approval  test
       performed by the type-approval authority.

3.    MODIFICATION OF THE TYPE AND AMENDMENTS TO TYPE-APPROVALS

3.1.  In the case of modification of a vehicle type approved pursuant to this Directive, the provisions of [Article 5  of  Directive  70/156/EEC]
       are applicable.

3.2.  Any modification of the vehicle affecting the general form of the structure of the vehicle and/or any increase in  mass  greater  than  8 %
       which, in the judgment of the technical service, would have a marked influence on the results of the tests necessitates  a  repetition  of
       the test as described in Appendix 1 to Annex II.

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

3.3.1.      a simplified test as provided for in Appendix 4 to Annex II, and/or

3.3.2.      a partial test as determined by the technical service in the light of the modifications made.

4.    CONFORMITY OF PRODUCTION

4.1.  As a general rule, measures to ensure the conformity of production must be taken in accordance with the provisions laid  down  in  [Article
       10 of Directive 70/156/EEC].

                                                                    Appendix 1

                                                            Information document No …

  pursuant to [Annex I to Directive 70/156/EEC[13]] relating to the EC type-approval of a vehicle with regard to the protection of occupants of
                                                 motor vehicles in the event of a frontal impact

The following information, if applicable, must be supplied in triplicate and include a list  of  contents.  Any  drawings  must  be  supplied  in
appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, must show sufficient detail.

If the systems, components or separate technical units have electronic controls, information concerning their performance must be supplied.

0.    General

0.1.  Make (trade name of manufacturer):

0.2.  Type and general commercial description(s):

0.3.  Means of identification of type, if marked on the vehicle (b):

0.3.1.      Location of that marking:

0.4.  Category of vehicle (c):

0.5.  Name and address of manufacturer:

0.8.  Address(es) of assembly plant(s):

1.    General construction characteristics of the vehicle

1.1.  Photographs and/or drawings of a representative vehicle:

1.6.  Position and arrangement of the engine:

2.    Masses and dimensions (e) (in kg and mm) (refer to drawing where applicable)

2.4.  Range of vehicle dimensions (overall):

2.4.2.      Chassis with bodywork:

2.4.2.1.    Length (j):

2.4.2.2.    Width (k):

2.4.2.6.    Ground clearance (as defined in [paragraph 4.5.4 of Section A of Annex II to Directive 70/156/EEC]):

2.4.2.7.    Distance between axles:

2.6.  Mass of the vehicle with bodywork in running order, or mass of the chassis  with  cab  if  the  manufacturer  does  not  fit  the  bodywork
       (including coolant, oils, fuel, tools, spare wheel and driver) (o) (maximum and minimum for each version):

2.6.1.      Distribution of this mass among the axles and, in the case of a semi-trailer or centre-axle  trailer,  load  on  the  coupling  point
       (maximum and minimum for each version):

7.    Steering

7.2.  Mechanism and control:

7.2.6.      Range and method of adjustment, if any, of the steering control:

9.    Bodywork

9.1.  Type of bodywork:

9.2.  Materials used and methods of construction:

9.10. Interior fittings:

9.10.3.     Seats:

9.10.3.1.   Number:

9.10.3.2.   Position and arrangement:

9.10.3.5.   Coordinates or drawing of the «R» point[14]:

9.10.3.5.1.Driver's seat:

9.10.3.6.Design seat-back angle:

9.10.3.6.1.Driver's seat:

9.10.3.6.2.All other seating positions[15]:

9.10.3.7.   Range of seat adjustment:

9.10.3.7.1.Driver's seat

|horizontally                                        |vertically                                                          |

9.10.3.7.2.All other seating positions[16]

|horizontally                                        |vertically                                                          |

9.12. Safety belts and/or other restraint systems

9.12.1      Number and position of safety belts and restraint systems and seats on which they can be used:

       (R = right hand seat, c = centre seat, L = left-hand seat)

|R/C/L             |Complete EC type-approval mark                                |Variant, if applicable                   |
|                  |First row of seats                                            |                                         |
|                  |Second row of seats, etc.                                     |                                         |
|                  |Optional extras (e.g. for height-adjusting seats, pre-loading |                                         |
|                  |device, etc.)                                                 |                                         |

9.12.2.     Front seat airbags:

|driver's side                            |yes/no/optional[17]                                                              |
|passenger side                           |yes/no/optional[18]                                                              |
|centre                                   |yes/no/optional[19]                                                              |

9.12.3.     Number and position of safety-belt anchorages and proof of compliance with  Directive  76/115/EEC,  as  amended  (i.e.  type-approval
       number or test report)[20]:

Date, file

                                                                    Appendix 2

                                                                      MODEL

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

                                                           EC TYPE-APPROVAL CERTIFICATE

                                                                      [pic]

                                                                      [pic]

                                                                     Addendum

                                                       to EC type-approval certificate No …

                                    concerning the type-approval of a vehicle with regard to Directive …/…/EC

1.    Additional information

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

1.2.  Description of the protective system installed in the vehicle:

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

1.4.  Location of engine: forward/rear/central[21]

1.5.  Drive: front-wheel/rear-wheel[22]

1.6.  Mass of vehicle submitted for testing

       Front axle:

       Rear axle:

       Total:

5.    Remarks: (e.g. valid for left-hand drive and right-hand drive vehicles)

6.    Front seat airbags:

|driver's side                                               |yes/no[23]    |
|passenger side                                              |yes/no[24]    |
|centre                                                      |yes/no[25]    |

                                                                  _____________

                                                                     ANNEX II

                                                              TECHNICAL REQUIREMENTS

1.    SCOPE

1.1.  This Directive applies to power-driven vehicles of category M1 of a total permissible mass not exceeding 2,5 tonnes, with the exception  of
       multi-stage built vehicles produced in quantities not exceeding those fixed for a small series; heavier  vehicles  and  multi-stage  built
       vehicles may be approved at the request of the manufacturer.

2.    DEFINITIONS

       For the purposes of this Directive:

2.1.  «protective system» means interior fittings and devices intended to restrain the occupants and contribute towards ensuring compliance  with
       the requirements set out in paragraph 3 below;

2.2.  «type of protective system» means a category of protective devices which do not differ in such essential respects as:

         – their technology,

         – their geometry,

         – their constituent materials;

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

2.4.  «overlap» means the percentage of the vehicle width directly in line with the barrier face;

2.5.  «deformable barrier face» means a crushable section mounted on the front of a rigid block;

2.6.  «vehicle type» means a category of power-driven vehicles which do not differ in such essential respects as:

2.6.1.      the length and width of the vehicle, insofar as they have a negative effect on the results of the  impact  test  prescribed  in  this
       Directive;

2.6.2.      the structure, dimensions, lines and materials of the part of the vehicle forward of the transverse plane through the  «R»  point  of
       the driver's seat insofar as they have a negative effect on the results of the impact test prescribed in this Directive;

2.6.3.      the lines and inside dimensions of the passenger compartment and the type of protective system,  insofar  as  they  have  a  negative
       effect on the results of the impact test prescribed in this Directive;

2.6.4.      the location (front, rear or centre) and the orientation (transversal or longitudinal) of the engine;

2.6.5.      the unladen mass, insofar as it has a negative effect on the results of the impact test prescribed in this Directive;

2.6.6.      the optional arrangements or fittings provided by the manufacturer, insofar as they have a negative effect  on  the  results  of  the
       impact test prescribed in this Directive;

2.7.  «passenger compartment» means the space for occupant accommodation, bounded by the roof, floor, side  walls,  doors,  outside  glazing  and
       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;

2.9.  «H» point means a reference point determined for each seat by the technical service responsible for approval;

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

2.11. «airbag» means a device installed to supplement safety belts and restraint systems in motor vehicles, i.e. systems which, in the  event  of
       a 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.

3.    REQUIREMENTS

3.1.  General specification applicable to all tests

3.1.1.      The «H» point for each seat is determined in accordance with the procedure described in Annex II to Directive 77/649/EEC.

3.2.  Specifications

3.2.1.      The performance criteria recorded, in accordance with Appendix 5, on the dummies in the front outboard seats must meet the  following
       conditions:

3.2.1.1.    the head performance criterion (HPC) must not exceed 1 000 and the resultant head acceleration shall not exceed 80 g  for  more  than
       3 ms. The latter must be calculated cumulatively, excluding rebound movement of the head;

                                            ê 96/79/EC (adapted)

3.2.1.2.    the neck injury criteria (NIC) must not exceed the values shown in Figures 1 and 2[26];

3.2.1.3.    the neck bending moment about the y axis must not exceed 57 Nm in extension[27];

                                            ê 96/79/EC

3.2.1.4.    the thorax compression criterion (ThCC) must not exceed 50 mm;

3.2.1.5.    the viscous criterion (V*C) for the thorax must not exceed 1,0 m/s;

3.2.1.6.    the femur force criterion (FFC) must not exceed the force-time performance criterion shown in Figure 3 of this Annex;

3.2.1.7.    the tibia compression force criterion (TCFC) must not exceed 8 kN;

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

3.2.1.9.    the movement of the sliding knee joints must not exceed 15 mm.

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

3.2.3.      During the test no door may open.

3.2.4.      During the test no locking of the locking systems of the front doors may occur.

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

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

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

3.2.5.3.    to remove the dummies from the vehicle without adjustment of the seats.

3.2.6.      In the case of a vehicle propelled by liquid fuel, no more than slight leakage of liquid  from  the  entire  fuel  system  may  occur
       during or after the impact. If after the impact there is continuous leakage of liquid from any part  of  the  fuel  system,  the  rate  of
       leakage must not exceed 5 × 10−4 kg/s; if the liquid from the fuel-feed system mixes with liquids from the other systems and  the  various
       liquids cannot easily be separated and identified, all the liquids collected are taken into account in evaluating the continuous leakage.

                                                                     Figure 1

                                                              Neck tension criterion

                                                                      [pic]

                                                                     Figure 2

                                                               Neck shear criterion

                                                                      [pic]

                                                                     Figure 3

                                                              Femur force criterion

                                                                      [pic]

                                                                    Appendix 1

                                                                  TEST PROCEDURE

1.    INSTALLATION AND PREPARATION OF THE VEHICLE

1.1.  Testing ground

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

1.2.  Barrier

       The front face of the barrier consists of a deformable structure as defined in Appendix 6 of this Annex. The front face of the  deformable
       structure is perpendicular ±1° to the direction of travel of the test vehicle. The  barrier  is  secured  to  a  mass  of  not  less  than
       7 × 104 kg, the front face of which is vertical ±1°. This 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  must  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 must overlap the barrier face by 40 % ±20 mm.

1.4.  State of vehicle

1.4.1.      General specification

       The test vehicle must be representative of the series production, include all the equipment normally  fitted  and  be  in  normal  running
       order. 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 the vehicle

1.4.2.1.    For the test, the mass of the vehicle submitted must be the unladen kerb mass.

1.4.2.2.    The fuel tank must be filled with water up to 90 % of the mass of a full load of fuel as specified by the manufacturer  with  a  ±1 %
       tolerance.

1.4.2.3.    All the other systems (brakes, cooling, etc.) may be empty; in this case the mass of the liquids must be offset.

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

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

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

1.4.3.      Passenger compartment adjustments

1.4.3.1.    Position of steering wheel

       The steering wheel, if adjustable, must be placed in the normal position indicated by the manufacturer or, failing  that,  midway  between
       the limits of its range(s) of adjustment. At the end of propelled travel, the steering wheel must 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 must be in the closed position. For test measurement purposes and in agreement with  the  manufacturer,
       it may be lowered, provided that the position of the operating handle corresponds to the closed position.

1.4.3.3.    Gear-change lever

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

1.4.3.4.    Pedals

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

1.4.3.5.    Doors

       The doors must be closed, but not locked.

1.4.3.6.    Opening roof

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

1.4.3.7.    Sun-visor

       The sun-visors must be in the stowed position.

1.4.3.8.    Rear-view mirror

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

1.4.3.9.    Arm-rests

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

1.4.3.10.   Head restraints

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

1.4.3.11.   Seats

1.4.3.11.1.Position of front seats

       Seats adjustable longitudinally must be placed so that their «H» point, (see 3.1.1) is in the middle position of travel or in the  nearest
       locking position thereto, and at the height position defined by the manufacturer (if independently adjustable for height).

       In the case of a bench seat, the reference must be to the «H» point of the driver's place.

1.4.3.11.2.Position of the front seat-backs

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

1.4.3.11.3.Rear seats

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

2.    DUMMIES

2.1.  Front seats

2.1.1.      A dummy corresponding to the specifications for Hybrid III[28] fitted with a  45°  ankle  and  meeting  the  specifications  for  its
       adjustment is installed in each of the front outboard seats in accordance with the conditions set out in Appendix 3. The dummy is equipped
       for recording the data necessary to determine the performance criteria with measuring  systems  corresponding  to  the  specifications  in
       Appendix 5. The ankle of the dummy must be certified in accordance with the procedures in Appendix 7 to Annex II.

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

3.    PROPULSION AND COURSE OF VEHICLE

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

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

3.3.  The course of the vehicle must be such that it satisfies the requirements of 1.2 and 1.3.1.

4.    TEST SPEED

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

5.    MEASUREMENTS TO BE MADE ON DUMMY IN FRONT SEATS

5.1.  All the measurements necessary for the verification of the performance criteria must be  made  with  data  channels  corresponding  to  the
       specifications of Appendix 5.

5.2.  The different parameters are recorded through independent data channels of the following CFC (Channel Frequency Class):

5.2.1.      Measurements in the head of the dummy

       The acceleration (a) referring to the centre of gravity is calculated from the triaxial components of the acceleration measured with a CFC
       of 1 000.

5.2.2.      Measurements in the neck of the dummy

5.2.2.1.    The axial tensile force and the fore/aft shear force at the neck/head interface are measured with a CFC of 1 000.

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

5.2.3.      Measurements in the thorax of the dummy

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

5.2.4.      Measurements in the femur and tibia of the dummy

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

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

6.    MEASUREMENTS TO BE MADE ON THE VEHICLE

6.1.  To enable the simplified test described in Appendix 4 to be carried out, the deceleration curve of the structure must be determined on  the
       basis of the value of the longitudinal accelerometers at the base of the «B» pillar on the struck side of the vehicle with a CFC of 180 by
       means of data channels corresponding to the requirements set out in Appendix 5.

6.2.  The speed curve which will be used in the test procedure described in Appendix 4 must be obtained from the  longitudinal  accelerometer  at
       the «B» pillar on the side struck.

                                                                    Appendix 2

                                                      DETERMINATION OF PERFORMANCE CRITERIA

1.    HEAD PERFORMANCE CRITERION (HPC)

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

1.2.  If that is not the case, a calculation of the value of HPC is made, on the basis of the acceleration (a),  measured  according  to  section
       5.2.1 of Appendix 1 to this Annex, by the following expression:

                                                                         [pic]

       in which:

1.2.1.      the term «a» is the resultant acceleration measured according to paragraph 5.2.1 of Appendix 1 to  this  Annex  and  is  measured  in
       units of gravity, g (1 g = 9,81 m/s2);

1.2.2.      if the beginning of the head contact can be determined satisfactorily, 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 Appendix 1 to this Annex.

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 Appendix 1 to this Annex and  by  the  duration  of  these  forces
       expressed in ms.

2.2.  The neck bending moment criterion is determined by the bending moment, expressed in Nm, about a lateral axis  at  the  head/neck  interface
       and measured according to paragraph 5.2.2 of Appendix 1 to this Annex.

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

3.    THORAX COMPRESSION CRITERION (ThCC) AND VISCOUS 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 Appendix 1 to this Annex.

3.2.  The viscous criterion (V*C) is calculated as the instantaneous product of the compression and  the  rate  of  deflection  of  the  sternum,
       measured according to paragraph 6 and also paragraph 5.2.3 of Appendix 1 to this Annex.

4.    FEMUR FORCE CRITERION (FFC)

4.1.  This criterion is determined by the compression load expressed in kN,  transmitted  axially  on  each  femur  of  the  dummy  and  measured
       according to paragraph 5.2.4 of Appendix 1 to this Annex 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 Appendix 1 to Annex II.

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:

                                                                      [pic]

|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                                         |
|              |[pic]                                                                                                                                     |

       The tibia index is calculated for the top and the bottom of each tibia; however, Fz 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 CRITERION (V*C) FOR HYBRID III DUMMY

6.1.  The viscous criterion is calculated as the instantaneous product of the compression and the rate of deflection of  the  sternum.  Both  are
       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:

                                                                      [pic]

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

                                                                      [pic]

                                            ê 96/79/EC (adapted)

       where Ö D(t) Õ is the deflection at time t in metres and δt is the time interval in seconds between the measurements  of  deflection.  The
       maximum value of δt is 1,25 × 10−4 seconds. This calculation procedure is shown diagrammatically below.

                                            ê 96/79/EC

                                                                      [pic]

                                                                    Appendix 3

                                   ARRANGEMENT AND INSTALLATION OF DUMMIES AND ADJUSTMENT OF RESTRAINT SYSTEMS

1.    ARRANGEMENT OF DUMMIES

1.1.  Separate seats

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

1.2.  Front bench seat

1.2.1.      Driver

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

1.2.2.      Outer passenger

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

1.3.  Bench seat for front passengers (not including driver)

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

2.    INSTALLATION OF DUMMIES

2.1.  Head

       The transverse instrumentation platform of the head must be horizontal within 2,5°. To level the head of the test dummy in  vehicles  with
       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 of this Appendix 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 of this Appendix. 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 upper arms of the driver test dummy must be adjacent to the torso with the centrelines as close to a vertical plane as possible.

2.2.2.      The upper arms of the passenger test dummy must be in contact with the seat back and the sides of the torso.

2.3.  Hands

2.3.1.      The palms of the driver test dummy must be in contact with the outer  part  of  the  steering  wheel  rim  at  the  rim's  horizontal
       centreline. The thumbs must be over the steering wheel rim and must 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 22 N, the tape releases the hand  from  the  steering  wheel
       rim.

2.3.2.      The palms of the passenger test dummy must be in contact with the outside of the thighs. The little finger must be  in  contact  with
       the seat cushion.

2.4.  Torso

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

2.4.2.      In vehicles equipped with individual seats, the upper torso of the driver and passenger test  dummies  must  rest  against  the  seat
       back. The midsagittal plane of the driver and the passenger dummy must be vertical and must coincide with the longitudinal  centreline  of
       the individual seat.

2.4.3.      Lower torso

2.4.3.1.    «H» point

       The «H» point of the driver and passenger test dummies must 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 of the machine, except that  the  length  of  the  thigh  and  lower  leg
       segments used to calculate the «H» point must be adjusted to 414 and 401 mm, instead of 432 and 417 mm respectively.

2.4.3.2.    Pelvic angle

       As determined using the pelvic angle gauges[29] inserted into the «H» point gauging hole  of  the  dummy,  the  angle  measured  from  the
       horizontal on the 76,2 mm flat surface of the gauge must be 22,5° ± 2,5°.

2.5.  Legs

2.5.1.      The upper legs of the driver and passenger test dummies must rest against the seat cushion to the extent permitted  by  placement  of
       the feet. The initial distance between the outboard knee clevis flange surfaces must be 270 mm ± 10 mm.

2.5.2.      To the extent practicable, the left leg of the driver dummy and both legs of the passenger dummy must  be  in  vertical  longitudinal
       planes. To the extent practicable, the right leg of the driver dummy must  be  in  a  vertical  plane.  Final  adjustment  to  accommodate
       placement of feet in accordance with 2.6 for various passenger compartment configurations is permitted.

2.6.  Feet

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

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

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

2.8.  The temperature of the dummies and the system of measuring instruments must be  stabilized  before  the  test  and  maintained  so  far  as
       possible within 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.

                                            ê 1999/98/EC Art.1 and Annex pt.1

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, change «P» and whose weight is 0,57 ± 0,1 kg, shall be placed and fastened on each foot of the test dummies.

                                            ê 96/79/EC

3.    ADJUSTMENT OF RESTRAINT SYSTEM

       With the test dummy at its designated seating position as specified by the appropriate requirements of paragraphs 2.1 to  2.6,  place  the
       belt around 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 tension load of between 9 and 18 N to the lap belt. If the belt  system  is
       equipped with a tension-relieving device, introduce the maximum amount of slack into the upper torso  belt  that  is  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 retracting force of the retractor.

                                                                    Appendix 4

                                                           TEST PROCEDURE WITH TROLLEY

1.    TEST INSTALLATION AND PROCEDURE

1.1.  Trolley

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

1.2.  State of the structure

1.2.1.      General

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

1.2.2.      Adjustments

       Adjustments must conform to those set out in paragraph 1.4.3 of Appendix 1 to this Annex, taking into account what is stated in  paragraph
       1.2.1 above.

1.3.  Attachment of the structure

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

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

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

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

1.4.  Dummies

       The dummies and their positioning must conform to the specifications in paragraph 2 of Appendix 3.

1.5.  Measuring apparatus

1.5.1.      Deceleration of the structure

       The position of the transducers measuring the deceleration of the structure during the impact must be parallel to the longitudinal axis of
       the trolley according to the specifications of Appendix 5 (CFC 180).

1.5.2.      Measurements to be made on the dummies

       All the measurements necessary for checking the listed criteria are set out in paragraph 5 of Appendix 1.

1.6.  Deceleration curve of the structure

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

1.7.  Reference curve ΔV = f(t) of the vehicle concerned

       This reference curve is obtained by integration of the deceleration curve of the vehicle concerned measured in  the  frontal  impact  test
       against a barrier as provided for in paragraph 6 of Appendix 1 to this Annex.

1.8.  Equivalent method

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

                                                                     Figure 1

                                              Equivalence curve — tolerance band for curve V = f(t)

                                                                      [pic]

                                                                    Appendix 5

                                          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.  Channel amplitude class: CAC

       The designation for a data channel that meets certain amplitude  characteristics  as  specified  in  this  Appendix.  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.  Channel frequency class: CFC

       The channel frequency class is designated by a number indicating that the channel frequency response lies within the limits  specified  in
       Figure 1. 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
       0,4 FH.

1.8.  Linearity error

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

1.9.  Cross sensitivity

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

1.10. Phase delay time

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

1.11. Environment

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

2.    PERFORMANCE REQUIREMENTS

2.1.  Linearity error

       The absolute value of the linearity error of a data channel at any frequency in the CFC, must be equal to or less than 2,5 % of the  value
       of the CAC, over the whole measurement range.

2.2.  Amplitude against frequency

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

2.3.  Phase delay time

       The phase delay time between the input and the output signals of a data channel must be determined and must not vary by more than 0,1 FH s
       between 0,03 FH and FH.

2.4.  Time base

2.4.1.      A time base must be recorded and must at least give 10 ms with an accuracy of 1 %.

2.4.2.      Relative time delay

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

       Two or more data channels of which the signals are combined must have the same frequency class and  must  not  have  relative  time  delay
       greater than 0,1 FHs.

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

2.5.  Transducer cross sensitivity

       The transducer cross sensitivity must be less than 5 % in any direction.

2.6.  Calibration

2.6.1.      General

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

2.6.2.      Accuracy of reference equipment for calibration

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

2.6.2.1.    Static calibration

2.6.2.1.1.Accelerations

       The errors must be less than ± 1,5 % of the CAC.

2.6.2.1.2.Forces

       The errors must be less than ± 1 % of the CAC.

2.6.2.1.3.Displacements

       The errors must be less than ± 1 % of the CAC.

2.6.2.2.    Dynamic calibration

2.6.2.2.1.Accelerations

       The error in the reference accelerations expressed as a percentage of the CAC must be less than ± 1,5 %  below  400 Hz,  less  than  ± 2 %
       between 400 Hz and 900 Hz, and less than ± 2,5 % above 900 Hz.

2.6.2.3.    Time

       The relative error in the reference time must be less than 10−5.

2.6.3.      Sensitivity coefficient and linearity error

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

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

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

       A total data channel must be calibrated at a frequency or at a spectrum of frequencies having a significant value between FL and 0,4 FH.

2.6.4.      Calibration of the frequency response

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

2.7.  Environmental effects

       A regular check should 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 should be taken, for instance by replacement of cables.

2.8.  Choice and designation of the data channel

       The CAC and CFC define a data channel.

       The CAC must be 1, 2 or 5 to a power of ten.

3.    MOUNTING OF TRANSDUCERS

       Transducers should be rigidly secured so that their recordings are affected by vibration as little as  possible.  Any  mounting  having  a
       lowest resonance frequency equal to at least 5 times  the  frequency  FH  of  the  data  channel  considered  will  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 one and a half 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  digitalizing
       process.

5.2.  Digitalizing

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

5.2.2.      Amplitude resolution

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

6.    PRESENTATION OF RESULTS

       The results should be presented on A4 size paper (210 × 297 mm). Results presented as diagrams should have axes scaled with a  measurement
       unit corresponding to a suitable multiple of the chosen unit (for example, 1, 2, 5, 10, 20 mm).  SI  units  should  be  used,  except  for
       vehicle velocity, where km/h may be used, and for accelerations due to impact where g, with g = 9,81 m/s2, may be used.

                                                                     Figure 1

                                                             Frequency response curve

                                                                      [pic]

                                                                    Appendix 6

                                                       DEFINITION OF THE DEFORMABLE BARRIER

1.    COMPONENT AND MATERIAL SPECIFICATIONS

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

1.1.  Main honeycomb block

|Dimensions                   |All dimensions should allow a tolerance of ± 2,5 mm                          |
|Height:                      |650 mm (in direction of honeycomb ribbon axis)                               |
|Width:                       |1 000 mm                                                                     |
|Depth:                       |450 mm (in direction of honeycomb cell axes)                                 |
|Material                     |Aluminium 3003 (ISO 209, part 1)                                             |
|Foil thickness:              |0,076 mm                                                                     |
|Cell size:                   |19,14 mm                                                                     |
|Density:                     |28,6 kg/m3                                                                   |
|Crush strength:              |0,342 Mpa + 0 % − 10 %[30]                                                   |

1.2.  Bumper element

|Dimensions                   |All dimensions should allow a tolerance of ± 2,5 mm                          |
|Height:                      |330 mm (in direction of honeycomb ribbon axis)                               |
|Width:                       |1 000 mm                                                                     |
|Depth:                       |90 mm (in direction of honeycomb cell axes)                                  |
|Material                     |Aluminium 3003 (ISO 209, part 1)                                             |
|Foil thickness:              |0,076 mm                                                                     |
|Cell size:                   |6,4 mm                                                                       |
|Density:                     |82,6 kg/m3                                                                   |
|Crush strength:              |1,711 MPa + 0 % − 10 %[31]                                                   |

1.3.  Backing sheet

|Dimensions                   |                                                                             |
|Height:                      |800 mm ± 2,5 mm                                                              |
|Width:                       |1 000 mm ± 2,5 mm                                                            |
|Thickness:                   |2,0 mm ± 0,1 mm                                                              |

1.4.  Cladding sheet

|Dimensions                   |                                                                             |
|Length:                      |1 700 mm ± 2,5 mm                                                            |
|Width:                       |1 000 mm ± 2,5 mm                                                            |
|Thickness:                   |0,81 mm ± 0,07 mm                                                            |
|Material:                    |Aluminium 5251/5052 (ISO 209, part 1)                                        |

1.5.  Bumper facing sheet

|Dimensions                   |                                                                             |
|Height:                      |330 mm ± 2,5 mm                                                              |
|Width:                       |1 000 mm ± 2,5 mm                                                            |
|Thickness:                   |0,81 mm ± 0,07 mm                                                            |
|Material:                    |Aluminium 5251/5052 (ISO 209, part 1)                                        |

1.6.  Adhesive

       The adhesive to be used throughout should be a two-part  polyurethane  (such  as  Ciba-Geigy  XB5090/1  resin  with  XB5304  hardener,  or
       equivalent).

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 must be taken from four locations evenly spaced
       across the honeycomb block. For a block to pass certification, seven of these eight samples must 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
       must 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  must  be  cut  into  samples  for  certification  testing  (150 mm × 150 mm × 50 mm).
       Certification must 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 must be used for testing:

       Length: 150 mm ± 6 mm

       Width: 150 mm ± 6 mm

       Thickness: 50 mm ± 2 mm

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

       in the «W» direction, the fringes must be no greater than 1,8 mm (see Figure 3),

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

2.3.  Area measurement

       The length of the sample must be measured in three locations, 12,7 mm from each end and in the middle, and  recorded  as  L1,  L2  and  L3
       (Figure 3). In the same manner, the width must be measured and recorded as W1, W2 and W3 (Figure 3). These measurements must be  taken  on
       the centreline of the thickness. The crush area must then be calculated as:

                                                                      [pic]

2.4.  Crush rate and distance

       The sample must be crushed at a rate of not less than 5,1 mm/min and not more than 7,6 mm/min. The minimum crush distance is 16,5 mm.

2.5.  Data collection

       Force versus deflection data are to be collected in either analogue or digital form for each sample tested. If analogue data are collected
       then a means of converting this to digital must be available. All digital data must be collected at a rate of no 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)  06,4-09,7 mm inclusive,

       (2)  09,7-13,2 mm exclusive,

       (3)  13,2-16,5 mm inclusive.

       Find the average for each section as follows:

                                                                      [pic]

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

                                                                      [pic]

2.7.  Sample crush strength specification

       For a honeycomb sample to pass this certification, the following condition must be met:

       0,308 MPa ≤ S(n) ≤ 0,342 MPa for 0,342 MPa material

       1,540 MPa ≤ S(n) ≤ 1,711 MPa for 1,711 MPa material n = 1,2,3.

2.8.  Block crush strength specification

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

3.    ADHESIVE BONDING PROCEDURE

3.1.  Immediately before bonding, aluminium sheet surfaces to be bonded must be thoroughly cleaned  using  a  suitable  solvent,  such  as  1-1-1
       Trichloroethane. This is to be carried out at least twice or as required to eliminate grease or dirt deposits. The cleaned  surfaces  must
       then be abraded using 120 grit abrasive paper. Metallic/silicon carbide abrasive paper is not to be used. The surfaces must 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 must be thoroughly cleaned again, as above. In total, the surfaces must be solvent cleaned at least four times. All
       dust and deposits left as a result of the abrading process must be removed, as these will adversely affect bonding.

3.2.  The adhesive should be applied to one surface only, using a ribbed rubber roller. In cases where honeycomb is to  be  bonded  to  aluminium
       sheet, the adhesive should be applied to the aluminium sheet only. A maximum of 0,5 kg/m2 must be applied evenly over the surface,  giving
       a maximum film thickness of 0,5 mm.

4.    CONSTRUCTION

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

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

4.3.  The bumper element must then be divided into three equal sections by means of two horizontal slots. These slots must  be  cut  through  the
       entire depth of the bumper section and extend the whole width of the bumper. The slots must be cut using a saw; their width  must  be  the
       width of the blade used and must not exceed 4,0 mm.

4.4.  Clearance holes for mounting the barrier are to be drilled in the mounting flanges (shown in  Figure  5).  The  holes  must  be  of  9,5 mm
       diameter. Five holes must be drilled in the top flange at a distance of 40 mm from the top edge of the  flange  and  five  in  the  bottom
       flange, 40 mm from the bottom edge of that flange. The holes must be at 100 mm, 300 mm, 500 mm, 700 mm, 900 mm from  either  edge  of  the
       barrier. All holes must be drilled to ± 1 mm of the nominal distances.

5.    MOUNTING

5.1.  The deformable barrier must be rigidly fixed to the edge of a mass of not less than 7 × 104 kg or to some structure attached  thereto.  The
       attachment of the barrier face must be such that the vehicle must 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[32]. The  front  face  of  the  surface  to  which  the
       deformable barrier is attached must be flat and continuous over the  height  and  width  of  the  face  and  must  be  vertical  ± 1°  and
       perpendicular ± 1° to the axis of the run-up track. The attachment surface must not be displaced by more than 10 mm during  the  test.  If
       necessary, additional anchorage or arresting devices must be used to  prevent  displacement  of  the  concrete  block.  The  edge  of  the
       deformable barrier must be aligned with the edge of the concrete block appropriate for the side of the vehicle to be tested.

5.2.  The deformable barrier must be fixed to the concrete block by means of ten bolts, five in the top mounting flange and five in  the  bottom.
       These bolts must be of at least 8 mm diameter. Steel clamping strips must be used for both  the  top  and  bottom  mounting  flanges  (see
       Figures 1 and 5). These strips must be 60 mm high and 1 000 mm wide and have a thickness of at least 3 mm. Five clearance holes of  9,5 mm
       diameter must be drilled in both strips to correspond with those in the mounting flange on the barrier (see  paragraph  4).  None  of  the
       fixtures must fail in the impact test.

                                                                     Figure 1

                                                  Deformable barrier for frontal impact testing

                                                                      [pic]

Barrier width = 1 000 mm.

All dimensions in mm.

                                                                     Figure 2

                                                      Locations of samples for certification

                                                                      [pic]

                                       If a ≥ 900 mm: x = ⅓ (b − 600 mm) and y = ⅓ (a − 600 mm) (for a ≤ b)

                                                                      [pic]

                                     If a < 900 mm: x = 1/5 (b − 1 200 mm) and y = ½ (a − 300 mm) (for a ≤ b)

                                                                     Figure 3

                                                      Honeycomb axes and measured dimensions

                                                                      [pic]

|e    |= d/2             |
|f    |= 0,8 mm          |

                                                                     Figure 4

                                                           Crush force and displayment

                                                                      [pic]

                                                                     Figure 5

                                                     Positions of holes for barrier mounting

                                                                      [pic]

Hole diameters 9,5 mm.

All dimensions in mm.

                                            ê 1999/98/EC Art. 1 and Annex pt. 2

                                                                    Appendix 7

                                             CERTIFICATION 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 centre line of the femur load cell simulator (78051-319) shall be vertical (± 0,5°). Adjust  the  mount  such  that  the  line
       joining the knee clevis joint and the ankle attachment bolt is horizontal (± 3°) with the heel  resting  on  two  sheets  of  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 (± 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 125
       (± 1) mm. The impact cylinder is mounted with its longitudinal axis horizontal and perpendicular to the direction of impact. The  pendulum
       shall impact the underside of the foot, at a distance of 185 (± 2) mm from the base of the heel resting on the rigid horizontal  platform,
       so that the longitudinal centre line of the pendulum arm falls within 1° of a vertical line at impact. The impactor  shall  be  guided  to
       exclude significant lateral, vertical or rotational movement.

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

1.3.7.      The data acquisition system, including transducers, shall conform to the specifications for CFC 600, as described in  Appendix  5  of
       this Annex.

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.

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 (± 0,5°). Adjust  the  mount  such  that  the  line
       joining the knee clevis joint and the ankle attachment bolt is horizontal (± 3°) with the heel  resting  on  two  sheets  of  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 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
       1 250 (± 1) mm. The impact cylinder is mounted with its longitudinal axis horizontal and perpendicular to the  direction  of  impact.  The
       pendulum shall impact the underside of the foot, at a distance of 62 (± 2) mm from the base of the heel resting on  the  rigid  horizontal
       platform, so that the longitudinal centre line of the pendulum arm falls within 1° of a vertical line at impact.  The  impactor  shall  be
       guided to exclude significant lateral, vertical or rotational movement.

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

2.3.7.      The data acquisition system, including transducers, shall conform to the specifications for CFC 600, as described in  Appendix  5  of
       this Annex.

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  2;  Appendix  3,
       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.

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 (±0,5). Adjust the mount such that the line joining
       the knee clevis joint and the ankle attachment bolt is horizontal (± 3°) with the heel 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 (± 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
       1 250 ± 1 mm. The impact cylinder is mounted with its longitudinal axis horizontal and perpendicular  to  the  direction  of  impact.  The
       pendulum shall impact the 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.

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

3.3.7.      The data acquisition system, including transducers, shall conform to the specifications for CFC 600, as described in  Appendix  5  of
       this Annex.

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

                                                                      [pic]

                                                                     Figure 2

                                                      Lower foot impact test (without shoe)

                                                            Test set-up specifications

                                                                      [pic]

                                                                     Figure 3

                                                        Lower foot impact test (with shoe)

                                                            Test set-up specifications

                                                                      [pic]

                                                                     Figure 4

                                                                Pendulum impactor

                                                                      [pic]

                                            é 

                                                                    ANNEX III

                                                                      Part A

                                                      Repealed Directive with its amendment
                                                            (referred to in Article 5)

|Directive 96/79/EC of the European Parliament and of the Council                   |(OJ L 18, 21.1.1997, p. 7)                           |
|Commission Directive 1999/98/EC                                                     |(OJ L 9, 13.1.2000, p. 14)                     |

                                                                      Part B

                                     List of time-limits for transposition into national law and application
                                                            (referred to in Article 5)

|Directive                                |Time-limit for transposition             |Date of application                      |
|96/79/EC                                 |1 April 1997                             |-                                        |
|1999/98/EC                               |30 September 2000                        |1 April 2001 (*)                         |

(*): In conformity with Article 2 of Directive 1999/98/EC:

“1. From 1 October 2000, Member States may not, for reasons relating to the tests to assess the heel of the Hybrid III dummy:

     – either refuse EC approval for a new type of vehicle,

     – or prohibit the registration, sale or placing in service of a vehicle,

if the tests to assess the heel of the Hybrid III dummy meet the requirements of Directive 96/79/EC, as amended by this Directive.

2. From 1 April 2001, Member States may no longer grant EC approval for a type of vehicle in pursuance of Article 4 of  Directive  70/156/EEC  if
the provisions of Directive 96/79/EC, as amended by this Directive, are not complied with.”

                                                                  _____________

                                                                     ANNEX IV

                                                                Correlation table

|Directive 96/79/EC                                                  |This Directive                                                      |
|Articles 1 - 2                                                      |Articles 1 - 2                                                      |
|Article 3                                                           |-                                                                   |
|Article 4(a)                                                        |Article 3(a)                                                        |
|Article 4(b)                                                        |-                                                                   |
|Article 4(c)                                                        |Article 3(b)                                                        |
|Article 4(d)                                                        |Article 3(c)                                                        |
|Article 5(1)                                                        |-                                                                   |
|Article 5(2)                                                        |Article 4(1)                                                        |
|Article 5(3)                                                        |Article 4(2)                                                        |
|-                                                                   |Article 5                                                           |
|Article 6                                                           |Article 6(1)                                                        |
|-                                                                   |Article 6(2)                                                        |
|Article 7                                                           |Article 7                                                           |
|Annexes I - II                                                      |Annexes I - II                                                      |
|–                                                                   |Annex III                                                           |
|–                                                                   |Annex IV                                                            |

                                                                  _____________

                                                             -----------------------
[1]   COM(87) 868 PV.
[2]   See Annex 3 to Part A of the Conclusions.
[3]   Carried out pursuant to the Communication from the Commission to the European Parliament and the  Council  -  Codification  of  the  Acquis
      communautaire, COM (2001) 645 final.
[4]   Annex III, Part A, of this proposal.
[5]   OJ L 42, 23.2.1970, p. 1. Directive as last amended by Commission Directive 2004/104/EC (OJ L 337, 13.11.2004, p. 13).
[6]   OJ C […], […], p. […].
[7]   OJ C […], […], p. […].
[8]   OJ L 18, 21.1.1997, p. 7. Directive as amended by Commission Directive 1999/98/EC (OJ L 9, 13.1.2000, p. 14).
[9]   Annex III, Part A, of this proposal.
[10]  OJ L 267, 19.10.1977, p. 1. Directive as last amended by Commission Directive 90/630/EEC (OJ L 341, 6.12.1990, p. 20).
[11]  O-.9<L
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      4@/0vwöNZƒœÆÏL- 4Ž?—˜ùîùãùÜùÏùÇùÇùÏùÇùÇùÏùÏùÇùÇùÇùÀùÇù¹ù®Ÿ®’®Ÿ…Ÿ®ùîù|hPV=hÿR[0J„hPV=h€0J„mH     sH    hPV=hÿR[J L 165,  20.6.1974,  p.  16.
      Directive as last amended by Commission Directive 91/662/EEC (OJ L 366, 31.12.1991, p. 1).
[12]  United States of America Code of Federal Regulations, Title 49, Chapter V, Part 572.
[13]  The item numbers and footnotes used in this information document correspond to those set out in [Annex I to  Directive  70/156/EEC].  Items
      not relevant for the purposes of this Directive are omitted.
[14]  Only the front passenger seat.
[15]  Only the front passenger seat.
[16]  Only the front passenger seat.
[17]  Delete where not applicable.
[18]  Delete where not applicable.
[19]  Delete where not applicable.
[20]  Only the outboard front seats.
[21]  Delete where not applicable.
[22]  Delete where not applicable.
[23]  Delete where not applicable.
[24]  Delete where not applicable.
[25]  Delete where not applicable.
[26]  After Ö 1 October 1998 Õ , the value(s) specified in this paragraph shall apply as pass/fail criteria unless or  until  alternative  values
      are adopted in accordance with the provisions of Article 4 (c).
[27]  After Ö 1 October 1998 Õ , the value(s) specified in this paragraph shall apply as pass/fail criteria unless or  until  alternative  values
      are adopted in accordance with the provisions of Article 4 (c).
[28]  The technical specifications and detailed drawings of Hybrid III, corresponding to the principal dimensions of a 50th  percentile  male  of
      the United States of America, and the specifications for its adjustment for this test are  deposited  with  the  Secretary-General  of  the
      United Nations and may be consulted on request at the secretariat of the Economic  Commission  for  Europe,  Palais  des  Nations,  Geneva,
      Switzerland.
[29]  Until an international standard has been adopted for this item, gauges conforming to GM drawing 78051-532, referencing part  572,  must  be
      used.
[30]  In accordance with the certification procedure described in paragraph 2.
[31]  In accordance with the certification procedure described in paragraph 2.
[32]  A mass, the end of which is between 925 mm and 1 000 mm high and at least 1 000 mm deep, is considered to satisfy this requirement.