Regulation No. 127-00

Name:Regulation No. 127-00
Description:Motor Vehicles Pedestrian Safety Performance.
Official Title:Uniform Provisions Concerning the Approval of: Motor Vehicles with Regard to their Pedestrian Safety Performance.
Country:ECE - United Nations
Date of Issue:2013-01-07
Amendment Level:00 Series, Supplement 1
Number of Pages:51
Vehicle Types:Car, Component, Light Truck
Subject Categories:Prior Versions
Available on InterRegs.NET

Our online subscription service, offering immediate access to our extensive library of global vehicle regulations, standards and legislation. A fully searchable, accurate, user-friendly resource for consolidated regulations that are updated quickly and frequently.

Tell me more | Already a subscriber

Available on SelectRegs.com

Our fast and easy means of purchasing up-to-date global vehicle and component standards and regulations on a pay-as-you-go basis. Pay securely by credit card and your documents are delivered directly and immediately to your computer as PDF files.

Tell me more | Go straight to site

Keywords:

impactor, vehicle, test, headform, reference, figure, line, bumper, approval, bonnet, impact, area, legform, front, certification, regulation, centre, contact, mass, tests, tolerance, lower, means, edge, paragraph, surface, plane, defined, type, point, vertical, upper, outer, axis, foam, longitudinal, knee, annex, structure, time, points, measuring, child, rear, top, direction, horizontal, position, leading, adult

Text Extract:

All InterRegs documents are formatted as PDF files and contain the full text, tables, diagrams and illustrations of the original as issued by the national government authority. We do not re-word, summarise, cut or interpret the regulatory documents. They are consolidated, published in English, and updated on a regular basis. The following text extract indicates the scope of the document, but does not represent the actual PDF content.

E/ECE/324
) Rev.2/Add.126/Amend.1
E/ECE/TRANS/505 )
February 3, 2015
STATUS OF UNITED NATIONS REGULATION
ECE 127-00
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF:
MOTOR VEHICLES WITH REGARD TO THEIR PEDESTRIAN SAFETY PERFORMANCE
Incorporating:
00 series of amendments
Date of Entry into Force: 17.11.12
Corr. 1 to the 00 series of amendments
Dated: 16.10.13
Supplement 1 to the 00 series of amendments
Date of Entry into Force: 22.01.15

REGULATION
REGULATION No. 127-00
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF MOTOR VEHICLES
WITH REGARD TO THEIR PEDESTRIAN SAFETY PERFORMANCE
CONTENTS
1. Scope
2. Definitions
3. Application for approval
4. Approval
5. Specifications
6. Modification of vehicle type and extension of approval
7. Conformity of production
8. Penalties for non-conformity of production
9. Production definitively discontinued
10. Names and addresses of Technical Services responsible for conducting approval tests, and of the
Type Approval Authorities
ANNEXES
Annex 1 Part 1 Model information document
Part 2
Communication
Annex 2
Annex 3
Annex 4
Annex 5
Annex 6
Arrangements of the approval marks
General test conditions
Test impactor specifications
Test procedures
Certification of the impactors

2.4. "Bonnet leading edge" means the edge of the front upper outer structure of the vehicle,
including the bonnet and wings, the upper and side members of the headlight surrounds and
any other attachments. The reference line identifying the position of the bonnet leading edge
is defined by its height above the ground reference plane and by the horizontal distance
separating it from the bumper (bumper lead).
2.5. "Bonnet leading edge height" means, at any point on the bonnet leading edge, the
vertical distance between the ground reference plane and the bonnet leading edge
reference line at that point.
2.6. "Bonnet leading edge reference line" means the geometric trace of the points of contact
between a straight edge 1,000mm long and the front surface of the bonnet, when the
straight edge, held parallel to the vertical longitudinal plane of the car and inclined rearwards
by 50° from the vertical and with the lower end 600mm above the ground, is traversed
across and in contact with the bonnet leading edge (see Figure 1).
For vehicles having the bonnet top surface inclined at 50°, so that the straight edge makes a
continuous contact or multiple contacts rather than a point contact, the reference line is
determined with the straight edge inclined rearwards at an angle of 40° from the vertical.
For vehicles of such shape that the bottom end of the straight edge makes first contact, then
that contact is taken to be the bonnet leading edge reference line, at that lateral position.
For vehicles of such shape that the top end of the straight edge makes first contact with the
vehicle, then the geometric trace of 1,000mm wrap around distance will be used as the
bonnet leading edge reference line at that lateral position.
The top edge of the bumper shall also be regarded as the bonnet leading edge for the
purposes of this Regulation, if it is contacted by the straight edge during this procedure.
Figure 1
Bonnet Leading Edge Reference Line

Figure 3
Template
Figure 4
Marking of Intersection Between Bonnet Rear and Side Reference Lines

2.15. "Corner of bumper" means the vehicle's point of contact with a vertical plane which makes
an angle of 60° with the vertical longitudinal plane of the vehicle and is tangential to the
outer surface of the bumper (see Figure 5).
Figure 5
Corner of Bumper

2.21. "Ground reference plane" means a horizontal plane, either real or imaginary, that passes
through the lowest points of contact for all tyres of a vehicle while the vehicle is in its normal
ride attitude. If the vehicle is resting on the ground, then the ground level and the ground
reference plane are one and the same. If the vehicle is raised off the ground such as to
allow extra clearance below the bumper, then the ground reference plane is above ground
level.
2.22. "Head Injury Criterion (HIC)" means the calculated result of accelerometer time histories
using the following formula:

1
HIC =


⎢ t − t



a dt


⎥⎦
( t − t )
Where:
"a" is the resultant acceleration measured in units of gravity "g" (1g = 9.81m/s );
"t " and "t " are the two time instants (expressed in seconds) during the impact, defining
an interval between the beginning and the end of the recording period for
which the value of HIC is a maximum (t – t ≤15ms).
2.23. "Lower bumper height" means the vertical distance between the ground reference plane
and the lower bumper reference line, with the vehicle positioned in its normal ride attitude.
2.24. "Lower bumper reference line" means the lower limit to significant points of pedestrian
contact with the bumper. It is defined as the geometric trace of the lowermost points of
contact between a straight edge 700mm long and the bumper, when the straight edge, held
parallel to the vertical longitudinal plane of the vehicle and inclined forwards by 25° from the
vertical, is traversed across the front of the vehicle, while maintaining contact with the
ground and with the surface of the bumper (see Figure 7).
Figure 7
Lower Bumper Reference Line (LBRL)

Figure 8B
Measuring Point in the Vertical Longitudinal Plane through the Center Axis
of the Legform Impactor (see Paragraph 2.26.2.)
2.27. "Normal ride attitude" means the vehicle positioned on a flat horizontal surface with its
mass in running order, with the tyres inflated to manufacturer recommended pressures, the
front wheels in the straight-ahead position and with a passenger mass placed on the front
passenger seat. The front seats are placed at the nominal mid-track position. The
suspension shall be set in normal running condition as specified by the manufacturer for a
speed of 40km/h.
2.28. "Passenger mass" means the nominal mass of a passenger that shall be 68kg, with in
addition a 7kg provision for luggage which shall be located in the luggage compartment(s) in
accordance with ISO standard 2416–1992.

2.34. "Unladen vehicle mass" means the nominal mass of a complete vehicle as determined by
the following criteria:
2.34.1. Mass of the vehicle with bodywork and all factory fitted equipment, electrical and auxiliary
equipment for normal operation of vehicle, including liquids, tools, fire extinguisher, standard
spare parts, chocks and spare wheel, if fitted.
2.34.2. The fuel tank shall be filled to at least 90% of rated capacity and the other liquid containing
systems (except those for used water) to 100% of the capacity specified by the
manufacturer
2.35. "Upper bumper reference line" means a line which identifies the upper limit to significant
points of pedestrian contact with the bumper. It is defined as the geometric trace of the
upper most points of contact between a straight edge 700mm long and the bumper, when
the straight edge, held parallel to the vertical longitudinal plane and inclined rearwards by
20°, is traversed across the front of the vehicle, while maintaining contact with the ground
and with the surface of the bumper (see Figure 10).
Where necessary the straight edge shall be shortened to avoid any contact with structures
above the bumper.
Figure 10
Upper Bumper Reference Line (UBRL)

3. APPLICATION FOR APPROVAL
3.1. The application for approval of a vehicle type with regard to the pedestrian protection
requirements shall be submitted by the vehicle manufacturer or by his authorized
representative.
3.2. It shall be accompanied by the documents mentioned below in triplicate and include the
following particulars:
3.2.1. The manufacturer shall submit to the Type Approval Authority the information document,
established in accordance with the model set out in Part 1 of Annex 1, including a
description of the vehicle type with regard to the items mentioned in Paragraph 2.37.,
together with dimensional drawings. The numbers and/or symbols identifying the vehicle
type shall be specified.
3.3. A vehicle representative of the vehicle type to be approved shall be submitted to the
Technical Service conducting the approval tests.
4. APPROVAL
4.1. If the vehicle type submitted for approval pursuant to this Regulation meets the
requirements of Paragraph 5. below, approval of that vehicle shall be granted.
4.2. An approval number shall be assigned to each type approved; its first two digits (00 for the
Regulation in its initial form) shall indicate the series of amendments incorporating the most
recent major technical amendments made to the Regulation at the time of issue of the
approval. The same Contracting Party shall not assign the same number to another vehicle
type.
4.3. Notice of approval or of refusal or withdrawal of approval pursuant to this Regulation shall
be communicated to the Parties to the Agreement which apply this Regulation by means of
a form conforming to the model in Annex 1, Part 2 and photographs and/or plans supplied
by the applicant being in a format not exceeding A4 (210 × 297mm), or folded to that format,
and on an appropriate scale.
4.4. There shall be affixed, conspicuously and in a readily accessible place specified on the
approval form, to every vehicle conforming to a vehicle type approved under this Regulation,
an international approval mark conforming to the model described in Annex 2, consisting of:
4.4.1. A circle surrounding the Letter "E" followed by the distinguishing number of the country
which has granted approval ;
4.4.2. The number of this Regulation, followed by the Letter "R", a dash and the approval number
to the right of the circle prescribed in Paragraph 4.4.1. above.

5.2.2. Child Headform Impact:
When tested in accordance with Annex 5, Paragraphs 3. and 4., the HIC recorded shall not
exceed 1,000 over a minimum of one half of the child headform test area. The HIC for the
remaining areas shall not exceed 1,700.
5.2.3. The headform impactors shall be certified pursuant to Annex 6, Paragraph 3.
6. MODIFICATION OF VEHICLE TYPE AND EXTENSION OF APPROVAL
6.1. Every modification of the vehicle type as defined in Paragraph 2.36. above shall be notified
to the Type Approval Department which approved the vehicle type. The Authority may then
either:
6.1.1. Consider that the modifications made do not have an adverse effect on the conditions of the
granting of the approval and grant an extension of approval;
6.1.2. Consider that the modifications made affect the conditions of the granting of the approval
and require further tests or additional checks before granting an extension of approval.
6.2. Confirmation or refusal of approval, specifying the alterations, shall be communicated by the
procedure specified in Paragraph 4.3. above to the Contracting Parties to the Agreement
which apply this Regulation.
6.3. The competent Authority shall inform the other Contracting Parties of the extension by
means of the communication form conforming to the model of in Annex 2 to this Regulation.
It shall assign a serial number to each extension, to be known as the extension number.
7. CONFORMITY OF PRODUCTION
7.1. Procedures concerning conformity of production shall conform to the general provisions
defined in Appendix 2 to the Agreement (E/ECE/324-E/ECE/TRANS/505/Rev.2) and meet
the following requirements:
7.2. A vehicle approved pursuant to this Regulation shall be so manufactured as to conform to
the type approved by meeting the requirements of Paragraph 5. above;
7.3. The competent Authority which has granted approval may at any time verify the conformity
of control methods applicable to each production unit. The normal frequency of such
inspections shall be once every two years.
8. PENALTIES FOR NON-CONFORMITY OF PRODUCTION
8.1. The approval granted in respect of a vehicle type pursuant to this Regulation may be
withdrawn if the requirements laid down in Paragraph 7. above are not complied with.
8.2. If a Contracting Party withdraws an approval it had previously granted, it shall forthwith so
notify the other Contracting Parties applying this Regulation by sending them a
communication form conforming to the model set out in Part 2 of Annex 1 to this Regulation.

ANNEX 1
PART 1
MODEL
INFORMATION DOCUMENT NO … RELATING TO THE TYPE APPROVAL
OF A VEHICLE WITH REGARD TO PEDESTRIAN PROTECTION
The following information, if applicable, shall be supplied in triplicate and include a list of contents. Any
drawings shall be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4
format. Photographs, if any, shall show sufficient details.
If the systems, components or separate technical units have electronic controls, information concerning
their performance shall be supplied.
0. GENERAL
0.1. Make (trade name of manufacturer):
0.2. Type:
0.2.1. Commercial name(s) (if available):
0.3. Means of identification of type, if marked on the vehicle :
0.3.1. Location of that marking:
0.4. Category of vehicle :
0.5. Name and address of manufacturer:
0.6. Name(s) and address(es) of assembly plant(s):
0.7. Name and address of the manufacturer’s representative (if any):
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:

ANNEX 1
PART 2
COMMUNICATION
(Maximum format: A4 (210mm × 297mm))
Issued by:
Name of administration
.....................................
.....................................
.....................................
concerning:
APPROVAL GRANTED
APPROVAL EXTENDED
APPROVAL REFUSED
APPROVAL WITHDRAWN
PRODUCTION DEFINITIVELY DISCONTINUED
of a type of vehicle with regard to the pedestrian safety performance pursuant to Regulation No. 127
Approval No. ................................... Extension No. ...........................................
1.
Trademark: ........................................................................................................................................
2.
Type and trade names: .....................................................................................................................
3.
Name and address of manufacturer: ................................................................................................
4.
If applicable, name and address of manufacturer’s representative: .................................................
5.
Brief description of vehicle: ...............................................................................................................
6.
Date of submission of vehicle for approval: ......................................................................................
7.
Technical Service performing the approval tests: ............................................................................
8.
Date of report issued by that Service: ..............................................................................................
9.
Number of report issued by that Service: .........................................................................................
10.
Approval with regard to the pedestrian safety performance is granted/refused
: ..........................
11.
Place: ................................................................................................................................................

ANNEX 2
ARRANGEMENTS OF APPROVAL MARKS
(see Paragraphs 4.4. to 4.4.2. of this Regulation)
a = 8mm min.
The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved
in Belgium (E6) with regard to its pedestrian safety performance pursuant to Regulation No. 127. The
first two digits of the approval number indicate that the approval was granted in accordance with the
requirements of Regulation No. 127 in its original form.

ANNEX 4
TEST IMPACTOR SPECIFICATIONS
1. LOWER LEGFORM IMPACTOR
1.1. The lower legform impactor shall consist of two foam covered rigid segments, representing
femur (upper leg) and tibia (lower leg), joined by a deformable, simulated knee joint. The
overall length of the impactor shall be 926 ± 5mm, having a required test mass of 13.4 ± 0.2kg
(see Figure 1). Dimensions of the various parts are detailed in Figure 1.
Brackets, pulleys, etc. attached to the impactor for the purpose of launching it, may extend the
dimensions shown in Figure 1.
1.2. The diameter of the femur and tibia shall be 70 ± 1mm and both shall be covered by foam flesh
and skin. The foam flesh shall be 25mm thick foam Type CF-45 or equivalent. The skin shall be
made of neoprene foam, faced with 0.5mm thick nylon cloth on both sides, with an overall
thickness of 6mm.
1.3. The knee joint shall be fitted with deformable knee elements from the same batch as those
used in the certification tests.
1.4. The total masses of the femur and tibia shall be 8.6 ± 0.1kg and 4.8 ± 0.1kg respectively, and
the total mass of the impactor shall be 13.4 ± 0.2kg. The centre of gravity of the femur and tibia
shall be 217 ± 10mm and 233 ± 10mm from the centre of the knee respectively. The moment of
inertia of the femur and tibia, about a horizontal axis through the respective centre of gravity
and perpendicular to the direction of impact, shall be 0.127 ± 0.010kgm and
0.120 ± 0.010kgm respectively.
2. LOWER LEGFORM INSTRUMENTATION
2.1. An uniaxial accelerometer shall be mounted on the non-impacted side of the tibia, 66 ± 5mm
below the knee joint centre, with its sensitive axis in the direction of impact.
2.2. A damper shall be fitted to the shear displacement system and may be mounted at any point on
the rear face of the impactor or internally. The damper properties shall be such that the
impactor meets both the static and dynamic shear displacement requirements and prevents
excessive vibrations of the shear displacement system.
2.3. Transducers shall be fitted to measure knee bending angle and knee shearing displacement.
2.4. The instrumentation response value channel frequency class (CFC), as defined in
ISO 6487:2002, shall be 180 for all transducers. The CAC response values, as defined in
ISO 6487:2002, shall be 50° for the knee bending angle, 10mm for the shearing displacement
and 500g for the acceleration. This does not require that the impactor itself be able to
physically bend and shear to these angles and displacements.

3. UPPER LEGFORM IMPACTOR
3.1. The upper legform impactor shall be rigid, foam covered at the impact side, and 350 ± 5mm
long (see Figure 2).
3.2. The total mass of the upper legform impactor including those propulsion and guidance
components which are effectively part of the impactor during the impact shall be 9.5 ± 0.1kg.
3.3. The total mass of the front member and other components in front of the load transducer
assemblies, together with those parts of the load transducer assemblies in front of the active
elements, but excluding the foam and skin, shall be 1.95 ± 0.05kg.
3.4. The upper legform impactor for the bumper test shall be mounted to the propulsion system by a
torque limiting joint and be insensitive to off-axis loading. The impactor shall move only in the
specified direction of impact when in contact with the vehicle and shall be prevented from
motion in other directions including rotation about any axis.
3.5. The torque limiting joint shall be set so that the longitudinal axis of the front member is vertical
at the time of impact with a tolerance of ±2°, with the joint friction torque set to 675 ± 25Nm.
3.6. The centre of gravity of those parts of the impactor which are effectively forward of the torque
limiting joint, including any weights fitted, shall lie on the longitudinal centre line of the impactor,
with a tolerance of ±10mm.
3.7. The length between the load transducer centre lines shall be 310 ± 1mm and the front member
diameter shall be 50 ± 1mm.
4. UPPER LEGFORM INSTRUMENTATION
4.1. The front member shall be strain gauged to measure bending moments in three positions, as
shown in Figure 2, each using a separate channel. The strain gauges are located on the
impactor on the back of the front member. The two outer strain gauges are located 50 ± 1mm
from the impactor's symmetrical axis. The middle strain gauge is located on the symmetrical
axis with a ±1mm tolerance.
4.2. Two load transducers shall be fitted to measure individually the forces applied at either end of
the upper legform impactor, plus strain gauges measuring bending moments at the centre of
the upper legform impactor and at positions 50mm either side of the centre line (see Figure 2).
4.3. The instrumentation response value CFC, as defined in ISO 6487:2002, shall be 180 for all
transducers. The CAC response values, as defined in ISO 6487:2002, shall be 10kN for the
force transducers and 1,000Nm for the bending moment measurements.

5. CHILD AND ADULT HEADFORM IMPACTORS
5.1. Child Headform Impactor (see Figure 3)
5.1.1. The child headform impactor shall be made of aluminium, be of homogenous construction and
be of spherical shape. The overall diameter shall be 165 ± 1mm. The mass shall be
3.5 ± 0.07kg. The moment of inertia about an axis through the centre of gravity and
perpendicular to the direction of impact shall be within the range of 0.008 to 0.012kgm . The
centre of gravity of the headform impactor including instrumentation shall be located in the
geometric centre of the sphere with a tolerance of ±2mm.
The sphere shall be covered with a 14 ± 0.5mm thick synthetic skin, which shall cover at least
half of the sphere.
5.1.2. The first natural frequency of the child headform impactor shall be over 5,000Hz.
5.2. Child Headform Instrumentation
5.2.1. A recess in the sphere shall allow for mounting one triaxial or three uniaxial accelerometers
within ±10mm seismic mass location tolerance from the centre of the sphere for the
measurement axis, and ±1mm seismic mass location tolerance from the centre of the sphere
for the perpendicular direction to the measurement axis.
5.2.2. If three uniaxial accelerometers are used, one of the accelerometers shall have its sensitive
axis perpendicular to the mounting Face A (see Figure 3) and its seismic mass shall be
positioned within a cylindrical tolerance field of 1mm radius and 20mm length. The centre line
of the tolerance field shall run perpendicular to the mounting face and its mid-point shall
coincide with the centre of the sphere of the headform impactor.
5.2.3. The remaining accelerometers shall have their sensitive axes perpendicular to each other and
parallel to the mounting Face A and their seismic mass shall be positioned within a spherical
tolerance field of 10mm radius. The centre of the tolerance field shall coincide with the centre of
the sphere of the headform impactor.
5.2.4. The instrumentation response value CFC, as defined in ISO 6487:2002, shall be 1,000. The
CAC response value, as defined in ISO 6487:2002, shall be 500g for the acceleration.

Figure 4
Adult Headform Impactor
5.3.2. The first natural frequency of the headform impactor shall be over 5,000Hz.

ANNEX 5
TEST PROCEDURES
1. LOWER LEGFORM TO BUMPER
1.1. For each test the impactor shall be fitted with new foam flesh cut from one of up to four
consecutive sheets of foam type CF-45 flesh material or equivalent, produced from the same
batch of manufacture (cut from one block or "bun" of foam), provided that foam from one of
these sheets was used in the dynamic certification test and the individual weights of these
sheets are within ±2% of the weight of the sheet used in the certification test.
1.2. The test impactor or at least the foam flesh shall be stored during a period of at least four hours
in a controlled storage area with a stabilized humidity of 35 ± 15% and a stabilized temperature
of 20 ± 4°C prior to impactor removal for test. After removal from the storage the impactor shall
not be subjected to conditions other than those pertaining in the test area.
1.3. Each test shall be completed within two hours of when the impactor to be used is removed from
the controlled storage area.
1.4. The selected measuring points shall be in the bumper test area as defined in Paragraph 2.12.
of the Regulation..
1.5. A minimum of three lower legform to bumper tests shall be carried out, one each to the middle
and the outer thirds of the bumper at positions judged to be the most likely to cause injury.
Tests shall be to different types of structure, where they vary throughout the area to be
assessed. The selected measuring points shall be a minimum of 132mm apart horizontally, and
a minimum of 66mm inside the defined corners of the bumper. These minimum distances are
to be set with a flexible tape held tautly along the outer surface of the vehicle. The positions
tested by the laboratories shall be indicated in the test report.
1.6. The direction of the impact velocity vector shall be in the horizontal plane and parallel to the
longitudinal vertical plane of the vehicle. The tolerance for the direction of the velocity vector in
the horizontal plane and in the longitudinal plane shall be ±2° at the time of first contact. The
axis of the impactor shall be perpendicular to the horizontal plane with a tolerance of ±2° in the
lateral and longitudinal plane. The horizontal, longitudinal and lateral planes are orthogonal to
each other (see Figure 1).
1.7. The bottom of the impactor shall be at 25mm above ground reference plane at the time of first
contact with the bumper (see Figure 2), with a ±10mm tolerance. When setting the height of the
propulsion system, an allowance must be made for the influence of gravity during the period of
free flight of the impactor.
1.8. The lower legform impactor for the bumper tests shall be in "free flight" at the moment of
impact. The impactor shall be released to free flight at such a distance from the vehicle that the
test results are not influenced by contact of the impactor with the propulsion system during
rebound of the impactor.
The impactor may be propelled by an air, spring or hydraulic gun, or by other means that can
be shown to give the same result.

Figure 2
Lower Legform to Bumper Tests for Complete Vehicle in Normal Ride Attitude (Left)
and for Cut-body Mounted on Supports (Right)
2. UPPER LEGFORM TO BUMPER
2.1. For each test the foam flesh shall be two new sheets of 25mm thick foam type CF-45 or
equivalent, which shall be cut from the sheet of material used for the dynamic certification test.
The skin shall be a 1.5mm thick fibre reinforced rubber sheet. The mass of the foam and the
rubber skin together shall be 0.6 ± 0.1kg (this excludes any reinforcement, mountings, etc.
which are used to attach the rear edges of the rubber skin to the rear member). The foam and
rubber skin shall be folded back towards the rear, with the rubber skin attached via spacers to
the rear member so that the sides of the rubber skin are held parallel. The foam shall be of
such a size and shape that an adequate gap is maintained between the foam and components
behind the front member, to avoid significant load paths between the foam and these
components.
2.2. The test impactor or at least the foam flesh shall be stored during a period of at least four hours
in a controlled storage area with a stabilized humidity of 35 ± 15% and a stabilized temperature
of 20 ± 4°C prior to impactor removal for test. After removal from the storage the impactor shall
not be subjected to conditions other than those pertaining in the test area.
2.3. Each test shall be completed within two hours of when the impactor to be used is removed from
the controlled storage area.
2.4. The selected measuring points shall be in the bumper test area as defined in Paragraph 2.12.
of the Regulation.

3.4. Splitting of Headform Test Zones
3.4.1. The manufacturer shall identify the zones of the bonnet top test area where the HIC must not
exceed 1,000 (HIC1000 zone) or 1,700 (HIC1700 zone) (see Figure 3).
Figure 3
Example of Marking of HIC1000 Zone and HIC1700 Zone
3.4.2. Marking of the "bonnet top test area" as well as "HIC1000 zone" and "HIC1700 zone" will be
based on a drawing supplied by the manufacturer, when viewed from a horizontal plane above
the vehicle that is parallel to the vehicle horizontal zero plane. A sufficient number of x and y
co-ordinates shall be supplied by the manufacturer to mark up the areas on the actual vehicle
while considering the vehicle outer contour in the z direction.
3.4.3. The areas of "HIC1000 zone" and "HIC1700 zone" may consist of several parts, with the
number of these parts not being limited. The determination of the impacted zone is done by the
measuring point.
3.4.4. The calculation of the surface of the bonnet top test area as well as the surface areas of
"HIC1000 zone" and "HIC1700 zone" shall be done on the basis of a projected bonnet when
viewed from a horizontal plane parallel to the horizontal zero plane above the vehicle, on the
basis of the drawing data supplied by the manufacturer.

5. ADULT HEADFORM SPECIFIC TEST PROCEDURE
5.1. Tests shall be made to the front structure within the boundaries as defined in Paragraph 2.1.
For tests at the rear of the bonnet top, the headform impactor shall not contact the windscreen
or A-pillar before impacting the bonnet top.
5.2. A minimum of nine tests shall be carried out with the adult headform impactor, three tests each
to the middle and the outer thirds of the adult bonnet top test areas, at positions judged to be
the most likely to cause injury.
Tests shall be to different types of structure, where these vary throughout the area to be
assessed and at positions judged to be the most likely to cause injury.
5.3. The selected measuring points on the bonnet for the adult headform impactor shall be a
minimum of 165mm apart and within the adult headform test area as defined in Paragraph 2.1.
of the Regulation.
These minimum distances are to be set with a flexible tape held tautly along the outer surface
of the vehicle.
5.4. No measuring point shall be located so that the impactor will impact the test area with a
glancing blow resulting in a more severe second impact outside the test area.
5.5. For the adult headform testing, a longitudinal and transversal impact tolerance of ±10mm shall
apply. This tolerance is measured along the surface of the bonnet. The test laboratory may
verify at a sufficient number of measuring points that this condition can be met and the tests
are thus being conducted with the necessary accuracy.
5.6. The headform velocity at the time of impact shall be 9.7 ± 0.2m/s.
5.7. The direction of impact shall be in the longitudinal vertical plane of the vehicle to be tested at
an angle of 65 ± 2° to the horizontal. The direction of impact of tests to the front structure shall
be downward and rearward.

1.2.5. The impactor, without foam covering and skin, shall be mounted with the tibia firmly
clamped to a fixed horizontal surface and a metal tube connected firmly to the femur and
restrained at 2.0 m from the centre of the knee joint, as shown in Figure 4.
A horizontal normal force shall be applied to the femur at a distance of 50mm from the
centre of the knee joint and the resulting knee shearing displacement shall be recorded. The
load shall be increased at a rate between 0.1 and 20mm/s until the shearing displacement
of the knee is in excess of 7.0mm or the load is in excess of 6.0kN. Brief excursions from
these limits due, for instance, to the use of a hand-pump shall be permitted.
1.3. Dynamic Tests
1.3.1. Certification
1.3.1.1. The foam flesh for the test impactor shall be stored for a period of at least four hours in a
controlled storage area with a stabilized humidity of 35 ± 10% and a stabilized temperature
of 20 ± 2°C prior to impactor removal for certification. The test impactor itself shall have a
temperature of 20 ± 2°C at the time of impact. The temperature tolerances for the test
impactor shall apply at a relative humidity of 40 ± 30% after a soak period of at least four
hours prior to their application in a test.
1.3.1.2. The test facility used for the certification test shall have a stabilized humidity of 40 ± 30%
and a stabilized temperature of 20 ± 4°C during certification.
1.3.1.3. Each certification shall be completed within two hours of when the impactor to be calibrated
is removed from the controlled storage area.
1.3.1.4. The relative humidity and temperature of the certification area shall be measured at the time
of certification and recorded in the certification report.
1.3.2. Requirements
1.3.2.1. When the impactor is impacted by a linearly guided certification impactor, as specified in
Paragraph 1.3.3., the maximum upper tibia acceleration shall be not less than 120g and not
more than 250g. The maximum bending angle shall be not less than 6.2° and not more than
8.2°. The maximum shearing displacement shall be not less than 3.5mm and not more than
6.0mm.
For all these values, the readings used shall be from the initial impact with the certification
impactor and not from the arresting phase. Any system used to arrest the impactor or
certification impactor shall be so arranged that the arresting phase does not overlap in time
with the initial impact. The arresting system shall not cause the transducer outputs to
exceed the specified CAC.
1.3.2.2. The instrumentation response value CFC, as defined in ISO 6487:2002, shall be 180 for all
transducers. The CAC response values, as defined in ISO 6487:2002, shall be 50° for the
knee bending angle, 10mm for the shearing displacement and 500g for the acceleration.
This does not require that the impactor itself be able to physically bend and shear to these
angles and displacements.

2.2.4. The relative humidity and temperature of the certification area shall be measured at the time
of certification, and recorded in the certification report.
2.3. Requirements
2.3.1. When the impactor is propelled into a stationary cylindrical pendulum the peak force
measured in each load transducer shall be not less than 1.20kN and not more than 1.55kN
and the difference between the peak forces measured in the top and bottom load
transducers shall not be more than 0.10kN. Also, the peak bending moment measured by
the strain gauges shall not be less than 190Nm and not more than 250Nm on the centre
position and not less than 160Nm and not more than 220Nm for the outer positions. The
difference between the upper and lower peak bending moments shall not be more than
20Nm.
For all these values, the readings used shall be from the initial impact with the pendulum
and not from the arresting phase. Any system used to arrest the impactor or pendulum shall
be so arranged that the arresting phase does not overlap in time with the initial impact. The
arresting system shall not cause the transducer outputs to exceed the specified CAC.
2.3.2. The instrumentation response value CFC, as defined in ISO 6487:2002, shall be 180 for all
transducers. The CAC response values, as defined in ISO 6487:2002, shall be 10kN for the
force transducers and 1,000Nm for the bending moment measurements.
2.4. Test Procedure
2.4.1. The impactor shall be mounted to the propulsion and guidance system, by a torque limiting
joint. The torque limiting joint shall be set so that the longitudinal axis of the front member is
perpendicular to the axis of the guidance system, with a tolerance of ±2°, with the joint
friction torque set to 675 ± 25Nm. The guidance system shall be fitted with low friction
guides that allow the impactor to move only in the specified direction of impact, when in
contact with the pendulum.
2.4.2. The impactor mass shall be adjusted to give a mass of 12 ± 0.1kg, this mass includes those
propulsion and guidance components which are effectively part of the impactor during
impact.
2.4.3. The centre of gravity of those parts of the impactor which are effectively forward of the
torque limiting joint, including the extra masses fitted, shall lie on the longitudinal centreline
of the impactor, with a tolerance of ±10mm.
2.4.4. The impactor shall be certified with previously unused foam.
2.4.5. The impactor foam shall not be excessively handled or deformed before, during or after
fitting.
2.4.6. The impactor with the front member vertical shall be propelled horizontally at a velocity of
7.1 ± 0.1m/s into the stationary pendulum as shown in Figure 7.

Figure 1
Force Versus Angle Requirement in Static Lower
Legform Impactor Bending Certification Test
Figure 2
Force Versus Displacement Requirement in Static Lower
Legform Impactor Shearing Certification Test

Figure 5
Top Set-up for Dynamic Lower Legform Impactor Certification Test
(Side View Top Diagram, View from Above Bottom Diagram)

Figure 7
Test Set-up for Dynamic Upper Legform Impactor Certification Test
Figure 8
Test Set-up for Dynamic Headform Impactor Biofidelity Test
Motor Vehicles Pedestrian Safety Performance.