Regulation No. 127-01

Name:Regulation No. 127-01
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:2015-02-04
Amendment Level:01 Series
Number of Pages:57
Vehicle Types:Car, Component, Light Truck
Subject Categories:Prior Versions
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Keywords:

impactor, test, vehicle, figure, reference, headform, line, legform, approval, bonnet, bumper, impact, lower, regulation, paragraph, front, centre, annex, area, flexible, certification, defined, contact, tests, edge, tolerance, means, mass, type, knee, plane, vertical, joint, time, tibia, upper, point, surface, outer, bending, structure, points, position, longitudinal, axis, measuring, rear, child, skin, maximum

Text Extract:

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E/ECE/324
) Rev.2/Add.126/Rev.1
E/ECE/TRANS/505 )
February 4, 2015
STATUS OF UNITED NATIONS REGULATION
ECE 127-01
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
01 series of amendments to the regulation
Date of Entry into Force: 22.01.15

REGULATION
REGULATION No. 127-01
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
11. Transitional provisions
ANNEXES
Annex 1
Part 1
Model - Information document No. ... relating to the type approval of a vehicle with
regard to pedestrian protection
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

2.2. "Assessment interval (AI)" of the flexible lower legform impactor is defined and limited by
the time of first contact of the flexible lower legform impactor with the vehicle and the timing
of the last zero crossing of all femur and tibia segments after their first local maximum
subsequent to any marginal value of 15Nm, within their particular common zero crossing
phases. The AI is identical for all bone segments and knee ligaments. In case of any bone
segment not having a zero crossing during the common zero crossing phases, the time
history curves for all bone segments are shifted downwards until all bending moments are
crossing zero. The downwards shift is to be applied for the determination of the AI only.
2.3 "A-pillar" means the foremost and outermost roof support extending from the chassis to the
roof of the vehicle.
2.4. "Approval of a vehicle type" means the full procedure whereby a Contracting Party to the
Agreement certifies that a vehicle type meets the technical requirements of this Regulation.
2.5. "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).
2.6. "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.
2.7. "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 2
Bonnet Rear Reference Line
Figure 3
Template

2.15. "Child headform test area" is an area on the outer surfaces of the front structure. The area
is bounded:
(a)
(b)
(c)
In the front, by a WAD 1,000 or a line 82.5mm rearward of the bonnet leading edge
reference line, whichever is most rearward at a given lateral position;
At the rear, by a WAD 1,700 or a line 82.5mm forward of the bonnet rear reference
line, whichever is most forward at a given lateral position; and
At each side, by a line 82.5mm inside the side reference line.
The distance of 82.5mm is to be set with a flexible tape held tautly along the outer surface of
the vehicle.
2.16. "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

2.22. "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.
2.23. "Head Injury Criterion (HIC)" means the calculated result of accelerometer time histories
using the following formula:


1
HIC = ⎢
dt⎥
⎢t
− t ∫ a ⎥


( 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).
2.24. "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.
2.25. "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 8).
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 2.27.2.)
2.28. "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.
2.29. "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.
2.30. "Primary reference marks" means holes, surfaces, marks and identification signs on the
vehicle body. The type of reference mark used and the vertical (Z) position of each mark
relative to the ground shall be specified by the vehicle manufacturer according to the
running conditions specified in Paragraph 2.26. These marks shall be selected so as to be
able to easily check the vehicle front and rear ride heights and vehicle attitude.
If the primary reference marks are found to be within ±25mm of the design position in the
vertical (Z) axis, then the design position shall be considered to be the normal ride height. If
this condition is met, either the vehicle shall be adjusted to the design position, or all further
measurements shall be adjusted, and tests performed, to simulate the vehicle being at the
design position.

2.36. "Unladen vehicle mass" means the nominal mass of a complete vehicle as determined by
the following criteria:
2.36.1. 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.
2.36.2. 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
2.37. "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)

2.42. "Wrap Around Distance (WAD)" means the geometric trace described on the outer
surface of the vehicle front structure by one end of a flexible tape, when it is held in a
vertical longitudinal plane of the vehicle and traversed across the front structure. The tape is
held taut throughout the operation with one end held at the same level as the ground
reference plane, vertically below the front face of the bumper and the other end held in
contact with the front structure (see Figure 11). The vehicle is positioned in the normal ride
attitude.
This procedure shall be followed, using alternative tapes of appropriate lengths, to describe
wrap around distances of 1,000mm (WAD1000), of 1,700mm (WAD1700) and of 2,100mm
(WAD2100).
3. APPLICATION FOR APPROVAL
Figure 11
Wrap Around Distance Measurement
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 2.38.,
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.

5. SPECIFICATIONS
5.1. Legform Test to Bumper:
For vehicles with a lower bumper height at the test position of less than 425mm the
requirements of Paragraph 5.1.1. shall be applied.
For vehicles with a lower bumper height at the test position which is greater than, or equal
to, 425mm and less than 500mm the requirements of either Paragraph 5.1.1. or 5.1.2., at
the choice of the manufacturer, shall be applied.
For vehicles with a lower bumper height at the test position of greater than, or equal to,
500mm the requirements of Paragraph 5.1.2. shall be applied.
5.1.1. Flexible Lower Legform to Bumper:
When tested in accordance with Annex 5, Paragraph 1. (Flexible lower legform impactor),
the absolute value of the maximum dynamic medial collateral ligament elongation at the
knee shall not exceed 22mm, and the maximum dynamic anterior cruciate ligament and
posterior cruciate ligament elongation shall not exceed 13mm. The absolute value of
dynamic bending moments at the tibia shall not exceed 340Nm. In addition, the
manufacturer may nominate bumper test widths up to a maximum of 264mm in total where
the absolute value of the tibia bending moment shall not exceed 380Nm. A Contracting
Party may restrict application of the relaxation zone requirement in its domestic legislation if
it decides that such restriction is appropriate.
The flexible lower legform impactor shall be certified pursuant to Annex 6, Paragraph 1.
5.1.2. Upper Legform to Bumper:
When tested in accordance with Annex 5, Paragraph 2. (upper legform to bumper), the
instantaneous sum of the impact forces with respect to time shall not exceed 7.5kN and the
bending moment on the test impactor shall not exceed 510Nm.
The upper legform impactor shall be certified pursuant to Annex 6, Paragraph 2.
5.2. Headform Tests
5.2.1. Child and Adult Headform Tests:
When tested in accordance with Annex 5, Paragraphs 3., 4., and 5., the HIC recorded shall
not exceed 1,000 over two thirds of the bonnet top test area. The HIC for the remaining
areas shall not exceed 1,700 for both headforms.
In case there is only a child headform test area, the HIC recorded shall not exceed 1,000
over two thirds of the test area. For the remaining area the HIC shall not exceed 1,700.

9. PRODUCTION DEFINITIVELY DISCONTINUED
If the holder of the approval completely ceases to manufacture a type of vehicle approved in
accordance with this Regulation, he shall so inform the authority which granted the
approval, which in turn shall forthwith inform the other Contracting Parties to the Agreement
applying this Regulation by means of a communication form conforming to the model set out
in Part 2 of Annex 1 to this Regulation.
10. NAMES AND ADDRESSES OF THE TECHNICAL SERVICES RESPONSIBLE FOR
CONDUCTING APPROVAL TESTS AND OF THE TYPE APPROVAL
The Contracting Parties to the Agreement applying this Regulation shall communicate to the
United Nations Secretariat the names and addresses of the Technical Services responsible
for conducting approval tests and of the Type Approval Authorities which grant approval and
to which forms certifying approval or extension or refusal or withdrawal of approval are to be
sent.
11. TRANSITIONAL PROVISIONS
11.1. As from the official date of entry into force of the 01 Series of amendments, no Contracting
Party applying this Regulation shall refuse to grant or refuse to accept type approvals under
this Regulation as amended by the 01 Series of amendments.
11.2. As from September 1, 2017, Contracting Parties applying this Regulation shall grant type
approvals only if the vehicle type to be approved meets the requirements of this Regulation
as amended by the 01 Series of amendments.
11.3. Contracting Parties applying this Regulation shall not refuse to grant extensions of type
approvals for existing vehicle types which have been granted according to the preceding
series of amendments to this Regulation.
11.4. Contracting Parties applying this Regulation shall continue to accept type approvals to the
preceding series of amendments to the Regulation.

9. BODYWORK
9.1. Type of bodywork: .....................................................................................................................
9.2. Materials used and methods of construction: ...........................................................................
9.23. Pedestrian protection
9.23.1. A detailed description, including photographs and/or drawings, of the vehicle with respect to
the structure, the dimensions, the relevant reference lines and the constituent materials of
the frontal part of the vehicle (interior and exterior) shall be provided. This description shall
include detail of any active protection system installed.

12. Date: .................................................................................................................................................
13. Signature: ..........................................................................................................................................
14. Annexed to this communication are the following documents, bearing the approval number
indicated above: ................................................................................................................................
Dimensional drawings .......................................................................................................................
Exploded view or photograph of the vehicle .....................................................................................
15. Any remarks: .....................................................................................................................................

ANNEX 3
GENERAL TEST CONDITIONS
1. TEMPERATURE AND HUMIDITY
1.1. At the time of testing, the test facility and the vehicle or sub-system shall have a relative
humidity of 40% ± 30% and stabilized temperature of 20°C ± 4°C.
2. IMPACT TEST SITE
2.1. The test site shall consist of a flat, smooth and hard surface with a slope not exceeding 1%.
3. PREPARATION OF THE VEHICLE
3.1. Either a complete vehicle, or a cut-body, adjusted to the following conditions shall be used for
the test.
3.1.1. The vehicle shall be in its normal ride attitude, and shall be either securely mounted on raised
supports or at rest on a flat horizontal surface with the parking brake applied.
3.1.2. The cut-body shall include, in the test, all parts of the vehicle front structure, all under-bonnet
components and all components behind the windscreen that may be involved in a frontal
impact with a vulnerable road user, to demonstrate the performance and interactions of all the
contributory vehicle components. The cut-body shall be securely mounted in the normal vehicle
ride attitude.
3.2. All devices designed to protect vulnerable road users when impacted by the vehicle shall be
correctly activated before and/or be active during the relevant test. It shall be the responsibility
of the manufacturer to show that any devices will act as intended in a pedestrian impact.
3.3. For vehicle components which could change shape or position, other than active devices to
protect pedestrians, and which have more than one fixed shape or position shall require the
vehicle to comply with the components in each fixed shape or position.

2.4. The determination of all flexible lower legform impactor peak tibia bending moments and
ligament elongations shall be limited to the assessment interval (AI) as defined in
Paragraph 2.2. of this Regulation.
Figure 1
Flexible Lower Legform Impactor Dimensions and Centre of
Gravitiy Locations of Femur, Knee Joint and Tibia
(Side View)

3. UPPER LEGFORM IMPACTOR
3.1. The upper legform impactor shall be rigid, foam covered at the impact side, and
350mm ± 5mm long (see Figure 4).
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
9.5kg ± 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 1.95kg ± 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 675Nm ± 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 310mm ± 1mm and the front
member diameter shall be 50mm ± 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 4, 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
50mm ± 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 4).
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 648 7: 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 5)
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 165mm ± 1mm. The mass shall be
3.5kg ± 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 14mm ± 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 5) 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 6
Adult Headform Impactor
5.3.2. The first natural frequency of the headform impactor shall be over 5,000Hz.
5.4. Adult Headform Instrumentation
5.4.1. 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.
5.4.2. If three uniaxial accelerometers are used, one of the accelerometers shall have its sensitive
axis perpendicular to the mounting face A (see Figure 6) 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.
5.4.3. 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.
5.4.4. 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.

ANNEX 5
TEST PROCEDURES
1. FLEXIBLE LOWER LEGFORM IMPACTOR
1.1. For each test the impactor (femur, knee joint and tibia) shall be covered by flesh and skin
composed of synthetic rubber sheets (R1, R2) and neoprene sheets (N1F, N2F, N1T, N2T, N3)
as shown in Figure 1. The size of the sheets shall be within the requirements described in
Figure 1. The sheets are required to have compression characteristics as shown in Figure 2.
The compression characteristics shall be checked using material from the same batch as the
sheets used for the impactor flesh and skin.
1.2. All impactor components shall be stored for a sufficient period of time in a controlled storage
area with a stabilized temperature of 20°C ± 4°C prior to impactor removal for testing. After
removal from the storage the impactor shall not be subjected to conditions other than those
pertaining in the test area as defined in Annex 3, Paragraph 1.1.
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 2.13.
of this 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 roll and pitch angle
tolerance of ±2° in the lateral and longitudinal plane. The horizontal, longitudinal and lateral
planes are orthogonal to each other (see Figure 3).
1.7. The bottom of the impactor (without parts needed for the purposes of launching and/or
protection) shall be at 75mm above ground reference plane at the time of first contact with the
bumper (see Figure 4), with a ±10mm tolerance. When setting the height of the propulsion
system, an allowance shall 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 any means that can be shown to meet the requirements of
the test.

(a)
Synthetic Rubber Sheets
(b)
Neoprene Sheets
Figure 2
Flexible Lower Legform Impactor: Flesh and Skin Compression Characteristics

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 0.6kg ± 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°C ± 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 2.13.
of this Regulation.
2.5. A minimum of three upper 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 taut along the outer surface of
the vehicle. The positions tested by the laboratories shall be indicated in the test report.
2.6. The direction of impact shall be parallel to the longitudinal axis of the vehicle, with the axis of
the upper legform vertical at the time of first contact. The tolerance to this direction is ±2°.
At the time of first contact the impactor centre line shall be vertically midway between the upper
bumper reference line and the lower bumper reference line with a ±10mm tolerance and the
impactor vertical centre line shall be positioned laterally with the selected impact location with a
tolerance of ±10mm. 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.
2.7. The impact velocity of the upper legform impactor when striking the bumper shall be
11.1m/s ± 0.2m/s.

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.
3.5. Measuring Points – Particular Specifications
Notwithstanding the provisions of Paragraphs 4.2. and 5.2. below, if a number of measuring
points have been selected in order of potential to cause injury and the test area remaining is
too small to select another measuring point while maintaining the minimum spacing between
points, then less than nine tests for each impactor may be performed. The positions tested by
the laboratories shall be indicated in the test report. However, the technical services conducting
the tests shall perform as many tests as necessary to guarantee the compliance of the vehicle
with the head injury criteria (HIC) limit values of 1,000 for the HIC1000 zone and 1,700 for the
HIC1700 zone, especially in the points near to the borders between the two types of zones.
4. CHILD HEADFORM – SPECIFIC TEST PROCEDURE
4.1. Tests shall be made to the front structure within the boundaries as defined in Paragraph 2.15.
of this Regulation. For tests on the rear area of the bonnet top, the headform impactor shall not
contact the windscreen or A-pillar before impacting the bonnet top.
4.2. A minimum of nine tests shall be carried out with the child headform impactor, three tests each
to the middle and the outer thirds of the child/small 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.
4.3. The selected measuring points for the child/small adult headform impactor shall be a minimum
of 165mm apart and within the child headform test area as defined in Paragraph 2.15. of this
Regulation.
These minimum distances are to be set with a flexible tape held tautly along the outer surface
of the vehicle.
4.4. 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.
4.5. For the child 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.

ANNEX 6
CERTIFICATION OF THE IMPACTOR
1. FLEXIBLE LOWER LEGFORM IMPACTOR CERTIFICATION
1.1. The impactor shall be certified using two certification tests as follows: First, the certification
shall be conducted according to the inverse certification (IC) test procedure prescribed in
Paragraph 1.4. of this Annex before starting a vehicle test series. Second, after a maximum of
10 vehicle tests, certification should be conducted according to the pendulum certification (PC)
test procedure prescribed in Paragraph 1.3. of this Annex. Ongoing certification testing then
shall constitute the sequence IC – PC – PC – IC – PC – PC – etc. with a maximum of 10 tests
between each certification.
In addition, the impactor shall be certified according to the procedures prescribed in
Paragraph 1.2. below at least once a year.
1.2. Static Certification Tests
1.2.1. The femur and the tibia of the flexible lower legform impactor shall meet the requirements
specified in Paragraph 1.2.2. of this Annex when tested according to Paragraph 1.2.4. of this
Annex. The knee joint of the lower legform impactor shall meet the requirements specified in
Paragraph 1.2.3. of this Annex when tested according to Paragraph 1.2.5 of this Annex. The
stabilized temperature of the impactor during the certification tests shall be 20°C ± 2°C.
The CAC response values, as defined in ISO 6487 : 2002, shall be 30mm for the knee ligament
elongations and 4kN for the applied external load. For these tests, low-pass filtering at an
appropriate frequency is permitted to remove higher frequency noise without significantly
affecting the measurement of the response of the impactor.
1.2.2. When the femur and the tibia of the impactor are loaded in bending in accordance with
Paragraph 1.2.4. below, the applied moment and the generated deflection at the centre of the
femur and the tibia (M and D ) shall be within the corridors shown in Figure 1.
1.2.3. When the knee joint of the impactor is loaded in bending in accordance with Paragraph 1.2.5.
of this Annex, the MCL, ACL, and PCL elongations and applied bending moment or the force at
the centre of the knee joint (M or F ) shall be within the corridors shown in Figure 2.
1.2.4. The edges of the femur and tibia, not bending parts, shall be mounted to the support rig firmly
as shown in Figure 3 and Figure 4. The Y-axis of the impactor shall be parallel to the loading
axis within 180° ± 2° tolerance. To obtain repeatable loading, low friction
Polytetrafluoroethylene (PTFE) plastic pads are used under each support (see Figure 3 and
Figure 4).
The centre of the loading force shall be applied at the centre of the femur and the tibia within
±2mm tolerance along the Z-axis. The force shall be increased so as to maintain a deflection
rate between 10 and 100mm/minute until the bending moment at the centre part (M ) of the
femur or tibia reaches 380Nm.

1.3.3. Test Procedure
1.3.3.1. The flexible lower legform impactor, including the flesh and skin, shall be suspended from the
dynamic certification test rig 15° ± 1° upward from the horizontal as shown in Figure 6 below.
The impactor shall be released from the suspended position and fall freely against the pin joint
of the test rig as shown in Figure 6.
1.3.3.2. The knee joint centre of the impactor shall be 30mm ± 1mm below the bottom line of the
stopper bar, and the tibia impact face without the flesh and skin shall be located 13mm ± 2mm
from the front upper edge of the stopper bar when the impactor is hanging freely as shown in
Figure 6 below.
1.4. Dynamic Certification Tests (Inverse Test)
1.4.1. Certification
1.4.1.1. The test facility used for the certification test shall have a stabilized temperature of 20°C ± 2°C
during the test.
1.4.1.2. The temperature of the certification area shall be measured at the time of certification and
recorded in a certification report.
1.4.2. Requirements
1.4.2.1. When the flexible lower legform impactor is used for the test according to Paragraph 1.4.3. of
this Annex, the absolute value of the maximum bending moment of the tibia:
(a)
(b)
(c)
(d)
Tibia-1 shall be 230Nm ≤272Nm;
Tibia-2 shall be 210Nm ≤252Nm;
Tibia-3 shall be 166Nm ≤192Nm;
Tibia-4 shall be 93Nm ≤108Nm.
The absolute value of the maximum elongation of:
(a)
(b)
(c)
MCL shall be 17.0 ≤21.0mm;
ACL shall be 8.0mm ≤10.0mm;
PCL shall be 4.0mm ≤6.0mm.
For all these values for the maximum bending moment and the maximum elongation, the
readings used shall be from the initial impact timing to 50ms after the impact timing.
1.4.2.2. 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 30mm for the
knee ligament elongations and 400Nm for the tibia bending moments.

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 675Nm ± 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 12kg ± 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
7.1m/s ± 0.1m/s into the stationary pendulum as shown in Figure 8.
2.4.7. The pendulum tube shall have a mass of 3kg ± 0.03kg, a wall thickness of 3mm ± 0.15mm and an
outside diameter of 150mm +1mm/-4mm. Total pendulum tube length shall be 275mm ± 25mm.
The pendulum tube shall be made from cold finished seamless steel (metal surface plating is
permissible for protection from corrosion), with an outer surface finish of better than 2.0 micrometer.
It shall be suspended on two wire ropes of 1.5mm ± 0.2mm diameter and of 2.0m minimum length.
The surface of the pendulum shall be clean and dry. The pendulum tube shall be positioned so that
the longitudinal axis of the cylinder is perpendicular to the front member (i.e. level), with a tolerance
of ±2°, and to the direction of impactor motion, with a tolerance of ±2°, and with the centre of the
pendulum tube aligned with the centre of the impactor front member, with tolerances of ±5mm
laterally and ±5mm vertically.

(a)
Femur bending corridor
(b)
Tibia bending corridor
Figure 1
Flexible Lower Legform Impactor: Requirement Corridors of the Femur
and the Tibia in the Static Certification Test (see Paragraph 1.2.2. of this Annex)

Figure 3
Flexible Lower Legform: Impactor Test Set-up for the Femur
in the Static Certification Test (see Paragraph 1.2.4. of this Annex)
Figure 4
Flexible Lower Legform Impactor: Test Set-up for the Tibia in
the Static Certification Test (see Paragraph 1.2.4. of this Annex)

Figure 6
Flexible Lower Legform Impactor: Test Set-up for the Dynamic Lower Legform
Impactor Certification Test (Pendulum Test, see Paragraph 1.3.3.1. off this Annex)

Figure 8
Test Set-up for Dynamic Upper Legform Impactor Certification Test
Figure 9
Test Set-up for Dynamic Headform Impactor Biofidelity Test
Motor Vehicles Pedestrian Safety Performance.