Regulation No. 135-01
|Name:||Regulation No. 135-01|
|Description:||Pole Side Impact (PSI).|
|Official Title:||Uniform Provisions Concerning the Approval of Vehicles with Regard to their Pole Side Impact Performance PSI).|
|Country:||ECE - United Nations|
|Date of Issue:||2016-02-05|
|Amendment Level:||01 Series, Supplement 1|
|Number of Pages:||43|
|Vehicle Types:||Car, Component, Light Truck|
|Subject Categories:||Occupant Protection|
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January 26, 2017
STATUS OF UNITED NATIONS REGULATION
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES
WITH REGARD TO THEIR POLE SIDE IMPACT PERFORMANCE (PSI)
00 series of amendments
Date of Entry into Force: 15.06.15
Supplement 1 to the 00 series of amendments
Date of Entry into Force: 29.01.16
01 series of amendments
Date of Entry into Force: 20.01.16
Supplement 1 to the 01 series of amendments
Date of Entry into Force: 25.08.16
REGULATION NO. 135-01
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES
WITH REGARD TO THEIR POLE SIDE IMPACT PERFORMANCE (PSI)
3. Application for approval
6. Modification of the vehicle type and extension of approval
7. Conformity of production
8. Penalties for non-conformity of production
9. Production definitely discontinued
10. Names and addresses of Technical Services responsible for conducting approval tests, and of
Type Approval Authorities
11. Transitional provisions
Arrangement of the approval mark
Dynamic pole side impact test procedure
Seat adjustment and installation requirements for the WorldSID 50 percentile adult male
Description of the three-dimensional H-point machine (3-D H machine)
Test conditions and procedures for the assessment of post-crash hydrogen fuel system
Impact reference line
Pitch and roll angle references
Determination of WorldSID 50 percentile adult male performance criteria
2.2. "Back Door" is a door or door system on the back end of a motor vehicle through which
passengers can enter or depart the vehicle or cargo can be loaded or unloaded. It does not
A trunk lid; or
A door or window that is composed entirely of glazing material and whose latches
and/or hinge systems are attached directly to the glazing material.
2.3. "Compressed hydrogen storage system (CHSS)" means a system designed to store
hydrogen fuel for a hydrogen-fuelled vehicle and composed of a pressurized container,
pressure relief devices (PRDs) and shut off device that isolate the stored hydrogen from the
remainder of the fuel system and the environment.
2.4. "Container (for hydrogen storage)" means the component within the hydrogen storage
system that stores the primary volume of hydrogen fuel.
2.5. "Door latch system" consists, at a minimum, of a latch and a striker.
2.6. "Fuel ballast leakage" means the fall, flow, or run of fuel ballast from the vehicle but does
not include wetness resulting from capillary action.
2.7. "Fully latched position" is the coupling condition of the latch that retains the door in a
completely closed position.
2.8. "Gross vehicle mass" means the maximum mass of the fully laden solo vehicle, based on
its construction and design performances, as declared by the manufacturer.
2.9. "Hinge" is a device used to position the door relative to the body structure and control the
path of the door swing for passenger ingress and egress.
2.10. "Hydrogen-fuelled vehicle" means any motor vehicle that uses compressed gaseous
hydrogen as a fuel to propel the vehicle, including fuel cell and internal combustion engine
vehicles. Hydrogen fuel for passenger vehicles is specified in ISO 14687-2:2012 and
SAE J2719 (Sep 2011 Revision).
2.11. "Latch" is a device employed to maintain the door in a closed position relative to the vehicle
body with provisions for deliberate release (or operation).
2.12. "Latched" means any coupling condition of the door latch system, where the latch is in a
fully latched position, a secondary latched position, or between a fully latched position and a
secondary latched position.
2.13. "Manufacturer" means the person or body responsible to the Approval Authority for all
aspects of the type approval process and for ensuring conformity of production. It is not
essential that the person or body is directly involved in all stages of the construction of the
vehicle, system or component which is the subject of the approval process.
2.14. "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.
2.25. "Vehicle fuel system (for hydrogen-fuelled vehicles)" means an assembly of
components used to store or supply hydrogen fuel to a fuel cell (FC) or internal combustion
2.26. "Vehicle type" means a category of vehicles, the design characteristics of which do not
differ in such essential respects as:
The type of protective system(s);
The type of front seat(s);
The vehicle width;
The wheelbase and overall length of the vehicle;
The structure, dimensions, lines and materials of the side walls of the passenger
compartment, including any optional arrangements or interior fittings within or about
the side walls of the passenger compartment;
The type of door latches and hinges;
The type of fuel system(s);
The unladen vehicle mass and the rated cargo and luggage mass;
The siting of the engine (front, rear or centre);
in so far as they may be considered to have a negative effect on the results of a vehicle-topole
side impact test conducted in accordance with Annex 3 of this Regulation.
2.27. "Vehicle width" means the distance between two planes parallel to the longitudinal median
plane (of the vehicle) and touching the vehicle on either side of the said plane but excluding
the rear-view mirrors, side marker lamps, tyre pressure indicators, direction indicator lamps,
position lamps, flexible mud-guards and the deflected part of the tyre side-walls immediately
above the point of contact with the ground.
3. APPLICATION FOR APPROVAL
3.1. The application for approval of a vehicle type with regard to its pole side impact
performance shall be submitted by the vehicle manufacturer or their duly accredited
3.2. It shall be accompanied by the undermentioned documents in triplicate and the following
3.2.1. A detailed description of the vehicle type with respect to its structure, dimensions, lines and
3.2.2. Photographs and/or diagrams and drawings of the vehicle showing the vehicle type in front,
side and rear elevation and design details of the lateral part of the structure;
3.2.3. Unladen vehicle mass, rated cargo and luggage mass, and gross vehicle mass
specifications for the vehicle type;
4.5.2. 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 4.5.1.
4.6. If the vehicle conforms to a vehicle type approved, under one or more other Regulations
annexed to the Agreement, in the country which has granted approval under this
Regulation, the symbol prescribed in Paragraph 4.5.1. need not be repeated; in this case
the Regulation and approval numbers and the additional symbols of all the Regulations
under which approval has been granted in the country which has granted approval under
this Regulation shall be placed in vertical columns to the right of the symbol prescribed in
4.7. The approval mark shall be clearly legible and shall be indelible.
4.8. The approval mark shall be placed close to or on the vehicle data plate affixed by the
4.9. Annex 2 to this Regulation gives examples of approval marks.
5.1. A vehicle, representative of the vehicle type to be approved, shall be tested in accordance
with Annex 3, using a WorldSID 50 percentile adult male dummy.
5.1.1. With the exception of vehicle types designed as described in Paragraph 5.1.2. below, the
approval test shall be conducted such that the vehicle impacts the pole on the driver's side.
5.1.2. In the case of vehicle types where the side structures, front-row seats or the type of
protective systems on each side of the vehicle are sufficiently different for the Approval
Authority to consider they could appreciably affect performance in a test conducted in
accordance with Annex 3; either of the alternatives in Paragraph 22.214.171.124. or 126.96.36.199. may be
used by the Approval Authority.
188.8.131.52. The Approval Authority will require the approval test to be conducted such that the vehicle
impacts the pole on the driver's side where:
184.108.40.206.1. This is considered the least favourable side; or
220.127.116.11.2. The manufacturer provides additional information (e.g. manufacturer's in-house test data)
sufficient to satisfy the Approval Authority that the design differences on each side of the
vehicle do not appreciably affect performance in a test conducted in accordance with
18.104.22.168. The Approval Authority will require the approval test to be conducted such that the vehicle
impacts the pole on the side opposite the driver's side, where this is considered the least
5.2. The results of an approval test conducted in accordance with Paragraph 5.1. shall be
considered satisfactory, if the requirements of Paragraphs 5.3., 5.4. and 5.5. are met.
5.5. Fuel System Integrity Requirements
5.5.1. In the case of a vehicle propelled by fuel with a boiling point above 0°C, fuel ballast leakage
from the fuel system(s) prepared in accordance with Paragraph 5.1. of
Annex 3 shall not exceed:
22.214.171.124. A total of 142g during the 5min period immediately following first vehicle contact with the
126.96.36.199. A total of 28g during each subsequent 1min period from 5min up until 30min after first
vehicle contact with the pole.
5.5.2. In the Case of a Compressed Hydrogen-Fuelled Vehicle:
188.8.131.52. The hydrogen leakage rate (V ) determined in accordance with either, Paragraph 4. of
Annex 6 for hydrogen, or Paragraph 5. of Annex 6 for helium, shall not exceed an average
of 118 NL per minute for the time interval, ∆t minutes, after the crash;
184.108.40.206. The gas (hydrogen or helium as applicable) concentration by volume in air values
determined for the passenger and luggage compartments in accordance with Paragraph 6.
of Annex 6, shall not exceed 4.0% for hydrogen or 3.0% for helium, at any time throughout
the 60min post-crash measurement period; and
220.127.116.11. The container(s) (for hydrogen storage) shall remain attached to the vehicle at a minimum of
one attachment point.
6. MODIFICATION OF THE VEHICLE TYPE AND EXTENSION OF APPROVAL
6.1. Every modification, affecting the design characteristics of the vehicle type identified in
Paragraph 2.26. (a) to (i) above, shall be brought to the attention of the Approval Authority
which approved the vehicle type. The Approval Authority may then either:
6.1.1. Consider that the modifications made will not have an appreciable adverse effect on the
vehicle-to-pole side impact performance and grant an extension of the approval; or
6.1.2. Consider that the modifications made could adversely affect the vehicle-to-pole side impact
performance and require further tests or additional checks before granting an extension of
6.2. Provided there is otherwise no conflict with the provisions of Paragraph 6.1. above, the
approval shall be extended to cover all the other variants of the vehicle type for which the
sum of the unladen vehicle mass and the rated cargo and luggage mass is not more than
8% greater than that of the vehicle used in the approval test.
6.3. A notice of extension or refusal of approval, specifying the alteration(s), shall be
communicated by the Approval Authority to the other Contracting Parties to the Agreement
which apply this Regulation, using the procedure specified in Paragraph 4.4. above.
11.2. Even after the date of entry into force of the 01 series of amendments, Contracting Parties
applying this Regulation may continue granting type approvals and shall not refuse to grant
extensions of type approvals, to this Regulation in its original form.
11.3. Until September 1, 2016, no Contracting Party applying this Regulation shall refuse national
or regional type approval of a vehicle type approved to this Regulation in its original form.
11.4. As from September 1, 2016, Contracting Parties applying this Regulation shall not be
obliged to accept, for the purpose of national or regional type approval, vehicles having a
vehicle width of 1.50m or less, which are not type approved to this Regulation as amended
by the 01 series of amendments.
11.5. Even after September 1, 2016, Contracting Parties applying this Regulation shall continue to
accept approvals of vehicle types to this Regulation in its original form, which are not
affected by the 01 series of amendments.
13. Place: .....................................................................................................................................................
14. Date: .....................................................................................................................................................
15. Signature: ..............................................................................................................................................
16. Any remarks: .........................................................................................................................................
17. The list of documents deposited with the Approval Authority which has granted approval is
annexed to this communication and may be obtained on request.
DYNAMIC POLE SIDE IMPACT TEST PROCEDURE
Determination of compliance with the requirements of Paragraph 5. of this Regulation.
For the purposes of this Annex:
2.1. "Fuel ballast" means water; or Stoddard Solvent; or any other homogeneous liquid with a
specific gravity of 1.0 +0/-0.25 and a dynamic viscosity of 0.9 ± 0.05mPa·s at 25°C.
2.2. "Impact reference line" is the line formed on the impact side of the test vehicle by the
intersection of the exterior surface of the vehicle and a vertical plane passing through the
centre of gravity of the head of the dummy positioned in accordance with Annex 4, in the
front-row outboard designated seating position on the impact side of the vehicle. The
vertical plane forms an angle of 75° with the vehicle longitudinal centreline. The angle is
measured as indicated in Annex 7, Figure 7-1 (or Figure 7-2) for left (or right) side impact.
2.3. "Impact velocity vector" means the geometric quantity which describes both the speed
and direction of travel of the vehicle at the moment of impact with the pole. The impact
velocity vector points in the direction of travel of the vehicle. The origin of the impact velocity
vector is the centre of gravity of the vehicle and its magnitude (length) describes the impact
speed of the vehicle.
2.4. "Laden attitude" means the pitch and roll angle of the test vehicle when positioned on a
level surface with all tyres fitted and inflated as recommended by the vehicle manufacturer
and loaded to the laden mass. The test vehicle is loaded by centrally positioning 136kg or
the rated cargo and luggage mass (whichever is less) in the cargo/luggage carrying area
over the longitudinal centreline of the vehicle. The mass of the necessary anthropomorphic
test device is placed on the front-row outboard designated seating position on the impact
side of the vehicle. The front-row seat on the impact side of the vehicle is positioned in
accordance with Annex 4.
2.5. "Laden mass" means unladen vehicle mass, plus 136kg or the rated cargo and luggage
mass (whichever is less), plus the mass of the necessary anthropomorphic test device.
2.6. "Pitch angle" is the angle of a fixed linear reference connecting two reference points on the
front left or right door sill (as applicable), relative to a level surface or horizontal reference
plane. An example of a suitable fixed linear reference for left side door sill pitch angle
measurement is illustrated in Figure 9-1 of Annex 9.
2.7. "Pole" means a fixed rigid vertically oriented metal structure with a continuous outer cross
section diameter of 254mm ± 6mm, beginning no more than 102mm above the lowest point
of the tyres on the impact side of the vehicle in the laden attitude, and extending at least
above the highest point of the roof of the test vehicle.
4.3. Anthropomorphic Test Devices
4.3.1. A WorldSID 50 percentile adult male dummy in accordance with Addendum 2 of Mutual
Resolution No. 1 and fitted with (as a minimum) all instrumentation required to obtain the
data channels necessary to determine the dummy performance criteria listed in
Paragraph 5.3. of this Regulation.
5. VEHICLE PREPARATION
5.1. Fuel systems designed for fuel with a boiling point above 0°C shall be prepared in
accordance with Paragraphs 5.1.1. and 5.1.2.
5.1.1. The fuel tank shall be filled with fuel ballast of mass:
18.104.22.168. greater than or equal to the mass of the vehicle fuel required to fill 90% of the useable fuel
tank capacity; and
22.214.171.124. less than or equal to the mass of the vehicle fuel required to fill 100%of the useable fuel
5.1.2. Fuel ballast shall be used to fill the entire fuel system from the fuel tank through to the
engine induction system.
5.2. The compressed hydrogen storage system(s) and enclosed spaces of compressed
hydrogen-fuelled vehicles shall be prepared in accordance with Paragraph 3. of Annex 6.
5.3. The other (non-fuel) liquid containing vehicle systems may be empty, in which case, the
mass of the liquids (e.g. brake fluid, coolant, transmission fluid) shall be replaced by the
equivalent ballast mass.
5.4. The vehicle test mass, including the mass of the necessary anthropomorphic test device
and any ballast mass, shall be within +0/-10kg of the laden mass defined in
Paragraph 2.5. of this Annex.
5.5. The pitch angles measured on the left and right side of the vehicle in the test attitude shall
be between the corresponding (left or right as applicable) unladen attitude pitch angle and
laden attitude pitch angle, inclusive.
5.6. Each linear reference used to measure the unladen, laden and test attitude pitch angles on
the left or right side of the vehicle in Paragraph 5.5. above shall connect the same fixed
reference points on the left or right (as applicable) side door sill.
5.7. The roll angles measured at the front and rear of the vehicle in the test attitude shall be
between the corresponding (front or rear as applicable) unladen attitude roll angle and laden
attitude roll angle, inclusive.
5.8. Each linear reference used to measure the unladen, laden and test attitude roll angles at the
front or rear of the vehicle in Paragraph 5.7. above shall connect the same fixed reference
points on the front or rear (as applicable) vehicle body.
7.2. The test dummy shall be configured and instrumented to be struck on the side closest to the
side of the vehicle impacting the pole.
7.3. The stabilised temperature of the test dummy at the time of the test shall be between 20.6°C
7.4. A stabilised dummy temperature shall be obtained by soaking the dummy at controlled test
laboratory environment temperatures within the range specified in Paragraph 7.3. above
prior to the test.
7.5. The stabilised temperature of the test dummy shall be recorded by an internal dummy chest
cavity temperature sensor.
8. VEHICLE-TO-POLE SIDE IMPACT TEST
8.1. A test vehicle prepared in accordance with Paragraph 5., Paragraph 6. and Paragraph 7. of
this Annex, shall be impacted into a stationary pole.
8.2. The test vehicle shall be propelled so that, when the vehicle-to-pole contact occurs, the
direction of vehicle motion forms an angle of 75° ± 3° with the vehicle longitudinal centreline.
8.3. The angle in Paragraph 8.2. above shall be measured between the vehicle longitudinal
centreline and a vertical plane parallel to the vehicle impact velocity vector, as indicated in
Annex 8, Figure 8-1 (or Figure 8-2) for left (or right) side impact.
8.4. The impact reference line shall be aligned with the centreline of the rigid pole surface, as
viewed in the direction of vehicle motion, so that, when the vehicle-to-pole contact occurs,
the centreline of the pole surface contacts the vehicle area bounded by two vertical planes
parallel to and 25mm forward and aft of the impact reference line.
8.5. During the acceleration phase of the test prior to first contact between the vehicle and the
pole, the acceleration of the test vehicle shall not exceed 1.5m/s .
8.6. The test vehicle speed at the moment of first vehicle-to-pole contact shall be 32 ± 1km/h.
2.9. "Manikin H-point" means the pivot centre of the torso and thigh of the 3-D H machine
when installed in a vehicle seat in accordance with Paragraph 6. of this Annex. The manikin
H-point is located at the centre of the centreline of the device, between the H-point sight
buttons on either side of the 3-D H machine. Once determined in accordance with the
procedure described in Paragraph 6. of this Annex, the manikin H-point is considered fixed
in relation to the seat cushion support structure and is considered to move with it when the
seat is adjusted.
2.10. "Mid-sagittal plane" means the median plane of the test dummy; located midway between
and parallel to the dummy spine box side plates.
2.11. "Muslin cotton" means a plain cotton fabric having 18.9 threads per cm and weighing
0.228kg/m or knitted or non-woven fabric having comparable characteristics.
2.12. "Seat cushion reference line" means a planar line along the side surface of the seat
cushion base and passing through the SCRP defined in Paragraph 2.14. of this Annex. The
seat cushion reference line may be marked on the side of a seat cushion support structure
and/or its position defined using an additional reference point. The projection of the seat
cushion reference line to a vertical longitudinal plane is linear (i.e. straight).
2.13. "Seat cushion reference line angle" means the angle of the seat cushion reference line
projection in a vertical longitudinal plane, relative to a level surface or horizontal reference
2.14. "Seat cushion reference point" (SCRP) means the measurement point identified, placed
or marked on the outboard side of a seat cushion support structure to record the longitudinal
(fore/aft) and vertical travel of an adjustable seat cushion.
2.15. "Shoulder median plane" means a plane dividing the left or right (as applicable) shoulder
clevis into symmetrical anterior/posterior sections. The shoulder median plane is
perpendicular to the centreline of the shoulder pivot shaft and parallel to the shoulder load
cell y-axis (or an equivalently oriented axis of a shoulder load cell structural replacement).
2.16. "Thigh (for dummy installation purposes)" refers to the distal upper leg flesh section of
the test dummy between, but not including, the knee assembly and the pelvis flesh.
2.17. "Three-dimensional H-point machine" (3-D H machine) means the device used for the
determination of manikin H-points and actual torso angles. This device is defined in
2.18. "Torso line" means the centreline of the probe of the 3-D H machine with the probe in the
fully rearward position.
2.19. "Vehicle measuring attitude" means the position of the vehicle body as defined by the
coordinates of at least three fiducial marks; sufficiently separated in the longitudinal (X),
transverse (Y) and vertical (Z) axes of the vehicle reference coordinate system, to enable
accurate alignment with the measurement axes of a coordinate measurement machine.
2.20. "Vehicle reference coordinate system" means an orthogonal coordinate system
consisting of three axes; a longitudinal axis (X), a transverse axis (Y), and a vertical axis (Z).
X and Y are in the same horizontal plane and Z passes through the intersection of X and Y.
The X-axis is parallel to the longitudinal centre plane of the vehicle.
5.1.1. Adjustable Safety-Belt Anchorages
126.96.36.199. Any adjustable safety-belt anchorage(s) provided for the seating position at which the
dummy is to be installed, shall be placed at the vehicle manufacturer's nominal design
position for a 50 percentile adult male occupant, or in the fully up position if no design
position is available.
5.1.2. Adjustable Steering Wheels
188.8.131.52. An adjustable steering wheel shall be adjusted to the geometric highest driving position,
considering all telescopic and tilt adjustment positions available.
5.1.3. Adjustable Pedals
184.108.40.206. Any adjustable pedals shall be placed in the full forward position (i.e. towards the front of the
6. PROCEDURE FOR ESTABLISHING THE TEST POSITION OF AN ADJUSTABLE SEAT
6.1. A Seat Cushion Reference Point (SCRP) shall be used to measure and record adjustments
made to seat cushions equipped with controls for longitudinal (fore/aft) and/or vertical seat
6.2. The SCRP should be located on a part of the seat cushion side structure or support frame
which is fixed in location with respect to the seat cushion.
6.3. A seat cushion reference line shall be used to measure and record angular adjustments
made to pitch adjustable seat cushions.
6.4. For pitch adjustable seat cushions, the SCRP location should be set as close as possible to
the axis of rotation (e.g. towards the rear) of the seat cushion support structure.
6.5. The adjustment position of the seat cushion base on which the dummy is to be installed
shall be determined by sequential completion (where applicable to the seat design) of the
steps outlined in Paragraphs 6.6. to 6.13. of this Annex below; with the test vehicle at the
vehicle measuring attitude established in accordance with Paragraph 3. of this Annex
6.6. Use the seat control that primarily moves the seat vertically to adjust the SCRP to the
uppermost vertical location.
6.7. Use the seat control that primarily moves the seat fore/aft to adjust the SCRP to the
6.8. Determine and record (by measuring the seat cushion reference line angle), the full angular
adjustment range of the seat cushion pitch and using only the control(s) that primarily
adjust(s) the cushion pitch, set the cushion pitch as close as possible to the mid-angle.
7.6.2. Where a Design Seat Back Position is Not Specified by the Manufacturer:
220.127.116.11. Set the seat back to the first detent position rearward of 25° from the vertical.
18.104.22.168. If there is no detent position rearward of 25° from the vertical, set the seat back angle to the
most reclined adjustment position.
7.7. Adjust the seat and back assembly of the 3-D H machine so that the centre plane of the
occupant (C/LO) coincides with the centre plane of the 3-D H machine.
7.8. Set the lower leg segments to the 50 percentile length (417mm) and the thigh bar segment
to the 10 percentile length (408mm).
7.9. Attach the foot and lower leg assemblies to the seat pan assembly, either individually or by
using the T-bar and lower leg assembly. The line through the H-point sight buttons should
be parallel to the ground and perpendicular to the C/LO of the seat.
7.10. Adjust the Feet and Leg Positions of the 3-D H Machine as Follows:
7.10.1. Both feet and leg assemblies are moved forward in such a way that the feet take up natural
positions on the floor, between the operating pedals if necessary. Where possible, the left
foot is located approximately the same distance to the left of the centre plane of the 3-D H
machine as the right foot is to the right. The spirit level verifying the transverse orientation of
the 3-D H machine is brought to the horizontal by readjustment of the seat pan if necessary,
or by adjusting the leg and foot assemblies towards the rear. The line passing through the
H-point sight buttons is maintained perpendicular to the C/LO of the seat.
7.10.2. If the left leg cannot be kept parallel to the right leg and the left foot cannot be supported by
the structure, move the left foot until it is supported. The alignment of the sight buttons is
7.11. Apply the lower leg and thigh weights and level the 3-D H machine.
7.12. Tilt the back pan forward against the forward stop and draw the 3-D H machine away from
the seat back using the T-bar. Reposition the 3-D H machine on the seat by one of the
7.12.1. If the 3-D H machine tends to slide rearward, use the following procedure. Allow the 3-D H
machine to slide rearward until a forward horizontal restraining load on the T-bar is no
longer required (i.e. until the seat pan contacts the seat back). If necessary, reposition the
7.12.2. If the 3-D H machine does not tend to slide rearward, use the following procedure. Slide the
3-D H machine rearwards by applying a horizontal rearward load to the T-bar until the seat
pan contacts the seat back (see Figure 5-2 of Annex 5).
7.13. Apply a 100N ± 10N load to the back and pan assembly of the 3-D H machine at the
intersection of the hip angle quadrant and the T-bar housing. The direction of load
application is maintained along a line passing by the above intersection to a point just above
the thigh bar housing (see Figure 5-2 of Annex 5). Then carefully return the back pan to the
seat back. Care must be exercised throughout the remainder of the procedure to prevent
the 3-D H machine from sliding forward.
7.21. Where a Design Torso Angle is Not Specified by the Manufacturer:
7.21.1. use only the control(s) which primarily adjusts the angle of the seat back independently of
the seat cushion pitch; to adjust the actual torso angle to 23° ± 1°.
7.22. Where a design torso angle is not specified by the manufacturer and no seat back angular
adjustment position produces an actual torso angle within the 23° ± 1° range:
7.22.1. use only the control(s) which primarily adjusts the angle of the seat back independently of
the seat cushion pitch; to adjust the actual torso angle as close to 23° as possible.
7.23. Record the Final Actual Torso Angle for Future Reference.
7.24. Measure and record the manikin H-point (X, Y, Z) coordinates in the vehicle reference
coordinate system for future reference.
7.25. Except as provided in Paragraph 8.4.6. of this Annex; the coordinates recorded in
accordance with Paragraph 7.24. above define the manikin H-point location of the seat,
when the seat is adjusted to the final seat cushion and seat back detent test positions for
the installation of the dummy.
7.26. If a rerun of the installation of the 3-D H machine is desired, the seat assembly should
remain unloaded for a minimum period of 30min prior to the rerun. The 3-D H machine
should not be left loaded on the seat assembly longer than the time required to perform the
8. WORLDSID 50 PERCENTILE ADULT MALE INSTALLATION REQUIREMENTS
8.1. Adjustable lumbar supports, other adjustable seat supports and adjustable head restraints
shall be set to the adjustment positions specified in Paragraph 4. of this Annex.
8.2. Passenger compartment adjustments shall be set to the adjustment positions specified in
Paragraph 5. of this Annex.
8.3. The test dummy shall then be installed by completion of the steps outlined in
Paragraph 8.4. below; with the test vehicle at the vehicle measuring attitude established in
accordance with Paragraph 3. of this Annex.
8.4. Dummy Installation Procedure
8.4.1. Place the test dummy in the applicable seat such that the mid-sagittal plane is coincident
with the C/LO and the upper torso is resting against the seat back.
8.4.2. Apply a for/aft and lateral rocking motion to settle the pelvis rearward in the seat.
8.4.3. Where the abdominal rib coupler and/or the outer band of each (i.e. left/right) lower
abdominal rib assembly contacts the pelvis flesh, ensure the contacting surfaces of the
abdominal rib coupler and the outer band of each lower abdominal rib are positioned
in-behind the inner abdominal wall of the pelvis flesh, not on top of the pelvis flesh.
22.214.171.124. Where a design rib angle is not specified by the manufacturer and the final actual torso
angle recorded in accordance with Paragraph 7. of this Annex is not 23º ± 1º; no further
adjustment of the dummy rib angle is required.
8.4.11. Adjust the test dummy neck bracket to level the head at the closest position to 0º (as
measured about the head core tilt sensor y-axis).
8.4.12. Proceed to the final foot and leg positioning by repeating the steps outlined in
Paragraph 8.4.7. of this Annex for a driver seating position or the steps outlined in
Paragraph 8.4.8. of this Annex for a passenger seating position.
8.4.13. Verify that the test dummy H-point and dummy rib angle are still in accordance with
Paragraphs 8.4.9. and 8.4.10. of this Annex respectively. If not, repeat the steps outlined
from Paragraph 8.4.9. of this Annex onwards.
8.4.14. Measure and record the final test dummy H-point position in the vehicle reference
coordinate system and record the final dummy rib angle and head core tilt sensor angles.
8.4.15. Place both arms at the 48º detent position. In this position, each half arm bone plane of
symmetry forms an angle of 48° ± 1° with the adjacent (i.e. left/right as applicable) shoulder
8.5. Dummy Installation Notes and Recommendations
8.5.1. No distance is specified for the test dummy knee spacing. However, priority should be given
126.96.36.199. At least 5mm clearance between the knees/legs and the steering shroud and centre
188.8.131.52. A stable foot and ankle position; and
184.108.40.206. The legs are as parallel as possible to the mid-sagittal plane.
8.6. Safety-belt System
8.6.1. The dummy installed in accordance with Paragraph 8.4. of this Annex shall be restrained as
follows using the safety-belt system provided for the seating position by the manufacturer:
220.127.116.11. Carefully place the safety-belt across the dummy and fasten as normal.
18.104.22.168. Remove slack from the lap section of the webbing until it is resting gently around the pelvis
of the dummy. Only minimal force should be applied to the webbing when removing slack.
The route of the lap-belt should be as natural as possible.
22.214.171.124. Place one finger behind the diagonal section of the webbing at the height of the dummy
sternum. Pull the webbing horizontally forward and away from the chest, and utilizing the
force provided by the retractor mechanism only, allow it to freely retract in the direction of
the upper anchorage. Repeat this step three times.
3-D H Machine Elements Designation
TEST CONDITIONS AND PROCEDURES FOR THE ASSESSMENT
OF POST-CRASH HYDROGEN FUEL SYSTEM INTEGRITY
Determination of compliance with the requirements of Paragraph 5.5.2. of this Regulation.
For the purposes of this Annex:
2.1. "Enclosed spaces" indicates the special volumes within the vehicle (or the vehicle outline
across openings) that are external to the hydrogen system (storage system, fuel cell system
and fuel flow management system) and its housings (if any) where hydrogen may accumulate
(and thereby pose a hazard), such as the passenger compartment, luggage compartment and
space under the hood.
2.2. "Luggage compartment" is the space in the vehicle for luggage and/or goods
accommodation, bounded by the roof, hood, floor, side walls, being separated from the
passenger compartment by the front bulkhead or the rear bulkhead.
2.3. "Nominal working pressure (NWP)" is the gauge pressure that characterizes typical
operation of a system. For compressed hydrogen gas containers, NWP is the settled pressure
of compressed gas in a fully fuelled container or storage system at a uniform temperature of
3. PREPARATION, INSTRUMENTATION AND TEST CONDITIONS
3.1. Compressed Hydrogen Storage Systems and Downstream Piping
3.1.1. Prior to conducting the crash test, instrumentation is installed in the hydrogen storage system
to perform the required pressure and temperature measurements if the standard vehicle does
not already have instrumentation with the required accuracy.
3.1.2. The hydrogen storage system is then purged, if necessary, following manufacturer directions to
remove impurities from the container before filling the storage system with compressed
hydrogen or helium gas. Since the storage system pressure varies with temperature, the
targeted fill pressure is a function of the temperature. The target pressure shall be determined
from the following equation:
P = NWP × (273 + T )/288
where NWP is the nominal working pressure (MPa), T is the ambient temperature to which the
storage system is expected to settle, and P is the targeted fill pressure after the
3.1.3. The container is filled to a minimum of 95% of the targeted fill pressure and allowed to settle
(stabilize) prior to conducting the crash test.
3.1.4. The main stop valve and shut-off valves for hydrogen gas, located in the downstream hydrogen
gas piping, are in normal driving condition immediately prior to the impact.
4.1.3. If the calculated value of Δt is less than 60min, Δt is set to 60min.
4.2. The initial mass of hydrogen in the storage system can be calculated as follows:
P ' = P × 288/(273 + T )
ρ ' = –0.0027 × (P ') + 0.75 × P ' + 0.5789
M = ρ ' × V
4.3. Correspondingly, the final mass of hydrogen in the storage system, M , at the end of the time
interval, Δt, can be calculated as follows:
P ' = P × 288/(273 + T )
ρ ' = –0.0027 × (P ') + 0.75 × P ' + 0.5789
M = ρ ' × V
where P is the measured final pressure (MPa) at the end of the time interval, and T is the
measured final temperature (°C).
4.4. The average hydrogen flow rate over the time interval is therefore:
V = (M - M )/Δt × 22.41/2.016 × (P /P )
where V is the average volumetric flow rate (NL/min) over the time interval and the term
(P /P ) is used to compensate for differences between the measured initial pressure (P )
and the targeted fill pressure (P ).
5. POST-CRASH LEAK TEST MEASUREMENT FOR A COMPRESSED HYDROGEN
STORAGE SYSTEM FILLED WITH COMPRESSED HELIUM
5.1. The helium gas pressure, P (MPa), and temperature T (°C), are measured immediately
before the impact and then at a predetermined time interval after the impact.
5.1.1. The time interval, Δt, starts when the vehicle comes to rest after the impact and continues for at
5.1.2. The time interval, Δt, shall be increased if necessary in order to accommodate measurement
accuracy for a storage system with a large volume operating up to 70MPa; in that case, Δt can
be calculated from the following equation:
Δt = V × NWP/1,000 × ((-0.028 × NWP + 5.5) × R – 0.3) – 2.6 × R
where R = P /NWP, P is the pressure range of the pressure sensor (MPa), NWP is the
Nominal Working Pressure (MPa), V is the volume of the compressed storage system (L),
and Δt is the time interval (min).
5.1.3. If the value of Δt is less than 60min, Δt is set to 60min.
IMPACT REFERENCE LINE
Vehicle to be Impacted on Left Side (Overhead Plan View)
Vehicle to be Impacted on Right Side (Overhead Plan View)
PITCH AND ROLL ANGLE REFERENCES
Example of a Linear Reference Connecting Two Reference Points on a Left Door Sill
Example of a Linear Reference Connecting Two Reference Points on a Rear Body
4. ABDOMINAL PERFORMANCE CRITERIA
4.1. The maximum abdominal rib deflection is the maximum deflection of any (upper or lower)
abdominal rib, as determined from the voltage output measurements recorded by the deflection
sensor mounted between the rib accelerometer mounting bracket and central spine box
mounting bracket inside each struck-side abdominal rib, and filtered at a CFC of 600Hz.
4.2. The value of the resultant lower spine (T12) acceleration (a ) which is exceeded for 3ms
cumulatively (i.e. across one or more peaks) is calculated from the expression:
a = a + a + a
a = the longitudinal (x-axis) acceleration of the dummy lower spine recorded versus time and
filtered at a CFC of 180Hz;
a = the lateral (y-axis) acceleration of the dummy lower spine recorded versus time and
filtered at a CFC of 180Hz; and
a = the vertical (z-axis) acceleration of the dummy lower spine recorded versus time and
filtered at a CFC of 180Hz.
5. PELVIS PERFORMANCE CRITERIA
5.1. The peak pubic symphysis force is the maximum force measured by the load cell at the pubic
symphysis of the pelvis and filtered at a CFC of 600Hz.