Regulation No. 137-00 Proposal
|Name:||Regulation No. 137-00 Proposal |
|Description:||Approval of Passenger Cars in the Event of a Frontal Collision with Focus on the Restraint System - Proposal. |
|Official Title:||Proposal for a New Regulation on Frontal Impact with Focus on Restraint Systems.|
|Country:||ECE - United Nations|
|Date of Issue:||2015-08-24|
|Number of Pages:||54|
|Information:||Published as Regulation No. 137-00.|
|Vehicle Types:||Car, Component|
|Subject Categories:||Drafts and Proposals (Historical)|
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DRAFT REGULATION ON FRONTAL IMPACT
WITH FOCUS ON RESTRAINT SYSTEMS
ADOPTED AT THE 167 SESSION – NOVEMBER 2015
PROVISIONAL DATE OF ENTRY INTO FORCE: JUNE 9, 2016
Procedure for determining the "H" point and the actual torso angle for seating positions in
Appendix 1 - Description of the three dimensional "H" point machine
(3-D H machine)
Appendix 2 -
Appendix 3 -
Three-dimensional reference system
Reference data concerning seating positions
Test procedure with trolley
Appendix - Equivalence curve - tolerance band for curve ΔV = f(t)
Technique of measurement in measurement tests: Instrumentation
Test procedures for the protection of the occupants of vehicles operating on electrical
power from high voltage and electrolyte spillage
Appendix - Jointed test finger (IPXXB)
2.4.3. The lines and inside dimensions of the passenger compartment and the type of
protective system, in so far as they have a negative effect on the results of the impact
test prescribed in this Regulation;
2.4.4. The siting (front, rear or centre) and the orientation (transversal or longitudinal) of the
engine, in so far as they have a negative effect on the result of the impact test procedure
as prescribed in this Regulation;
2.4.5. The unladen mass, in so far as there is a negative effect on the result of the impact test
prescribed in this Regulation;
2.4.6. The optional arrangements or fittings provided by the manufacturer, in so far as they
have a negative effect on the result of the impact test prescribed in this Regulation;
2.4.7. The locations of the REESS, in so far as they have a negative effect on the result of the
impact test prescribed in this Regulation.
2.5. Passenger Compartment
2.5.1. "Passenger compartment with regard to occupant protection" 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;
2.5.2. "Passenger compartment for electric safety assessment" means the space for
occupant accommodation, bounded by the roof, floor, side walls, doors, outside glazing,
front bulkhead and rear bulkhead, or rear gate, as well as by the electrical protection
barriers and enclosures provided for protecting the occupants from direct contact with
high voltage live parts.
2.6. "R point" means a reference point defined for each seat by the manufacturer in relation
to the vehicle's structure, as indicated in Annex 6.
2.7. "H point" means a reference point determined for each seat by the testing service
responsible for approval, in accordance with the procedure described in Annex 6.
2.8. "Unladen kerb mass" means the mass of the vehicle in running order, unoccupied and
unladen but complete with fuel, coolant, lubricant, tools and a spare wheel (if these are
provided as standard equipment by the vehicle manufacturer).
2.9. "Airbag" means a device installed to supplement safety belts and restraint systems in
power-driven vehicles, i.e. systems which, in the event of a severe impact affecting the
vehicle, automatically deploy a flexible structure intended to limit, by compression of the
gas contained within it, the gravity of the contacts of one or more parts of the body of an
occupant of the vehicle with the interior of the passenger compartment.
2.10. "Passenger airbag" means an airbag assembly intended to protect occupant(s) in seats
other than the driver's in the event of a frontal collision.
2.26. "Enclosure" means the part enclosing the internal units and providing protection against
any direct contact.
2.27. "High Voltage Bus" means the electrical circuit, including the coupling system for
charging the REESS that operates on a high voltage.
2.28. "Solid insulator" means the insulating coating of wiring harnesses, provided in order to
cover and prevent the high voltage live parts from any direct contact. This includes
covers for insulating the high voltage live parts of connectors; and varnish or paint for the
purpose of insulation.
2.29. "Automatic disconnect" means a device that when triggered, galvanically separates
the electrical energy sources from the rest of the high voltage circuit of the electrical
2.30. "Open type traction battery" means a type of battery requiring liquid and generating
hydrogen gas released to the atmosphere.
2.31. "Automatically activated door locking system" means a system that locks the doors
automatically at a pre-set speed or under any other condition as defined by the
3. APPLICATION FOR APPROVAL
3.1. The application for approval of a vehicle type with regard to the protection of the
occupants of the front seats in the event of a frontal collision shall be submitted by the
vehicle manufacturer or by their duly accredited representative.
3.2. It shall be accompanied by the undermentioned documents in triplicate and following
3.2.1. A detailed description of the vehicle type with respect to its structure, dimensions, lines
and constituent materials;
3.2.2. Photographs, and/or diagrams and drawings of the vehicle showing the vehicle type in
front, side and rear elevation and design details of the forward part of the structure;
3.2.3. Particulars of the vehicle's unladen kerb mass;
3.2.4. The lines and inside dimensions of the passenger compartment;
3.2.5. A description of the interior fittings and protective systems installed in the vehicle;
3.2.6. A general description of the electrical power source type, location and the electrical
power train (e.g. hybrid, electric).
3.3. The applicant for approval shall be entitled to present any data and results of tests
carried out which make it possible to establish that compliance with the requirements can
be achieved with a sufficient degree of confidence.
4.5. If the vehicle conforms to a vehicle type approved, under one or more other Regulations
annexed to the Agreement, in the country which has granted approval under this
Regulation, the symbol prescribed in Paragraph 4.4.1. above need not be repeated; in
such a case the Regulation and approval numbers and the additional symbols of all the
Regulations under which approval has been granted in the country which has granted
approval under this Regulation shall be placed in vertical columns to the right of the
symbol prescribed in Paragraph 4.4.1.
4.6. The approval mark shall be clearly legible and be indelible.
4.7. The approval mark shall be placed close to or on the vehicle data plate affixed by the
4.8. Annex 2 to this Regulation gives examples of approval marks.
5.1. General Specifications
5.1.1. The "H" point for each seat shall be determined in accordance with the procedure
described in Annex 6.
5.1.2. When the protective system for the front seating positions includes belts, the belt
components shall meet the requirements of Regulation No. 16.
5.1.3. Seating positions where a dummy is installed and the protective system includes belts,
shall be provided with anchorage points conforming to Regulation No. 14.
5.2. Specifications for the restraint system test (Full Width Rigid Barrier test)
The vehicle shall be tested and approved in accordance with the method described in
The vehicle which, in agreement with the Technical Service, is considered as having the
worst case effect on the result of the injury criteria specified in Paragraph 5.2.1. shall be
selected for this test.
The test of the vehicle carried out in accordance with the method described in Annex 3.
shall be considered satisfactory if all the conditions set out in Paragraphs 5.2.1. to 5.2.6.
below are all satisfied at the same time.
Additionally, vehicles equipped with electric power train shall meet the requirements of
Paragraph 5.2.8. This can be met by a separate impact test at the request of the
manufacturer and after validation by the Technical Service, provided that the electrical
components do not influence the occupant protection performance of the vehicle type as
defined in Paragraphs 5.2.1. to 5.2.5. of this Regulation. In case of this condition the
requirements of Paragraph 5.2.8. shall be checked in accordance with the methods set
out in Annex 3 to this Regulation, except Paragraphs 2., 5. and 6. of Annex 3.
A dummy corresponding to the specifications for Hybrid III fiftieth percentile (see
footnote 1 of Annex 3) fitted with a 45° ankle angle and meeting the specifications for its
adjustment shall be installed in driver’s seat.
126.96.36.199. Vehicles meeting the steering wheel displacement requirements of either
Regulations Nos. 12 or 94 are deemed to comply with Paragraph 188.8.131.52. above.
5.2.3. During the test no door shall open.
184.108.40.206 In the case of automatically activated door locking systems which are installed optionally
and/or which can be de-activated by the driver, this requirement shall be verified by
using one of the following 2 test procedures, at the choice of the manufacturer:
220.127.116.11.1. If testing in accordance with Annex 3, Paragraph 18.104.22.168.2.1., the manufacturer shall in
addition demonstrate to the satisfaction of the Technical Service (e.g. manufacturer’s inhouse
data) that, in the absence of the system or when the system is de-activated, no
door will open in case of the impact.
22.214.171.124.2. The test is conducted in accordance with Annex 3, Paragraph 126.96.36.199.2.2.
5.2.4. After the impact, the side doors shall be unlocked.
188.8.131.52. In the case of vehicles equipped with an automatically activated door locking system, the
doors shall be locked before the moment of impact and be unlocked after the impact.
184.108.40.206. In the case of vehicles equipped with automatically activated door locking systems which
are installed optionally and/or which can be de-activated by the driver, this requirement
shall be verified by using one of the following 2 test procedures, at the choice of the
220.127.116.11.1. If testing in accordance with Annex 3, Paragraph 18.104.22.168.2.1., the manufacturer shall in
addition demonstrate to the satisfaction of the Technical Service (e.g. manufacturer's
in-house data) that, in the absence of the system or when the system is de-activated, no
locking of the side doors shall occur during the impact.
22.214.171.124.2. The test is conducted in accordance with Annex 3, Paragraph 126.96.36.199.2.2.
5.2.5. After the impact, it shall be possible, without the use of tools except for those necessary
to support the weight of the dummy:
188.8.131.52. To open at least one door, if there is one, per row of seats and, where there is no such
door, to move the seats or tilt their backrests as necessary to allow the evacuation of all
the occupants; this is, however, only applicable to vehicles having a roof of rigid
184.108.40.206. To release the dummies from their restraint system which, locked, shall be capable of
being released by a maximum force of 60N on the centre of the release control;
220.127.116.11. To remove the dummies from the vehicle without adjustment of the seats.
5.2.6. In the case of a vehicle propelled by liquid fuel, no more than slight leakage of liquid from
the fuel feed installation shall occur on collision.
5.2.7. If there is continuous leakage of liquid from the fuel-feed installation after the collision,
the rate of leakage shall not exceed 30g/min; if the liquid from the fuel-feed system
mixes with liquids from the other systems and the various liquids cannot easily be
separated and identified, all the liquids collected shall be taken into account in evaluating
the continuous leakage.
18.104.22.168.3. Physical Protection
For protection against direct contact with high voltage live parts, the protection IPXXB
shall be provided.
In addition, for protection against electrical shock which could arise from indirect contact,
the resistance between all exposed conductive parts and the electrical chassis shall be
lower than 0.1Ω when there is current flow of at least 0.2A.
This requirement is satisfied if the galvanic connection has been made by welding.
22.214.171.124.4. Isolation Resistance
The criteria specified in Paragraphs 126.96.36.199.4.1. and 188.8.131.52.4.2. below shall be met.
The measurement shall be conducted in accordance with Paragraph 5. of Annex 9.
184.108.40.206.4.1. Electrical Power Train Consisting of Separate DC- or AC-buses
If the AC high voltage buses and the DC high voltage buses are galvanically isolated
from each other, isolation resistance between the high voltage bus and the electrical
chassis (R , as defined in Paragraph 5. of Annex 9) shall have a minimum value of
100Ω/V of the working voltage for DC buses, and a minimum value of 500Ω/V of the
working voltage for AC buses.
220.127.116.11.4.2. Electrical Power Train Consisting of Combined DC- and AC-buses
If the AC high voltage buses and the DC high voltage buses are galvanically connected
isolation resistance between the high voltage bus and the electrical chassis (R , as
defined in Paragraph 5. of Annex 9) shall have a minimum value of 500Ω/V of the
However, if the protection IPXXB is satisfied for all AC high voltage buses or the AC
voltage is equal or less than 30V after the vehicle impact, the isolation resistance
between the high voltage bus and the electrical chassis (R , as defined in Paragraph 5. of
Annex 9) shall have a minimum value of 100Ω/V of the working voltage.
18.104.22.168. Electrolyte Spillage
In the period from the impact until 30min after no electrolyte from the REESS shall spill
into the passenger compartment and no more than 7% of electrolyte shall spill from the
REESS except open type traction batteries outside the passenger compartment. For
open type traction batteries no more than 7% with a maximum of 0.5l shall spill outside
the passenger compartment.
The manufacturer shall demonstrate compliance in accordance with Paragraph 6 of
6.2.1. As a minimum, this information shall consist of a label containing clear warning
pictograms as indicated below:
The overall dimensions shall be at least 120 × 60mm or the equivalent area.
The label shown above may be adapted in such a way that the layout differs from the
above example; however, the content shall meet the above prescriptions.
22.214.171.124. Any modification of the vehicle affecting the general form of the structure of the vehicle
and/or any increase in mass greater than 8% which in the judgement of the authority
would have a marked influence on the results of the tests shall require a repetition of the
test as described in Annex 3;
126.96.36.199. If the modifications concern only the interior fittings, if the mass does not increase by
more than 8% and if the number of front seats initially provided in the vehicle remains the
same, the following shall be carried out:
188.8.131.52.1. A simplified test as provided for in Annex 7 and/or,
184.108.40.206.2. A partial test as defined by the Technical Service in relation to the modifications made.
7.2. Confirmation or refusal of approval, specifying the alterations, shall be communicated by
the procedure specified in Paragraph 4.3. above to the Parties to the Agreement which
apply this Regulation.
7.3. The Type Approval Authority issuing the extension of approval shall assign a series
number for such an extension and inform thereof the other Parties to the 1958
Agreement applying this Regulation by means of a communication form conforming to
the model in Annex 1 to this Regulation.
8. CONFORMITY OF PRODUCTION
The conformity of production procedures shall comply with those set out in the
Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2) with the following
8.1. Every vehicle approved under this Regulation shall conform to the vehicle type
approved, as regards features contributing to the protection of the occupants of the
vehicle in the event of a frontal collision.
8.2. The holder of the approval shall ensure that for each type of vehicle at least the tests
concerning the taking of measurements are carried out.
8.3. The Type Approval Authority which has granted type approval may at any time verify the
conformity control methods applied in each production facility. The normal frequency of
these verifications shall be once every two years.
9. PENALTIES FOR NON-CONFORMITY OF PRODUCTION
9.1. The approval granted in respect of a vehicle type pursuant to this Regulation may be
withdrawn if the requirement laid down in Paragraph 7.1. above is not complied with or if
the vehicle or vehicles selected have failed to pass the checks prescribed in
Paragraph 7.2. above.
9.2. If a Contracting Party to the Agreement applying this Regulation withdraws an approval it
has previously granted, it shall forthwith so notify the other Contracting Parties applying
this Regulation, by means of a communication form conforming to the model in Annex 1
to this Regulation.
(Maximum format: A4 (210 × 297mm))
Name of administration
Production definitively discontinued
of a vehicle type with regard to the protection of the occupants in the event of a frontal collision, pursuant
to Regulation No. 
Approval No.: .......................................................... Extension No.: ....................................................
1. Trade name or mark of the power-driven vehicle ..........................................................................
2. Vehicle type .....................................................................................................................................
3. Manufacturer's name and address ..................................................................................................
4. If applicable, name and address of manufacturer's representative
5. Brief description of the vehicle type as regards its structure, dimensions, lines and constituent
5.1. Description of the protective system installed in the vehicle ..........................................................
Description of interior arrangements or fittings that might affect the tests .....................................
ARRANGEMENTS OF APPROVAL MARKS
(See Paragraph 4.4. of this Regulation)
a = 8mm min.
The above approval mark affixed to a vehicle shows that the vehicle type concerned has, with regard to
the protection of the occupants in the event of a frontal collision, been approved in France (E 2) pursuant
to Regulation No.  under approval number 001424. The approval number indicates that the approval
was granted in accordance with the requirements of Regulation No.  00 series of amendments.
(See Paragraph 4.5. of this Regulation)
a = 8mm min.
The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved
in the Netherlands (E 4) pursuant to Regulations Nos.  and 11. The first two digits of the approval
numbers indicate that, at the dates when the respective approvals were granted, Regulation No. 
incorporated the 00 series of amendments and Regulation No. 11 incorporated the 02 series of
1.4.2. Mass of Vehicle
220.127.116.11. For the test, the mass of the vehicle submitted shall be the unladen kerb mass;
18.104.22.168. The fuel tank shall be filled with water to mass equal to 90% of the mass of a full load of
fuel as specified by the manufacturer with a tolerance of ±1%;
This requirement does not apply to hydrogen fuel tanks.
22.214.171.124. All the other systems (brake, cooling ...) may be empty in this case, the mass of the
liquids shall be compensated;
126.96.36.199. If the mass of the measuring apparatus on board the vehicle exceeds the 25kg allowed;
it may be compensated by reductions which have no noticeable effect on the results
measured under Paragraph 6 below.
188.8.131.52. The mass of the measuring apparatus shall not change each axle reference load by
more than 5%, each variation not exceeding 20kg.
184.108.40.206. The mass of the vehicle resulting from the provisions of Paragraph 220.127.116.11. above shall
be indicated in the report.
1.4.3. Passenger Compartment Adjustments
18.104.22.168. Position of steering wheel
The steering wheel, if adjustable, shall be placed in the normal position indicated by the
manufacturer or, in the absence of any particular recommendation by the manufacturer,
midway between the limits of its range(s) of adjustment. At the end of the propelled
travel, the steering wheel shall be left free, with its spokes in the position which
according to the manufacturer corresponds to straight-ahead travel of the vehicle.
The movable glazing of the vehicle shall be in the closed position. For test measurement
purposes and in agreement with the manufacturer, it may be lowered, provided that the
position of the operating handle corresponds to the closed position.
22.214.171.124. Gear-change lever position
The gear-change lever shall be in the neutral position. If the vehicle is propelled by its
own engine, then the gear-change lever position shall be defined by the manufacturer.
The pedals shall be in their normal position of rest. If adjustable, they shall be set in their
mid-position unless another position is specified by the manufacturer.
126.96.36.199.1. Position of front driver seat
Seats adjustable longitudinally shall be placed so that their "H" point, determined in
accordance with the procedure set out in Annex 6 is in the middle position of travel or in
the nearest locking position thereto, and at the height position defined by the
manufacturer (if independently adjustable for height). In the case of a bench seat, the
reference shall be to the "H" point of the driver's place.
188.8.131.52.2. Position of front passenger seat
Seats adjustable longitudinally shall be placed so that their "H" point, determined in
accordance with the procedure set out in Annex 6, is:
In the position given by the manufacturer, which shall be forward of the middle
position of travel, or
In the absence of any particular recommendation from the manufacturer, as near
as possible to a position which is midway between the forward most position of the
seat and the centre position of its travel
Any support system shall be adjusted as defined by the manufacturer. In the absence of
any particular recommendation from the manufacturer, then any support system (e.g.
seat cushion length and tilt adjustment) shall be in its retracted/ lowermost position.
184.108.40.206.3. Position of the front seat-backs
220.127.116.11.4. Rear seats
If adjustable, the seat-backs shall be adjusted so that the resulting inclination of the torso
of the dummy is as close as possible to that recommended by the manufacturer for
normal use or, in the absence of any particular recommendation by the manufacturer, to
25° towards the rear from the vertical. For the 5th percentile female dummy, the seat
back may be adjusted to a different angle, if this is needed to respect the requirements of
Annex 5, Paragraph 3.1.
If adjustable, the rear seats or rear bench seats shall be placed in the rearmost position.
1.4.4. Electrical Power Train Adjustment
18.104.22.168. The REESS shall be at any state of charge, which allows the normal operation of the
power train as recommended by the manufacturer.
22.214.171.124. The electrical power train shall be energized with or without the operation of the original
electrical energy sources (e.g. engine-generator, REESS or electric energy conversion
5. MEASUREMENTS TO BE MADE ON DUMMIES IN FRONT SEATS
5.1. All the measurements necessary for the verification of the performance criteria shall be
made with measurement systems corresponding to the specifications of Annex 8.
5.2. The different parameters shall be recorded through independent data channels of the
following CFC (Channel Frequency Class):
5.2.1. Measurements in the head of the dummy
The acceleration (a) referring to the centre of gravity is calculated from the triaxial
components of the acceleration measured with a CFC of 1,000.
5.2.2. Measurements in the neck of the dummy
126.96.36.199. The axial tensile force and the fore/aft shear force at the neck/head interface are
measured with a CFC of 1,000.
188.8.131.52. The bending moment about a lateral axis at the neck/head interface are measured with a
CFC of 600.
5.2.3. Measurements in the Thorax of the Dummy
The chest deflection between the sternum and the spine is measured with a CFC of 180.
5.2.4. Measurements in the Femur of the Dummy
184.108.40.206. The axial compressive force and the bending moments are measured with a CFC of 600.
6. MEASUREMENTS TO BE MADE ON THE VEHICLE
6.1. To enable the simplified test described in Annex 7 to be carried out, the deceleration
time history of the structure shall be determined on the basis of the value of the
longitudinal accelerometers at the base of one of the "B" pillars of the vehicle with a CFC
of 180 by means of data channels corresponding to the requirements set out in Annex 8;
6.2. The speed time history which will be used in the test procedure described in annex 7
shall be obtained from the longitudinal accelerometer at the "B" pillar.
7. EQUIVALENT PROCEDURES
7.1. Alternative procedures may be permitted at the discretion of the Type Approval Authority
provided equivalence can be demonstrated. A report shall be attached to the approval
documentation describing the method used and the results obtained or the reason for not
carrying out the test.
7.2. Responsibility for demonstrating the equivalence of the alternative method shall rest with
the manufacturer or his agent wishing to use such a method.
3. THORAX COMPRESSION CRITERION (THCC) AND VISCOUS CRITERION (V * C)
3.1. The thorax compression criterion is determined by the absolute value of the thorax
deformation, expressed in mm and measured according to Paragraph 5.2.3. of Annex 3.
3.2. The viscous criterion (V * C) is calculated as the instantaneous product of the compression and
the rate of deflection of the sternum, measured according to Paragraph 6. of this Annex and
also Paragraph 5.2.3. of Annex 3.
4. FEMUR FORCE CRITERION (FFC)
4.1. This criterion is determined by the compression load expressed in kN, transmitted axially on
each femur of the dummy and measured according to Paragraph 5.2.4. of Annex 3.
5. PROCEDURE FOR CALCULATING THE VISCOUS CRITERIA (V * C) FOR HYBRID III
5.1. The viscous criterion is calculated as the instantaneous product of the compression and the
rate of deflection of the sternum. Both are derived from the measurement of sternum deflection.
5.2. The sternum deflection response is filtered once at CFC 180. The compression at time t is
calculated from this filtered signal as:
where constant = 0.229 for the HIII 50
and constant = 0.187 for the HIII 5
C(t) = D(t) / constant,
The sternum deflection velocity at time t is calculated from the filtered deflection as:
ARRANGEMENT AND INSTALLATION OF DUMMIES AND
ADJUSTMENT OF RESTRAINT SYSTEMS
1. ARRANGEMENT OF DUMMIES
1.1. Separate Seats
The plane of symmetry of the dummy shall coincide with the vertical median plane of the
1.2. Front Bench Seat
The plane of symmetry of the dummy shall lie in the vertical plane passing through the
steering wheel centre and parallel to the longitudinal median plane of the vehicle. If the
seating position is determined by the shape of the bench, such seat shall be regarded as
a separate seat.
1.2.2. Outer Passenger
The plane of symmetry of the dummy shall be symmetrical with that of the driver dummy
relative to the longitudinal median plane of the vehicle. If the seating position is
determined by the shape of the bench, such seat shall be regarded as a separate seat.
1.3. Bench Seat for Front Passengers (not including driver)
The planes of symmetry of the dummy shall coincide with the median planes of the
seating positions defined by the manufacturer.
2. INSTALLATION OF THE DUMMY HIII FIFTIETH PERCENTILE ON THE DRIVER
The transverse instrumentation platform of the head shall be horizontal within 2.5°. To
level the head of the test dummy in vehicles with upright seats with non-adjustable
backs, the following sequences shall be followed. First adjust the position of the "H" point
within the limits set forth in Paragraph 220.127.116.11. below to level the transverse
instrumentation platform of the head of the test dummy. If the transverse instrumentation
platform of the head is still not level, then adjust the pelvic angle of the test dummy within
the limits provided in Paragraph 18.104.22.168. below. If the transverse instrumentation platform
of the head is still not level, then adjust the neck bracket of the test dummy the minimum
amount necessary to ensure that the transverse instrumentation platform of the head is
horizontal within 2.5°.
2.6.1. The right foot of the driver test dummy shall rest on the undepressed accelerator with the
rearmost point of the heel on the floor surface in the plane of the pedal. If the foot cannot
be placed on the accelerator pedal, it shall be positioned perpendicular to the tibia and
placed as far forward as possible in the direction of the centreline of the pedal with the
rearmost point of the heel resting on the floor surface. The heel of the left foot shall be
placed as far forward as possible and shall rest on the floor pan. The left foot shall be
positioned as flat as possible on the toe board. The longitudinal centreline of the left foot
shall be placed as parallel as possible to the longitudinal centreline of the vehicle. For
vehicles equipped with a footrest, it shall be possible at the request of the manufacturer
to place the left foot on the footrest. In this case the position of the left foot is defined by
2.7. The measuring instruments installed shall not in any way affect the movement of the
dummy during impact.
2.8. The temperature of the dummy and the system of measuring instruments shall be
stabilized before the test and maintained so far as possible within a range between 19°C
2.9. Dummy HIII Fiftieth Percentile Clothing
2.9.1. The instrumented dummy will be clothed in formfitting cotton stretch garments with short
sleeves and mid-calf length trousers specified in FMVSS 208, drawings 78051-292 and
293 or their equivalent.
2.9.2. A size 11XW shoe, which meets the configuration size, sole and heel thickness
specifications of the United States of America military standard MIL S 13192, revision P
and whose weight is 0.57 ± 0.1kg, shall be placed and fastened on each foot of the test
3. INSTALLATION OF THE DUMMY HYBRID III FIFTH PERCENTILE FEMALE DUMMY
ON THE PASSENGER SEAT.
The longitudinal and vertical dimension of "H" point are described as (X , Z ) and
the longitudinal and vertical dimension of "H 5 " point are described as (X , Z ).
XSCL is defined as the horizontal distance between the "H" point and the most forward
point on the seat cushion (see Fig. 1). Use the following formula to calculate the "H 5 "
point. Note that X should always be more forward than the X .
X = X , + (93mm – 0.323 x XSCL)
Z = Z
3.4.3. Lower Torso
22.214.171.124. "H 5th " point
126.96.36.199. Pelvic Angle
The "H 5 " point of passenger test dummy shall coincide within 13mm in the horizontal
dimension, of the "H 5 " point determined using the procedure described in Annex 6 and
Paragraph 3 above.
As determined using the pelvic angle gauge (GM) drawing 78051-532 incorporated by
reference in Part 572 which is inserted into the "H" point gauging hole of the dummy, the
angle measured from the horizontal on the 76.2mm (3in) flat surface of the gauge shall
be 20° plus or minus 2.5°.
The upper legs of the passenger test dummy shall rest against the seat cushion to the
extent permitted by placement of the feet. The initial distance between the outboard knee
clevis flange surfaces shall be 229mm ± 5mm as shown in Figure 2. To the extent
practicable, both legs of the passenger dummy shall be in vertical longitudinal planes.
Final adjustment to accommodate placement of feet in accordance with Paragraph 3.6.
for various passenger compartment configurations is permitted.
The Initial Knee Distance of Hybrid III Fifth Percentile Female
3.9. Dummy HIII Fifth Percentile Clothing
3.9.1. The instrumented dummy will be clothed in formfitting cotton stretch garments with short
sleeves and mid-calf length trousers specified in FMVSS 208, drawings 78051-292 and
293 or their equivalent.
3.9.2. A size 7.5W small female size shoe, which meets the configuration size, sole and heel
thickness specifications of the United States of America military standard MIL-S-21711E,
revision P and whose weight is 0.41 ± 0.09kg, shall be placed and fastened on each foot
of the test dummies.
4. ADJUSTMENT OF RESTRAINT SYSTEM
The dummy jacket shall be installed at the appropriate position where the bolt hole of the
neck lower bracket and the work hole of the dummy jacket should be at the same
position. With the test dummy at its designated seating position as specified by the
appropriate requirements of Paragraphs 2.1. through 2.6. and Paragraphs 3.1 to 3.6
above, place the belt around the test dummy and fasten the latch. Remove all slack from
the lap belt. Pull the upper torso webbing out of the retractor and allow it to retract.
Repeat this operation four times. The shoulder belt should be at the position between the
area which shall not be taken off of shoulder and shall not come in contact with the neck.
The seat belt path shall be positioned: for Hybrid III fiftieth percentile male dummy, the
hole of the outer side dummy jacket shall not be fully hidden by the seat belt. For Hybrid
III fifth percentile female dummy, the seat belt shall lie between the breasts. Apply a
9 to 18N tension load to the lap belt. If the belt system is equipped with a tensionrelieving
device, introduce the maximum amount of slack into the upper torso belt that is
recommended by the manufacturer for normal use in the owner's manual for the vehicle.
If the belt system is not equipped with a tension-relieving device, allow the excess
webbing in the shoulder belt to be retracted by the rewind force of the retractor. Where
the safety belt and safety belt anchorages are located such that the belt does not lie as
required above then the safety belt may be manually adjusted and retained by tape.
TEST PROCEDURE WITH TROLLEY
1. TEST INSTALLATION AND PROCEDURE
The trolley shall be so constructed that no permanent deformation appears after the test.
It shall be so guided that, during the impact phase, the deviation in the vertical plane
does not exceed 5° and 2° in the horizontal plane.
1.2. State of the Structure
The structure tested shall be representative of the series production of the vehicles
concerned. Some components may be replaced or removed where such replacement or
removal clearly has no effect on the test results.
Adjustments shall conform to those set out in Paragraph 1.4.3. of Annex 3 to this
Regulation, taking into account what is stated in Paragraph 1.2.1. above.
1.3. Attachment of the Structure
1.3.1. The structure shall be firmly attached to the trolley in such a way that no relative
displacement occurs during the test.
1.3.2. The method used to fasten the structure to the trolley shall not have the effect of
strengthening the seat anchorages or restraint devices, or of producing any abnormal
deformation of the structure.
1.3.3. The attachment device recommended is that whereby the structure rests on supports
placed approximately in the axis of the wheels or, if possible, whereby the structure is
secured to the trolley by the fastenings of the suspension system.
1.3.4. The angle between the longitudinal axis of the vehicle and the direction of motion of the
trolley shall be 0° ± 2°.
The dummies and their positioning shall conform to the specifications in Annex 3,
ANNEX 7 – APPENDIX
EQUIVALENCE CURVE - TOLERANCE BAND FOR CURVE ΔV = f(t)
1.9. Cross Sensitivity
The ratio of the output signal to the input signal, when an excitation is applied to the
transducer perpendicular to the measurement axis. It is expressed as a percentage of
the sensitivity along the measurement axis.
1.10. Phase Delay Time
The phase delay time of a data channel is equal to the phase delay (in radians) of a
sinusoidal signal, divided by the angular frequency of that signal (in radians/second).
The aggregate, at a given moment, of all external conditions and influences to which the
data channel is subjected.
2. PERFORMANCE REQUIREMENTS
2.1. Linearity Error
The absolute value of the linearity error of a data channel at any frequency in the CFC,
shall be equal to or less than 2.5% of the value of the CAC, over the whole measurement
2.2. Amplitude Against Frequency
The frequency response of a data channel shall lie within the limiting curves given in
Figure 1 of this annex. The zero dB line is determined by the calibration factor.
2.3. Phase Delay Time
2.4.1. Time base
The phase delay time between the input and the output signals of a data channel shall
be determined and shall not vary by more than 1/10 F seconds between 0.03 F and
A time base shall be recorded and shall at least give 1/100s with an accuracy of 1%.
2.4.2. Relative Time Delay
The relative time delay between the signal of two or more data channels, regardless of
their frequency class, shall not exceed 1ms excluding delay caused by phase shift.
Two or more data channels of which the signals are combined shall have the same
frequency class and shall not have relative time delay greater than 1/10 F seconds.
This requirement applies to analogue signals as well as to synchronization pulses and
2.6.3. Sensitivity Coefficient and Linearity Error
The sensitivity coefficient and the linearity error shall be determined by measuring the
output signal of the data channel against a known input signal for various values of this
signal. The calibration of the data channel shall cover the whole range of the amplitude
For bi-directional channels, both the positive and negative values shall be used.
If the calibration equipment cannot produce the required input owing to the excessively
high values of the quantity to be measured, calibrations shall be carried out within the
limits of the calibration standards and these limits shall be recorded in the test report.
A total data channel shall be calibrated at a frequency or at a spectrum of frequencies
having a significant value between F and F
2.6.4. Calibration of the Frequency Response
The response curves of phase and amplitude against frequency shall be determined by
measuring the output signals of the data channel in terms of phase and amplitude
against a known input signal, for various values of this signal varying between F and 10
times the CFC or 3,000Hz, whichever is lower.
2.7. Environmental Effects
A regular check shall be made to identify any environmental influence (such as electric
or magnetic flux, cable velocity, etc.). This can be done for instance by recording the
output of spare channels equipped with dummy transducers. If significant output signals
are obtained corrective action shall be taken, for instance by replacement of cables.
2.8. Choice and Designation of the Data Channel
The CAC and CFC define a data channel.
The CAC shall be 1, 2 or 5 to a power of ten.
3. MOUNTING OF TRANSDUCERS
Transducers should be rigidly secured so that their recordings are affected by vibration
as little as possible. Any mounting having a lowest resonance frequency equal to at least
5 times the frequency F of the data channel considered shall be considered valid.
Acceleration transducers in particular should be mounted in such a way that the initial
angle of the real measurement axis to the corresponding axis of the reference axis
system is not greater than 5° unless an analytical or experimental assessment of the
effect of the mounting on the collected data is made. When multi-axial accelerations at a
point are to be measured, each acceleration transducer axis should pass within 10mm of
that point, and the centre of seismic mass of each accelerometer should be within 30mm
of that point.
Frequency Response Curve
Measurement of V , V , V
3 ASSESSMENT PROCEDURE FOR LOW ELECTRICAL ENERGY
Prior to the impact a switch S and a known discharge resistor R is connected in parallel to the
relevant capacitance (ref. Figure 2 below).
Not earlier than 5s and not later than 60s after the impact the switch S shall be closed while the
voltage V and the current I are measured and recorded. The product of the voltage V and the
current I shall be integrated over the period of time, starting from the moment when the switch S
is closed (t ) until the voltage V falls below the high voltage threshold of 60 V DC (t ). The
resulting integration equals the total energy (TE) in Joules.
(a) TE = ∫ V × I dt
When V is measured at a point in time between 5s and 60s after the impact and the capacitance
of the X-capacitors (C ) is specified by the manufacturer, total energy (TE) shall be calculated
according to the following formula:
(b) TE = 0.5 × C × (V – 3,600)
When V and V (see Figure 1 above) are measured at a point in time between 5s and 60s after
the impact and the capacitances of the Y-capacitors (C , C ) are specified by the manufacturer,
total energy (TE , TE ) shall be calculated according to the following formulas:
(c) TE = 0.5 × C × (V -3,600)
TE = 0.5 × C × (V – 3,600)
This procedure is not applicable if the test is performed under the condition where the electric
power train is not energized.
4.1. Acceptance Conditions
The requirements of Paragraph 188.8.131.52.3. of this Regulation shall be considered to be met if the
jointed test finger described in figure 1 of Appendix 1, is unable to contact high voltage live parts.
If necessary a mirror or a fiberscope may be used in order to inspect whether the jointed test finger
touches the high voltage buses.
If this requirement is verified by a signal circuit between the jointed test finger and high voltage live
parts, the lamp shall not light.
5. ISOLATION RESISTANCE
The isolation resistance between the high voltage bus and the electrical chassis may be
demonstrated either by measurement or by a combination of measurement and calculation.
The following instructions should be used if the isolation resistance is demonstrated by
Measure and record the voltage (V ) between the negative and the positive side of the high
voltage bus (see Figure 1 above);
Measure and record the voltage (V ) between the negative side of the high voltage bus and the
electrical chassis (see Figure 1 above);
Measure and record the voltage (V ) between the positive side of the high voltage bus and the
electrical chassis (see Figure 1 above);
If V is greater than or equal to V , insert a standard known resistance (R ) between the negative
side of the high voltage bus and the electrical chassis. With R installed, measure the voltage (V ’)
between the negative side of the high voltage bus and the vehicle electrical chassis (see Figure 3
below). Calculate the isolation resistance (R ) according to the formula shown below.
R = R *(V /V ’ – V /V ) or R = R *V *(1/V ’ – 1/V )
Divide the result R , which is the electrical isolation resistance value in Ohm (Ω), by the working
voltage of the high voltage bus in Volt (V).
R (Ω/V) = R (Ω)/Working voltage (V)
Measurement of V ’
Note: The standard known resistance R (in Ω) should be the value of the minimum required
isolation resistance (Ω/V) multiplied by the working voltage (V) of the vehicle plus/minus 20%. R is
not required to be precisely this value since the equations are valid for any R ; however, a R
value in this range should provide a good resolution for the voltage measurements.
6. ELECTROLYTE SPILLAGE
Appropriate coating shall be applied, if necessary, to the physical protection in order to confirm any
electrolyte leakage from the REESS after the impact test.
Unless the manufacturer provides means to differentiate between the leakage of different liquids,
all liquid leakage shall be considered as the electrolyte.
7. REESS RETENTION
Compliance shall be determined by visual inspection.