Regulation No. 137-00

Name:Regulation No. 137-00
Description:Approval of Passenger Cars in the Event of a Frontal Collision with Focus on the Restraint System.
Official Title:Uniform Provisions Concerning the Approval of Passenger Cars in the Event of a Frontal Collision with Focus on the Restraint System.
Country:ECE - United Nations
Date of Issue:2016-06-22
Amendment Level:Original
Number of Pages:55
Vehicle Types:Car, Component
Subject Categories:Prior Versions
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Keywords:

vehicle, test, annex, voltage, approval, dummy, electrical, paragraph, regulation, high, manufacturer, system, position, impact, seat, type, passenger, head, protection, point, means, data, channel, time, contact, vehicles, measured, driver, requirements, front, seats, reference, figure, procedure, parts, measurement, power, structure, accordance, determined, plane, frequency, energy, provided, exceed, case, reess, bus, vertical, resistance

Text Extract:

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E/ECE/324
) Rev.2/Add.136
E/ECE/TRANS/505 )
June 22, 2016
STATUS OF UNITED NATIONS REGULATION
ECE 137-00
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF PASSENGER CARS IN
THE EVENT OF A FRONTAL COLLISION WITH FOCUS ON THE RESTRAINT SYSTEM
Incorporating:
00 series of amendments Date of Entry into Force: 09.06.16

Contents
REGULATION NO. 137-00
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF PASSENGER CARS IN
THE EVENT OF A FRONTAL COLLISION WITH FOCUS ON THE RESTRAINT SYSTEM
1. Scope
2. Definitions
3. Application for approval
4. Approval
5. Specifications
CONTENTS
6. Instructions for users of vehicles equipped with airbags
7. Modification and extension of approval of the vehicle type
8. Conformity of production
9. Penalties for non-conformity of production
10. Production definitively discontinued
11. Transitional provisions
12. Names and addresses of Technical Services responsible for conducting approval tests, and of
Type Approval Authorities
Annexes
Annex 1
Annex 2
Annex 3
Annex 4
Annex 5
Communication
Arrangements of approval marks
Test procedure
Performance criteria
Arrangement and installation of dummies and adjustment of restraint systems

REGULATION NO. 137-00
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF PASSENGER CARS IN
THE EVENT OF A FRONTAL COLLISION WITH FOCUS ON THE RESTRAINT SYSTEM
1. SCOPE
2. DEFINITIONS
This Regulation applies to vehicles of Category M with a maximum permissible mass
below 3.5t; other vehicles may be approved at the request of the manufacturer.
For the purpose of this Regulation:
2.1. "Protective system" means interior fittings and devices intended to restrain the
occupants and contribute towards ensuring compliance with the requirements set out in
Paragraph 5. below.
2.2. "Type of protective system" means a category of protective devices which do not differ
in such essential respects as their:
(a)
(b)
(c)
Technology;
Geometry;
Constituent materials.
2.3. "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 external devices for indirect vision, side marker lamps, tyre pressure
indicators, direction indicator lamps, position lamps, flexible mud-guards and the
deflected part of the tyre side-walls immediately above the point of contact with the
ground.
2.4. "Vehicle type" means a category of power-driven vehicles which do not differ in such
essential respects as:
2.4.1. The length and width of the vehicle, in so far as they have a negative effect on the
results of the impact test prescribed in this Regulation;
2.4.2. The structure, dimensions, lines and materials of the part of the vehicle forward of the
transverse plane through the "R" Point of the driver's seat, in so far as they have a
negative effect on the results of the impact test prescribed in this Regulation;

2.11. "High voltage" means the classification of an electric component or circuit, if its working
voltage is >60V and ≤1,500V direct current (DC) or >30V and ≤1,000V alternating current
(AC) root – mean – square (rms).
2.12. "Rechargeable electrical energy storage system (REESS)" means the rechargeable
electrical energy storage system which provides electrical energy for propulsion.
2.13. "Electrical protection barrier" means the part providing protection against any direct
contact to the high voltage live parts.
2.14. "Electrical power train" means the electrical circuit which includes the traction
motor(s), and may also include the REESS, the electrical energy conversion system, the
electronic converters, the associated wiring harness and connectors, and the coupling
system for charging the REESS.
2.15. "Live parts" means conductive part(s) intended to be electrically energized in normal
use.
2.16. "Exposed conductive part" means the conductive part which can be touched under the
provisions of the protection IPXXB and which becomes electrically energized under
isolation failure conditions. This includes parts under a cover that can be removed
without using tools.
2.17. "Direct contact" means the contact of persons with high voltage live parts.
2.18. "Indirect contact" means the contact of persons with exposed conductive parts.
2.19. "Protection IPXXB" means protection from contact with high voltage live parts provided
by either an electrical protection barrier or an enclosure and tested using a Jointed Test
Finger (IPXXB) as described in Paragraph 4. of Annex 11,
2.20. "Working voltage" means the highest value of an electrical circuit voltage
root-mean-square (rms), specified by the manufacturer, which may occur between any
conductive parts in open circuit conditions or under normal operating conditions. If the
electrical circuit is divided by galvanic isolation, the working voltage is defined for each
divided circuit, respectively.
2.21. "Coupling system for charging the rechargeable electrical energy storage system
(REESS)" means the electrical circuit used for charging the REESS from an external
electrical power supply including the vehicle inlet.
2.22. "Electrical chassis" means a set made of conductive parts electrically linked together,
whose electrical potential is taken as reference.
2.23. "Electrical circuit" means an assembly of connected high voltage live parts which is
designed to be electrically energized in normal operation.
2.24. "Electrical energy conversion system" means a system (e.g. fuel cell) that generates
and provides electrical energy for electrical propulsion.
2.25. "Electronic converter" means a device capable of controlling and/or converting
electrical power for electrical propulsion.

3.4.1. A vehicle not comprising all the components proper to the type may be accepted for test
provided that it can be shown that the absence of the components has no detrimental
effect on the results of the test in so far as the requirements of this Regulation are
concerned.
3.4.2. It shall be the responsibility of the applicant for approval to show that the application of
Paragraph 3.4.1. above is compatible with compliance with the requirements of this
Regulation.
4. APPROVAL
4.1. If the vehicle type submitted for approval pursuant to this Regulation meets the
requirements of this Regulation, approval of that vehicle type shall be granted.
4.1.1. The Technical Service appointed in accordance with Paragraph 12. below shall check
whether the required conditions have been satisfied.
4.1.2. In case of doubt, account shall be taken, when verifying the conformity of the vehicle to
the requirements of this Regulation, of any data or test results provided by the
manufacturer which can be taken into consideration in validating the approval test
carried out by the Technical Service.
4.2. An approval number shall be assigned to each type approved. Its first two digits (at
present 00 corresponding to the 00 series of amendments) shall indicate the series of
amendments incorporating the most recent major technical amendments made to the
Regulation at the time of issue of the approval. The same Contracting Party may not
assign the same approval number to another vehicle type.
4.3. Notice of approval or of refusal of approval of a vehicle type pursuant to this Regulation
shall be communicated by the Parties to the Agreement which apply this Regulation by
means of a form conforming to the model in Annex 1 to this Regulation and photographs
and/or diagrams and drawings supplied by the applicant for approval, in a format not
exceeding A4 (210 × 297mm) or folded to that format and on an appropriate scale.
4.4. There shall be affixed, conspicuously and in a readily accessible place specified on the
approval form, to every vehicle conforming to a vehicle type approved under this
Regulation, an international approval mark consisting of:
4.4.1. A circle surrounding the Letter "E" followed by the distinguishing number of the country
which has granted approval;
4.4.2. The number of this Regulation, followed by the Letter "R", a dash and the approval
number, to the right of the circle prescribed in Paragraph 4.4.1. above.
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.

5.2.1. The performance criteria described in Annex 4 and recorded in accordance with
Annex 8, on the dummies in the front outboard seats shall meet the following conditions:
5.2.1.1. Hybrid III 50 percentile adult male performance requirements:
5.2.1.1.1. The head performance criterion (HPC) shall not exceed 1,000 and the resultant head
acceleration shall not exceed 80g for more than 3ms. The latter shall be calculated
cumulatively, excluding rebound movement of the head;
5.2.1.1.2. The Injury Criteria for neck shall not exceed the following values:
(a)
(b)
(c)
The axial tensile neck force shall not exceed 3.3kN;
The fore/aft shear forces at the head/neck interface shall not exceed 3.1kN;
The neck bending moment about the y axis shall not exceed 57Nm in extension;
5.2.1.1.3. The thorax compression criterion (ThCC) shall not exceed 42mm.
5.2.1.1.4. The viscous criterion (V * C) for the thorax shall not exceed 1.0m/s;
5.2.1.1.5. The femur force criterion (FFC) shall not exceed 9.07kN.
5.2.1.2. Hybrid III 5 percentile adult female performance requirements:
5.2.1.2.1. The head performance criterion (HPC) shall not exceed 1,000 and the resultant head
acceleration shall not exceed 80g for more than 3ms. The latter shall be calculated
cumulatively, excluding rebound movement of the head;
5.2.1.2.2. The Injury Criteria for neck shall not exceed the following values:
(a)
(b)
(c)
The axial tensile neck force shall not exceed 2.9kN;
The fore/aft shear forces at the head/neck interface shall not exceed 2.7kN;
The neck bending moment about the y axis shall not exceed 57Nm in extension;
5.2.1.2.3. The thorax compression criterion (ThCC) shall not exceed 42mm.
5.2.1.2.4. The viscous criterion (V * C) for the thorax shall not exceed 1.0m/s;
5.2.1.2.5. The femur force criterion (FFC) shall not exceed 7kN.
5.2.2. Steering Wheel Displacement
5.2.2.1. After the test the residual steering wheel displacement, when measured at the centre of
the steering wheel hub, shall not exceed 80mm in the upwards vertical direction and
100mm in the rearward horizontal direction.

5.2.8. Following the test conducted in accordance with the procedure defined in Annex 9 to this
Regulation, the electrical power train operating on high voltage, and the high voltage
components and systems, which are galvanically connected to the high voltage bus of
the electric power train, shall meet the following requirements:
5.2.8.1. Protection Against Electrical Shock
After the impact at least one of the four criteria specified in Paragraph 5.2.8.1.1. through
Paragraph 5.2.8.1.4.2. below shall be met.
If the vehicle has an automatic disconnect function, or device(s) that galvanically divide
the electric power train circuit during driving condition, at least one of the following
criteria shall apply to the disconnected circuit or to each divided circuit individually after
the disconnect function is activated.
However criteria defined in 5.2.8.1.4. below shall not apply if more than a single potential
of a part of the high voltage bus is not protected under the conditions of protection
degree IPXXB.
If the test is performed under the condition that part(s) of the high voltage system are not
energized, the protection against electrical shock shall be proved by either
Paragraph 5.2.8.1.3. or Paragraph 5.2.8.1.4. below for the relevant part(s).
For a coupling system that charges the REESS, which is not energized during driving
conditions, at least one of the four criteria specified in Paragraphs 5.2.8.1.1. to 5.2.8.1.4.
shall be met.
5.2.8.1.1. Absence of High Voltage
The voltages V , V and V of the high voltage buses shall be equal or less than 30VAC
or 60VDC as specified in Paragraph 2. of Annex 9.
5.2.8.1.2. Low Electrical Energy
The total energy (TE) on the high voltage buses shall be less than 2.0J when measured
according to the test procedure as specified in Paragraph 3. of Annex 9 with the
Formula (a). Alternatively the total energy (TE) may be calculated by the measured
voltage V of the high voltage bus and the capacitance of the X-capacitors (C ) specified
by the manufacturer according to Formula (b) of Paragraph 3. of Annex 9.
The energy stored in the Y-capacitors (TE , TE ) shall also be less than 2.0J. This shall
be calculated by measuring the voltages V and V of the high voltage buses and the
electrical chassis, and the capacitance of the Y-capacitors specified by the manufacturer
according to Formula (c) of Paragraph 3. of Annex 9.

5.2.8.3. REESS Retention
REESS located inside the passenger compartment shall remain in the location in which
they are installed and REESS components shall remain inside REESS boundaries.
No part of any REESS that is located outside the passenger compartment for electric
safety assessment shall enter the passenger compartment during or after the impact
test.
The manufacturer shall demonstrate compliance in accordance with Paragraph 7. of
Annex 9.
6. INSTRUCTIONS FOR USERS OF VEHICLES EQUIPPED WITH AIRBAGS
6.1. The vehicle shall carry information to the effect that it is equipped with airbags for seats.
6.1.1. For a vehicle fitted with an airbag assembly intended to protect the driver, this
information shall consist of the inscription "AIRBAG" located in the interior of the
circumference of the steering wheel; this inscription shall be durably affixed and easily
visible.
6.1.2. For a vehicle fitted with a passenger airbag intended to protect occupants other than the
driver, this information shall consist of the warning label described in Paragraph 6.2.
below.
6.2. A vehicle fitted with one or more passenger frontal protection airbags shall carry
information about the extreme hazard associated with the use of rearward-facing child
restraints on seats equipped with airbag assemblies.

6.2.2. In the case of a frontal protection airbag on the front passenger seat, the warning shall
be durably affixed to each face of the passenger front sun visor in such a position that at
least one warning on the sun visor is visible at all times, irrespective of the position of the
sun visor. Alternatively, one warning shall be located on the visible face of the stowed
sun visor and a second warning shall be located on the roof behind the visor, so at least
one warning is visible all times. It shall not be possible to easily remove the warning label
from the visor and the roof without any obvious and clearly visible damage remaining to
the visor or the roof in the interior of the vehicle.
In the case of a frontal protection airbag for other seats in the vehicle, the warning shall
be directly ahead of the relevant seat, and clearly visible at all times to someone
installing a rear-facing child restraint on that seat. The requirements of this Paragraph
and Paragraph 6.2.1. do not apply to those seating positions equipped with a device
which automatically deactivates the frontal protection airbag assembly when any
rearward facing child restraint is installed.
6.2.3. Detailed information, making reference to the warning, shall be contained in the owner's
manual of the vehicle; as a minimum, the following text in all official languages of the
country or countries where the vehicle could reasonably be expected to be registered
(e.g. within the territory of the European Union, in Japan, in Russian Federation or in
New Zealand, etc.), shall at least include:
"NEVER use a rearward facing child restraint on a seat protected by an ACTIVE
AIRBAG in front of it, DEATH or SERIOUS INJURY to the CHILD can occur"
The text shall be accompanied by an illustration of the warning label as found in the
vehicle. The information shall be easily found in the owner's manual (e.g. specific
reference to the information printed on the first page, identifying page tab or separate
booklet, etc.)
The requirements of this paragraph do not apply to vehicles of which all passenger
seating positions are equipped with a device which automatically deactivates the frontal
protection airbag assembly when any rearward facing child restraint is installed.
7. MODIFICATION AND EXTENSION OF APPROVAL OF THE VEHICLE TYPE
7.1. Any modification affecting the structure, the number of front seats, the interior trim or
fittings, or the position of the vehicle controls or of mechanical parts which might affect
the energy-absorption capability of the front of the vehicle shall be brought to the notice
of the Type Approval Authority granting approval. The Type Approval Authority may then
either:
7.1.1. Consider that the modifications made are unlikely to have an appreciable adverse effect
and that in any case the vehicle still complies with the requirements; or
7.1.2. Require the Technical Service responsible for conducting the tests to carry out a further
test, among those described below, according to the nature of the modifications. As this
regulation is primarily intended to assess the vehicle restraint system further simplified
testing may be conducted using alternative test procedures such as those described in
Annex 7.

10. PRODUCTION DEFINITIVELY DISCONTINUED
If the holder of the approval completely ceases to manufacture the type of vehicle
approved in accordance with the Regulation, they shall so inform the Type Approval
Authority which granted the approval. Upon receiving the relevant communication that
Authority shall 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.
11. TRANSITIONAL PROVISIONS
(Reserved)
12. NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR
CONDUCTING APPROVAL TESTS, AND OF TYPE APPROVAL AUTHORITIES
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, of manufacturers authorized to carry out tests
and of the Type Approval Authorities which grant approval and to which forms certifying
approval or refusal or withdrawal of approval, issued in other countries, are to be sent.

5.3 Location of the electrical power source ..........................................................................................
6. Site of engine: forward/rear/central
7. Drive: front-wheel/rear-wheel
8. Mass of vehicle submitted for testing:
Front axle: .......................................................................................................................................
Rear axle: ........................................................................................................................................
Total: ...............................................................................................................................................
9. Vehicle submitted for approval on ..................................................................................................
10. Technical Service responsible for conducting approval tests .........................................................
11. Date of report issued by that Service ..............................................................................................
12. Number of report issued by that Service ........................................................................................
13. Approval granted/refused/extended/withdrawn
14. Position of approval mark on vehicle ..............................................................................................
15. Place ..............................................................................................................................................
16. Date ................................................................................................................................................
17. Signature .........................................................................................................................................
18. The following documents, bearing the approval number shown above, are annexed to this
communication: ...............................................................................................................................
(Photographs and/or diagrams and drawings permitting the basic identification of the type(s) of
vehicle and its possible variants which are covered by the approval)

ANNEX 3
TEST PROCEDURE
The purpose of this test is to verify whether the vehicle satisfies the requirements set forth in
Paragraph 5.2. of the Regulation.
1. INSTALLATION AND PREPARATION OF THE VEHICLE
1.1. Testing Ground
1.2. Barrier
The test area shall be large enough to accommodate the run-up track, barrier and
technical installations necessary for the test. The last part of the track, for at least 5m
before the barrier, shall be horizontal, flat and smooth.
The barrier shall consist of a block of reinforced concrete not less than 3m wide in front
and not less than 1.5m high. The barrier shall be of such thickness that it weighs at least
70mt. The front face shall be flat, vertical and perpendicular to the axis of the run-up
track. It shall be covered with plywood boards 20 ± 2mm thick, in good condition. A
structure on a steel plate at least 25mm thick may be placed between the plywood board
and the barrier. A barrier with different characteristics may likewise be used, provided
that the area of the impact surface is greater than the frontal crash area of the vehicle
being tested and provided that it gives equivalent results.
1.3. Orientation of the Barrier
1.3.1. Alignment of the Vehicle to the Barrier.
It shall reach the obstacle on a course perpendicular to the collision wall; the maximum
lateral misalignment tolerated between the vertical median line of the front of the vehicle
and the vertical median line of the collision wall is ±30cm.
1.4. State of Vehicle
1.4.1. General Specification
The test vehicle shall be representative of the series production, shall include all the
equipment normally fitted and shall be in normal running order. Some components may
be replaced by equivalent masses where this substitution clearly has no noticeable effect
on the results measured under Paragraph 6. below.
It shall be allowed by agreement between manufacturer and Technical Service to modify
the fuel system so that an appropriate amount of fuel can be used to run the engine or
the electrical energy conversion system.

1.4.3.5. Doors
The doors shall be closed but not locked.
1.4.3.5.1. In the case of vehicles equipped with an automatically activated door locking system, the
system shall be activated at the start of propulsion of the vehicle in order to lock the
doors automatically before the moment of impact. At the choice of the manufacturer, the
doors shall be locked manually before the start of propulsion of the vehicle.
1.4.3.5.2. In the case of vehicles equipped with an automatically activated door locking system that
is installed optionally and/or which can be de-activated by the driver, one of the following
two procedures shall be used at the choice of the manufacturer:
1.4.3.5.2.1. The system shall be activated at the start of propulsion of the vehicle in order to lock the
doors automatically before the moment of impact. At the choice of the manufacturer, the
doors shall be locked manually before the start of propulsion of the vehicle.
1.4.3.5.2.2. The side doors on the driver side shall be unlocked and the system overridden for these
doors; for the side doors on the passenger side, the system may be activated in order to
lock these doors automatically before the moment of impact. At the choice of the
manufacturer, these doors shall be locked manually before the start of propulsion of the
vehicle. This test is deemed to be fulfilled, if the unlocked and locked doors are reversed.
1.4.3.6. Opening Roof
1.4.3.7. Sun-visor
If an opening or removable roof is fitted, it shall be in place and in the closed position.
For test measurement purposes and in agreement with the manufacturer, it may be
open.
The sun-visors shall be in the stowed position.
1.4.3.8. Rear-view Mirror
1.4.3.9. Arm-rests
The interior rear-view mirror shall be in the normal position of use.
Arm-rests at the front and rear, if movable, shall be in the lowered position, unless this is
prevented by the position of the dummies in the vehicles.
1.4.3.10. Head Restraints
Head restraints adjustable for height shall be in their appropriate position as defined by
the manufacturer. In the absence of any particular recommendation from the
manufacturer, then the head restraints shall be in their uppermost position for the 50
percentile male and in the lowermost position for the 5 percentile female dummy.

1.4.4.2.1. by the agreement between Technical Service and manufacturer it shall be permissible to
perform the test with all or parts of the electrical power train not being energized insofar
as there is no negative influence on the test result. For parts of the electrical power train
not energized, the protection against electrical shock shall be proved by either physical
protection or isolation resistance and appropriate additional evidence.
1.4.4.2.2. in the case where an automatic disconnect is provided, at the request of the
manufacturer it shall be permissible to perform the test with the automatic disconnect
being triggered. In this case it shall be demonstrated that the automatic disconnect would
have operated during the impact test. This includes the automatic activation signal as
well as the galvanic separation considering the conditions as seen during the impact.
2. DUMMIES
2.1. Front Seats
2.1.1. A dummy corresponding to the specifications for Hybrid III 50 percentile male dummy
meeting the specifications for its adjustment shall be installed in the driver seat in
accordance with the conditions set out in Annex 5.
A dummy corresponding to the specifications for Hybrid III 5 percentile female dummy
meeting the specifications for its adjustment shall be installed in the passenger seat in
accordance with the conditions set out in Annex 5.
2.1.2. The car will be tested with restraint systems, as provided by the manufacturer.
3. PROPULSION AND COURSE OF VEHICLE
3.1. The vehicle shall be propelled by its own engine or by any other propelling device;
3.2. At the moment of impact the vehicle shall no longer be subject to the action of any
additional steering or propelling device.
3.3. The course of the vehicle shall be such that it satisfies the requirements of
Paragraphs 1.2. and 1.3.1.
4. TEST SPEED
Vehicle speed at the moment of impact shall be 50 -0/ +1km/h. However, if the test was
performed at a higher impact speed and the vehicle met the requirements, the test shall
be considered satisfactory.

ANNEX 4
PERFORMANCE CRITERIA
1. HEAD PERFORMANCE CRITERION (HPC )
1.1. The Head Performance Criterion (HPC ) is considered to be satisfied when, during the test,
there is no contact between the head and any vehicle component.
1.2. If, during the test, there is contact between the head and any vehicle component, a calculation
of HPC is made, on the basis of the acceleration (a), measured according to Paragraph 5.2.1.
of Annex 3, by the following expression:
in which:
⎡ t
1
HPC =
⎢t
− t ∫
⎣ t
( t − t ) ⎢ adt
1.2.1. The term "a" is the resultant acceleration measured according to Paragraph 5.2.1. of Annex 3
and is measured in units of gravity, g (1g = 9,81m/s );
1.2.2. If the beginning of the head contact can be determined satisfactorily, t and t are the two time
instants, expressed in seconds, defining an interval between the beginning of the head contact
and the end of the recording for which the value of HPC is maximum;
1.2.3. If the beginning of the head contact cannot be determined, t and t are the two time instants,
expressed in seconds, defining a time interval between the beginning and the end of the
recording for which the value of HPC is maximum;
1.2.4. Values of HPC for which the time interval (t - t ) is greater than 36ms are ignored for the
purposes of calculating the maximum value.
1.3. The value of the resultant head acceleration during forward impact which is exceeded for 3ms
cumulatively is calculated from the resultant head acceleration measured according to
Paragraph 5.2.1. of Annex 3.
2. INJURY CRITERIA FOR NECK
2.1. These criteria are determined by, the axial tensile force and the fore/aft shear forces at the
head/neck interface, expressed in kN and measured according to Paragraph 5.2.2. of Annex 3.
2.2. The neck bending moment criterion is determined by the bending moment, expressed in Nm,
about a lateral axis at the head/neck interface and measured according to Paragraph 5.2.2. of
Annex 3.





Where D is the deflection at time t in metres and ∂t is the time interval in seconds between the
measurements of deflection. The maximum value of ∂t shall be 1.25 × 10 s. This calculation
procedure is shown diagrammatically below:

2.2. Arms
2.2.1. The driver's upper arms shall be adjacent to the torso with the centrelines as close to a
vertical plane as possible.
2.3. Hands
2.3.1. The palms of the driver test dummy shall be in contact with the outer part of the steering
wheel rim at the rim's horizontal centreline. The thumbs shall be over the steering wheel
rim and shall be lightly taped to the steering wheel rim so that if the hand of the test
dummy is pushed upward by a force of not less than 9N and not more than 22N, the tape
shall release the hand from the steering wheel rim.
2.4. Torso
2.4.1. In vehicles equipped with bench seats, the upper torso of the driver test dummy shall
rest against the seat back. The midsagittal plane of the driver dummy shall be vertical
and parallel to the vehicle's longitudinal centreline, and pass through the centre of the
steering wheel rim.
2.4.2. In vehicles equipped with individual seats, the upper torso of the driver test dummy shall
rest against the seat back. The midsagittal plane of the driver dummy shall be vertical
and shall coincide with the longitudinal centreline of the individual seat.
2.4.3. Lower Torso
2.4.3.1. "H" Point
2.4.3.2. Pelvic Angle
2.5. Legs
The "H" Point of the driver test dummy shall coincide within 13mm in the vertical
dimension and 13mm in the horizontal dimension, with a point 6mm below the position of
the "H" Point determined using the procedure described in Annex 6 except that the
length of the lower leg and thigh segments of the "H" Point machine shall be adjusted to
414 and 401mm, instead of 417 and 432mm respectively.
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 22.5° ± 2.5°.
The upper legs of the driver 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 270mm ± 10mm. To the extent practicable, the left leg of the
driver dummy shall be in vertical longitudinal planes. To the extent practicable, the right
leg of the driver dummy shall be in a vertical plane. Final adjustment to accommodate
placement of feet in accordance with Paragraph 2.6. for various passenger compartment
configurations is permitted.

Figure 1
3.1. Head
3.2. Arms
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 "H5 "
Point within the limits set forth in Paragraph 3.4.3.1. 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 3.4.3.2. 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°.
3.2.1. The passenger's upper arms shall be in contact with the seat back and the sides of the
torso.
3.3. Hands
3.3.1. The palms of the passenger test dummy shall be in contact with outside of thigh. The
little finger shall be in contact with the seat cushion.
3.4. Torso
3.4.1. In vehicles equipped with bench seats, the upper torso of the passenger test dummy
shall rest against the seat back. The midsagittal plane of the passenger dummy shall be
vertical and parallel to the vehicle's longitudinal centreline and the same distance from
the vehicle's longitudinal centreline as the midsagittal plane of the driver dummy.
3.4.2. In vehicles equipped with individual seats, the upper torso of the passenger test dummy
shall rest against the seat back. The midsagittal plane of the passenger dummy shall be
vertical and shall coincide with the longitudinal centreline of the individual seat.

3.6. Feet
3.6.1. The legs shall be positioned as distant as possible from the front end of the seat cushion
while the thighs are kept in contact with the seat cushion as shown in Fig.(a). As shown
in Fig.(b), each leg shall be lowered until the foot comes in contact with the floor while
the foot and tibia are kept in a right angle to one another and the thigh inclination angle
kept constant. When each heel is in contact with the floor, the foot shall be rotated so
that the toe comes as much in contact as possible with the floor as shown in Fig.(c).
If it is not possible to have each foot in contact with the floor, the foot shall be lowered
until the calf comes in contact with the front end of the seat cushion or the back of the
foot comes in contact with the vehicle interior. The foot shall be kept as parallel as
possible to the floor as shown in Fig.(d).
In case of interference from a vehicle body protrusion, the foot shall be rotated as
minimally as possible around the tibia. In case interference still remains, the femur shall
be rotated to resolve or minimize the interference. The foot shall be moved inward or
outward while the separation distance between the knees is kept constant.
3.7. The measuring instruments installed shall not in any way affect the movement of the
dummy during impact.
3.8. The temperature of the dummies and the system of measuring instruments shall be
stabilized before the test and maintained so far as possible within a range between 19°C
and 22.2°C.

ANNEX 6
PROCEDURE FOR DETERMINING THE "H" POINT AND THE ACTUAL TORSO ANGLE
FOR SEATING POSITIONS IN MOTOR VEHICLES
Appendix 1 - Description of the three dimensional "H" Point machine (3-D H machine)
Appendix 2 - Three-dimensional reference system
Appendix 3 - Reference data concerning seating positions

1.5. Measuring Apparatus
1.5.1. Deceleration of the Structure
The position of the transducers measuring the deceleration of the structure during the
impact shall be parallel to the longitudinal axis of the trolley according to the
specifications of Annex 8 (CFC 180).
1.5.2. Measurements to be Made on the Dummies
All the measurements necessary for checking the listed criteria are set out in Annex 3,
Paragraph 5.
1.6. Deceleration Curve of the Structure
The deceleration curve of the structure during the impact phase shall be such that the
"variation of speed in relation to time" curve obtained by integration at no point differs by
more than ±1m/s from the "variation of speed in relation to time" reference curve of the
vehicle concerned as defined in Appendix to this Annex. A displacement with regard to
the time axis of the reference curve may be used to obtain the structure velocity inside
the corridor.
1.7. Reference Curve ΔV = f(t) of the Vehicle Concerned
This reference curve is obtained by integration of the deceleration curve of the vehicle
concerned measured in the frontal collision test against a barrier as provided for in
Paragraph 6. of Annex 3 to this Regulation.
1.8. Equivalent Method
The test may be performed by some other method than that of deceleration of a trolley,
provided that such method complies with the requirement concerning the range of
variation of speed described in Paragraph 1.6. above.

ANNEX 8
TECHNIQUE OF MEASUREMENT IN MEASUREMENT TESTS:
INSTRUMENTATION
1. DEFINITIONS
1.1. Data Channel
1.2. Transducer
A data channel comprises all the instrumentation from a transducer (or multiple
transducers whose outputs are combined in some specified way) up to and including any
analysis procedures that may alter the frequency content or the amplitude content of
data.
The first device in a data channel used to convert a physical quantity to be measured
into a second quantity (such as an electrical voltage) which can be processed by the
remainder of the channel.
1.3. Channel Amplitude Class: CAC
The designation for a data channel that meets certain amplitude characteristics as
specified in this Annex. The CAC number is numerically equal to the upper limit of the
measurement range.
1.4. Characteristic Frequencies F , F , F
These frequencies are defined in Figure 1 of this Annex.
1.5. Channels Frequency Class: CFC
The channel frequency class is designated by a number indicating that the channel
frequency response lies within the limits specified in Figure 1 of this Annex. This number
and the value of the frequency F in Hz are numerically equal.
1.6. Sensitivity Coefficient
The slope of the straight line representing the best fit to the calibration values determined
by the method of least square within the channel amplitude class.
1.7. Calibration Factor of a Data Channel
The mean value of the sensitivity coefficients evaluated over frequencies which are
evenly spaced on a logarithmic scale between F and F
2.5
1.8. Linearity Error
The ratio, in per cent, of the maximum difference between the calibration value and the
corresponding value read on the straight line defined in Paragraph 1.6. above at the
upper limit of the channel amplitude class.

2.5. Transducer Cross Sensitivity
2.6. Calibration
2.6.1. General
The transducer cross sensitivity shall be less than 5% in any direction.
A data channel shall be calibrated at least once a year against reference equipment
traceable to known standards. The methods used to carry out a comparison with
reference equipment shall not introduce an error greater than 1% of the CAC. The use of
the reference equipment is limited to the frequency range for which they have been
calibrated. Subsystems of a data channel may be evaluated individually and the results
factored into the accuracy of the total data channel. This can be done for example by an
electrical signal of known amplitude simulating the output signal of the transducer which
allows a check to be made on the gain factor of the data channel, excluding the
transducer.
2.6.2. Accuracy of Reference Equipment for Calibration
The accuracy of the reference equipment shall be certified or endorsed by an official
metrology service.
2.6.2.1. Static Calibration
2.6.2.1.1. Accelerations
2.6.2.1.2. Forces
2.6.2.1.3. Displacements
The errors shall be less than ±1.5% of the channel amplitude class.
The error shall be less than ±1% of the channel amplitude class.
The error shall be less than ±1% of the channel amplitude class.
2.6.2.2. Dynamic Calibration
2.6.2.2.1. Accelerations
2.6.2.3. Time
The error in the reference accelerations expressed as a percentage of the channel
amplitude class shall be less than ±1.5% below 400Hz, less than ±2% between 400Hz
and 900Hz, and less than ±2.5% above 900Hz.
The relative error in the reference time shall be less than 10 .

4. DATA PROCESSING
4.1. Filtering
4.2. Digitalizing
Filtering corresponding to the frequencies of the data channel class may be carried out
during either recording or processing of data. However, before recording, analogical
filtering at a higher level than CFC should be effected in order to use at least 50% of the
dynamic range of the recorder and to reduce the risk of high frequencies saturating the
recorder or causing aliasing errors in the digitalizing process.
4.2.1. Sampling Frequency
The sampling frequency should be equal to at least 8 F .
4.2.2. Amplitude Resolution
The size of digital words should be at least 7 bits and a parity bit.
5. PRESENTATION OF RESULTS
The results should be presented on A4 size paper (ISO/R 216). Results presented as
diagrams should have axes scaled with a measurement unit corresponding to a suitable
multiple of the chosen unit (for example, 1, 2, 5, 10, 20mm). SI units shall be used,
except for vehicle velocity, where km/h may be used, and for accelerations due to impact
where g, with g = 9.8m/s , may be used.

ANNEX 9
TEST PROCEDURES FOR THE PROTECTION OF THE OCCUPANTS OF VEHICLES
OPERATING ON ELECTRICAL POWER FROM HIGH VOLTAGE
AND ELECTROLYTE SPILLAGE
This Annex describes test procedures to demonstrate compliance to the electrical safety
requirements of Paragraph 5.2.8. of this Regulation. For example, megohmmeter or oscilloscope
measurements are an appropriate alternative to the procedure described below for measuring
isolation resistance. In this case it may be necessary to deactivate the onboard isolation resistance
monitoring system.
Before the vehicle impact test conducted, the high voltage bus voltage (V ) (see Figure 1 below)
shall be measured and recorded to confirm that it is within the operating voltage of the vehicle as
specified by the vehicle manufacturer.
1. TEST SETUP AND EQUIPMENT
If a high voltage disconnect function is used, measurements are to be taken from both sides of the
device performing the disconnect function.
However, if the high voltage disconnect is integral to the REESS or the energy conversion system
and the high-voltage bus of the REESS or the energy conversion system is protected according to
protection IPXXB following the impact test, measurements may only be taken between the device
performing the disconnect function and the electrical loads.
The voltmeter used in this test shall measure DC values and have an internal resistance of at least
10MΩ.
2. THE FOLLOWING INSTRUCTIONS MAY BE USED IF VOLTAGE IS MEASURED.
After the impact test, determine the high voltage bus voltages (V , V , V ) (see Figure 1 below).
The voltage measurement shall be made not earlier than 5s, but, not later than 60s after the
impact.
This procedure is not applicable if the test is performed under the condition where the electric
power train is not energized.

(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. PHYSICAL PROTECTION
Figure 2
E.g. Measurement of High Voltage Bus Energy Stored
in X-capacitors
Following the vehicle impact test any parts surrounding the high voltage components shall be,
without the use of tools, opened, disassembled or removed. All remaining surrounding parts shall
be considered part of the physical protection.
The jointed test finger described in Figure 1 of Appendix 1 shall be inserted into any gaps or
openings of the physical protection with a test force of 10N ± 10% for electrical safety assessment.
If partial or full penetration into the physical protection by the jointed test finger occurs, the jointed
test finger shall be placed in every position as specified below.
Starting from the straight position, both joints of the test finger shall be rotated progressively
through an angle of up to 90° with respect to the axis of the adjoining section of the finger and
shall be placed in every possible position.
Internal electrical protection barriers are considered part of the enclosure
If appropriate a low-voltage supply (of not less than 40V and not more than 50V) in series with a
suitable lamp should be connected, between the jointed test finger and high voltage live parts
inside the electrical protection barrier or enclosure.

Figure 3
Measurement of V ’
If V is greater than V , insert a standard known resistance (R ) between the positive side of the
high voltage bus and the electrical chassis. With R installed, measure the voltage (V ’) between
the positive side of the high voltage bus and the electrical chassis (see Figure 4 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)

ANNEX 9 – APPENDIX
JOINTED TEST FINGER (IPXXB)
Figure 1
Jointed Test Finger
Material: metal, except where otherwise specified
Linear dimensions in millimetres
Tolerances on dimensions without specific tolerance:
(a) On angles: 0/-10°
(b)
On linear dimensions: up to 25mm: 0/-0.05mm over 25mm: ±0.2mm
Both joints shall permit movement in the same plane and the same direction through an angle of
90° with a 0 to +10° tolerance.
Approval of Passenger Cars in the Event of a Frontal Collision with Focus on the Restraint System.