Regulation No. 94-02

Name:Regulation No. 94-02
Description:Occupant Protection in Frontal Collision.
Official Title:Uniform Provisions Concerning the Approval of: Vehicles with Regard to the Protection of the Occupants in the Event of a Frontal Collision.
Country:ECE - United Nations
Date of Issue:2011-07-07
Amendment Level:02 Series, Supplement 6
Number of Pages:69
Vehicle Types:Car
Subject Categories:Prior Versions
Available on InterRegs.NET

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

Tell me more | Already a subscriber

Available on SelectRegs.com

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

Tell me more | Go straight to site

Keywords:

vehicle, test, annex, voltage, regulation, approval, impact, electrical, paragraph, series, amendments, high, force, system, data, type, figure, manufacturer, means, protection, dummy, barrier, measured, vehicles, position, time, entry, date, foot, channel, passenger, requirements, axis, head, mass, procedure, front, supplement, point, plane, power, vertical, part, structure, contact, longitudinal, measurement, seats, direction, horizontal

Text Extract:

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

E/ECE/324
) Rev.1/Add.93/Rev.2/Amend.3
E/ECE/TRANS/505 )
July 11, 2016
STATUS OF UNITED NATIONS REGULATION
ECE 94-02
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF:
VEHICLES WITH REGARD TO THE PROTECTION OF THE
OCCUPANTS IN THE EVENT OF A FRONTAL COLLISION
Incorporating:
00 series of amendments
Date of Entry into Force: 01.10.95
Supplement 1 to the 00 series of amendments
Date of Entry into Force: 12.08.96
01 series of amendments
Date of Entry into Force: 12.08.98
Corr. 1 to the 01 series of amendments
Dated: 01.08.02
Corr. 2 to the 01 series of amendments
Dated: 18.01.08
Supplement 1 to the 01 series of amendments
Date of Entry into Force: 21.02.02
Supplement 2 to the 01 series of amendments
Date of Entry into Force: 31.01.03
Supplement 3 to the 01 series of amendments
Date of Entry into Force: 02.02.07
Supplement 4 to the 01 series of amendments
Date of Entry into Force: 26.07.12
Corr. 1 to Supplement 4 to the 01 series of amendments
Dated: 26.07.12
Corr. 2 to Revision 1 to the 01 series of amendments
Dated: 17.09.09
02 series of amendments
Date of Entry into Force: 23.06.11
Corr. 1 to the 02 series of amendments
Dated: 05.01.12
Supplement 1 to the 02 series of amendments
Date of Entry into Force: 13.04.12
Supplement 2 to the 02 series of amendments
Date of Entry into Force: 26.07.12
Supplement 3 to the 02 series of amendments
Date of Entry into Force: 15.07.13
Supplement 4 to the 02 series of amendments
Date of Entry into Force: 13.02.14
Supplement 5 to the 02 series of amendments
Date of Entry into Force: 10.06.14
Supplement 6 to the 02 series of amendments
Date of Entry into Force: 18.06.16

REGULATION No. 94-02
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO THE
PROTECTION OF THE OCCUPANTS IN THE EVENT OF A FRONTAL COLLISION
REGULATION
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

REGULATION No. 94-02
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO THE
PROTECTION OF THE OCCUPANTS IN THE EVENT OF A FRONTAL COLLISION
1. SCOPE
This Regulation applies to vehicles of Category M of a total permissible mass not
exceeding 2.5t; other vehicles may be approved at the request of the manufacturer;
2. DEFINITIONS
For the purposes 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 technology;
Their geometry;
Their 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 sidewalls
immediately above the point of contact with the ground;
2.4. "Overlap" means the percentage of the vehicle width directly in line with the barrier face;
2.5. "Deformable Barrier Face" means a crushable section mounted on the front of a rigid
block;
2.6. "Vehicle Type" means a category of power-driven vehicles which do not differ in such
essential respects as:
2.6.1. 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,
2.6.2. 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,
2.6.3. 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,

2.15. "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),
2.16. "Rechargeable Electrical Energy Storage System (REESS)" means the rechargeable
electrical energy storage system which provides electrical energy for propulsion,
2.17. "Electrical Protection Barrier" means the part providing protection against any direct
contact to the high voltage live parts,
2.18. "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,
2.19. "Live Parts" means conductive part(s) intended to be electrically energised in normal use,
2.20. "Exposed Conductive Part" means the conductive part which can be touched under the
provisions of the protection degree IPXXB, and which becomes electrically energised under
isolation failure conditions. This includes parts under a cover that can be removed without
using tools.
2.21. "Direct Contact" means the contact of persons with high voltage live parts,
2.22. "Indirect Contact" means the contact of persons with exposed conductive parts,
2.23. "Protection Degree 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 (degree IPXXB) as described in Paragraph 4 of Annex 11,
2.24. "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.
2.25. "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,
2.26. "Electrical Chassis" means a set made of conductive parts electrically linked together,
whose electrical potential is taken as reference,
2.27. "Electrical Circuit" means an assembly of connected high voltage live parts which is
designed to be electrically energised in normal operation,
2.28. "Electrical Energy Conversion System" means a system (e.g. fuel cell) that generates
and provides electrical energy for electrical propulsion,
2.29. "Electronic Converter" means a device capable of controlling and/or converting electrical
power for electrical propulsion,
2.30. "Enclosure" means the part enclosing the internal units and providing protection against
any direct contact,

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
02 corresponding to the 02 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.

5.2.1.2. The neck injury criteria (NIC) shall not exceed the values shown in Figures 1 and 2
Figure 1
Neck Tension Criterion
Figure 2
Neck Shear Criterion
5.2.1.3.
The neck bending moment about the y axis shall not exceed 57Nm in extension
;
5.2.1.4.
The thorax compression criterion (ThCC) shall not exceed 50mm;

5.2.4. After the impact, the side doors shall be unlocked.
5.2.4.1. 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.
5.2.4.2. 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 two test procedures, at the choice of the
manufacturer:
5.2.4.2.1. If testing in accordance with Annex 3, Paragraph 1.4.3.5.2.1., 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.
5.2.4.2.2. The test is conducted in accordance with Annex 3, Paragraph 1.4.3.5.2.2.
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:
5.2.5.1. 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 construction;
5.2.5.2. To release the dummies from their restraint system which, if locked, shall be capable of
being released by a maximum force of 60N on the centre of the release control;
5.2.5.3. 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.
5.2.8. Following the test conducted in accordance with the procedure defined in Annex 3 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:

5.2.8.1.4. Isolation Resistance
The criteria specified in the Paragraphs 5.2.8.1.4.1. and 5.2.8.1.4.2. below shall be met.
The measurement shall be conducted in accordance with Paragraph 5 of Annex 11.
5.2.8.1.4.1. 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 11) 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.
5.2.8.1.4.2. 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 11) shall have a minimum value of 500Ω/V of the working voltage.
However, if the protection degree 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 11)
shall have a minimum value of 100Ω/V of the working voltage.
5.2.8.2. 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 5.0L shall spill outside the passenger
compartment
The manufacturer shall demonstrate compliance in accordance with Paragraph 6. of
Annex 11.
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 11.

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.
If the vehicle does not have a sun visor or roof, the warning label shall be positioned in a
location where it is clearly visible at all times.
In the case of a frontal protection airbag for other seats in the vehicle, the warning must 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 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 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;
7.1.2.1. 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;

11. TRANSITIONAL PROVISION
11.1. As from the official date of entry into force of Supplement 4 to the 01 series of amendments,
no Contracting Party applying this Regulation shall refuse to grant type approval under this
Regulation as amended by Supplement 4 to the 01 series of amendments.
11.2. As from June 23, 2013, Contracting Parties applying this Regulation shall grant
type approvals only to those types of vehicles which comply with the requirements of this
Regulation as amended by Supplement 4 to the 01 series of amendments.
11.3. As long as there are no requirements in this Regulation with regard to the protection of the
occupants by means of a full frontal impact test, Contracting Parties may continue to apply
the requirements already in force for that purpose at the time of acceding to this Regulation.
11.4. As from the official date of entry into force of the 02 series of amendments, no Contracting
Party applying this Regulation shall refuse to grant type approval under this Regulation as
amended by the 02 series of amendments.
11.5. As from 24 months after the official date of entry into force of the 02 series of amendments,
Contracting Parties applying this Regulation shall grant type approvals only to those types of
vehicle which comply with the requirements of this Regulation as amended by the 02 series
of amendments.
However, in the case of vehicles having an electrical power train operating on high voltage,
an additional period of 12 months is granted provided that the manufacturer demonstrates,
to the satisfaction of the Technical Service, that the vehicle provides equivalent levels of
safety to those required by this Regulation as amended by the 02 series of amendments.
11.6. Contracting Parties applying this Regulation shall not refuse to grant extensions of
approvals issued to the preceding series of amendments to this Regulation, when this
extension does not entail any change to the propulsion system of the vehicle.
However, as from 48 months after the official date of entry into force of the 02 series of
amendments, extensions to approvals issued to the previous series of amendments shall
not be granted in respect of vehicles having an electrical power train operating on high
voltage.
11.7. Where at the time of entry into force of the 02 series of amendments to this Regulation
national requirements exist to address the safety provisions of vehicles having an electrical
power train operating on high voltage, those Contracting Parties applying this Regulation
may refuse national approval of such vehicles not meeting the national requirements, unless
these vehicles are approved to the 02 series of amendments to this Regulation.
11.8. As from 48 months after the entry into force of the 02 series of amendments to this
Regulation, Contracting Parties applying this Regulation may refuse national or regional
type approval and may refuse first national or regional registration (first entry into service) of
a vehicle having an electrical power train operating on high voltage which does not meet the
requirements of the 02 series of amendments to this Regulation.
11.9. Approvals of the vehicles to the 01 series of amendments to this Regulation which are not
affected by the 02 series of amendments shall remain valid and Contracting Parties applying
the Regulation shall continue to accept them.

ANNEX 1
(maximum format: A4 (210 × 297mm))
COMMUNICATION
issued by:
Name of administration:
.....................................
.....................................
.....................................
concerning:
APPROVAL GRANTED
APPROVAL EXTENDED
APPROVAL REFUSED
APPROVAL WITHDRAWN
PRODUCTION DEFINITELY DISCONTINUED
of a vehicle type with regard to the protection of the occupants in the event of a frontal collision, pursuant
to Regulation No. 94
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
materials ...............................................................................................................................................
5.1. Description of the protective system installed in the vehicle: ..............................................................
..............................................................................................................................................................
5.2. Description of the interior arrangements or fittings that might affect the tests: ...................................
..............................................................................................................................................................
5.3. Location of the electrical power source ...............................................................................................

ANNEX 2
ARRANGEMENTS OF APPROVAL MARK
MODEL A
(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 the Netherlands (E4)
pursuant to Regulation No. 94 under approval number 021424. The approval number indicates that the
approval was granted in accordance with the requirements of Regulation No. 94 as amended by the
02 series of amendments.
MODEL B
(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 (E4) pursuant to Regulations Nos. 94 and 11 . The first two digits of the approval
numbers indicate that, at the dates when the respective approvals were granted, Regulation No. 94
incorporated the 02 series of amendments and Regulation No. 11 incorporated the 02 series of
amendments.

1.4.2. Mass of Vehicle
1.4.2.1. For the test, the mass of the vehicle submitted shall be the unladen kerb mass;
1.4.2.2. 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.
1.4.2.3. All the other systems (brake, cooling, ...) may be empty in this case, the mass of the liquids
shall be carefully compensated.
1.4.2.4. 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;
1.4.2.5. The mass of the measuring apparatus shall not change each axle reference load by more
than 5%, each variation not exceeding 20kg.
1.4.2.6. The mass of the vehicle resulting from the provisions of Paragraph 1.4.2.1. above shall be
indicated in the report.
1.4.3. Passenger Compartment Adjustments
1.4.3.1. Position of steering wheel
1.4.3.2. Glazing
The steering wheel, if adjustable, shall be placed in the normal position indicated by the
manufacturer or, failing that, midway between the limits of its range(s) of adjustment. At the
end of 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.
1.4.3.3. Gear-change lever
1.4.3.4. Pedals
The gear-change lever shall be in the neutral position.
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.

1.4.3.11. Seats
1.4.3.11.1. Position of front seats
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.
1.4.3.11.2 Position of the front seat-backs
1.4.3.11.3. 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.
If adjustable, the rear seats or rear bench seats shall be placed in the rearmost position.
1.4.4. Electrical Power Train Adjustment
1.4.4.1. The REESS shall be at any state of charge, which allows the normal operation of the power
train as recommended by the manufacturer.
1.4.4.2. The electrical power train shall be energised with or without the operation of the original
electrical energy sources (e.g. engine-generator, REESS or electric energy conversion
system), however:
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 energised insofar as
there is no negative influence on the test result. For parts of the electrical power train not
energised, 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.

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 and Tibia of the Dummy
5.2.4.1. The axial compressive force and the bending moments are measured with a CFC of 600.
5.2.4.2. The displacement of the tibia with respect to the femur is measured at the knee sliding joint
with a CFC of 180.
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 the "B" pillar on the struck side 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 on the struck side.

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 and by
the duration of the compressive load expressed in ms.
5. TIBIA COMPRESSIVE FORCE CRITERION (TCFC) AND TIBIA INDEX (TI)
5.1. The tibia compressive force criterion is determined by the compressive load (F ) expressed
in kN, transmitted axially on each tibia of the dummy and measured according to
Paragraph 5.2.4. of Annex 3.
5.2. The tibia index is calculated on the basis of the bending moments (M and M ) measured
according to Paragraph 5.1. by the following expression:
TI = M / (M ) +
F
/ (F
)
where:
M
=
bending moment about the x axis
M
=
bending moment about the y axis
(M )
=
critical bending moment and shall be taken to be 225Nm
F
=
compressive axial force in the z direction
(F )
=
critical compressive force in the z direction and shall be taken to be
35.9kN and
M = (M ) + (M
)
The tibia index is calculated for the top and the bottom of each tibia; however, F may be
measured at either location. The value obtained is used for the top and bottom
TI calculations. Moments M and M are both measured separately at both locations.
6. PROCEDURE FOR CALCULATING THE VISCOUS CRITERIA (V * C) FOR HYBRID III
DUMMY
6.1. 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.

ANNEX 5
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
seat.
1.2. Front Bench Seat
1.2.1. Driver
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 DUMMIES
2.1. Head
2.2. 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 must be followed. First adjust the position of the "H" Point within the
limits set forth in Paragraph 2.4.3.1. 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 2.4.3.2. 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°.
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.
2.2.2. The passenger's upper arms shall be in contact with the seat back and the sides of the
torso.

2.6. Feet
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.
2.6.2. The heels of both feet of the passenger test dummy shall be placed as far forward as
possible and shall rest on the floor pan. Both feet shall be positioned as flat as possible on
the toe board. The longitudinal centreline of the feet shall be placed as parallel as possible
to the longitudinal centreline of the vehicle.
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 dummies and the system of measuring instruments shall be
stabilised before the test and maintained so far as possible within a range between 19°C
and 22°C.
2.9. Dummy Clothing
2.9.1. The instrumented dummies 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 US 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 dummies.
3. ADJUSTMENT OF RESTRAINT SYSTEM
With the test dummy at its designated seating position as specified by the appropriate
requirements of Paragraphs 2.1. through 2.6. 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. Apply a 9 to 18N
tension load to the lap belt. If the belt system is equipped with a tension-relieving 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 retractive force of the retractor.

ANNEX 7
TEST PROCEDURE WITH TROLLEY
1. TEST INSTALLATION AND PROCEDURE
1.1. Trolley
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
1.2.1. General
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.
1.2.2. Adjustments
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°.
1.4. Dummies
The dummies and their positioning shall conform to the specifications in Annex 3,
Paragraph 2.

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).
1.11. Environment
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 range.
2.2. Amplitude Against Frequency
The frequency response of a data channel shall lie within the limiting curves given in
Figure 1. The zero dB line is determined by the calibration factor.
2.3. Phase Delay Time
2.4. 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 1/10F seconds between 0.03F and F .
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, must 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 synchronisation pulses and
digital signals.

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
class.
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 .
2.5
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.

Figure 1
Frequency response curve
N
Logarithmic scale
CFC
F
Hz
F
Hz
F
Hz
a
b
c
d
e
f
g
±0.5
+0.5;
+0.5;
-9
-24

-30
-1
-4
dB
dB
dB
dB/octave
dB/octave
1,000
600
180
60
≤0.1
≤0.1
≤0.1
≤0.1
1,000
600
180
60
1,650
1,000
300
100

1.2. Bumper Element
Dimensions
Height:
Width:
Depth:
330mm (in direction of honeycomb ribbon axis)
1,000mm
90mm (in direction of honeycomb cell axes)
All above dimensions should allow a tolerance of ±2.5mm
Material:
Aluminium 3003 (ISO 209, Part 1)
Foil Thickness:
0.076mm ± 15%
Cell Size:
6.4mm ± 20%
Density:
82.6kg/m ± 20%
Crush Strength:
1.711MPa +0% -10%
1.3.
Backing Sheet
Dimensions
Height:
Width:
Thickness:
800mm ± 2.5mm
1,000mm ± 2.5mm
2.0mm ± 0.1mm
1.4. Cladding Sheet
Dimensions
Length:
Width:
Thickness:
1,700mm ± 2.5mm
1,000mm ± 2.5mm
0.81 ± 0.07mm
Material: Aluminium 5251/5052 (ISO 209, Part 1)

2.2. Sample Size
Samples of the following size shall be used for testing:
Length:
Width:
Thickness:
150mm ± 6mm
150mm ± 6mm
50mm ± 2mm
The walls of incomplete cells around the edge of the sample shall be trimmed as follows:
In the "W" direction, the fringes shall be no greater than 1.8mm (see Figure 3 of this Annex).
In the "L" direction, half the length of one bonded cell wall (in the ribbon direction) shall be
left at either end of the specimen (see Figure 3 of this Annex).
2.3. Area Measurement
The length of the sample shall be measured in three locations, 12.7mm from each end and
in the middle, and recorded as L , L and L (Figure 3 of this Annex). In the same manner,
the width shall be measured and recorded as W , W and W (Figure 3 of this Annex).
These measurements shall be taken on the centreline of the thickness. The crush area shall
then be calculated as:
(L
A =
+ L
3
+ L
) (W
×
+ W
3
+ W
)
2.4. Crush Rate and Distance
The sample shall be crushed at a rate of not less than 5.1mm/min and not more than
7.6mm/min. The minimum crush distance shall be 16.5mm.
2.5. Data Collection
Force versus deflection data are to be collected in either analogue or digital form for each
sample tested. If analogue data are collected then a means of converting this to digital shall
be available. All digital data shall be collected at a rate of not less than 5Hz (5 points
per second).

3.2. The adhesive should be applied to one surface only, using a ribbed rubber roller. In cases
where honeycomb is to be bonded to aluminium sheet, the adhesive should be applied to
the aluminium sheet only.
A maximum of 0.5kg/m shall be applied evenly over the surface, giving a maximum film
thickness of 0.5mm.
4. CONSTRUCTION
4.1. The main honeycomb block shall be bonded to the backing sheet with adhesive such that
the cell axes are perpendicular to the sheet. The cladding shall be bonded to the front
surface of the honeycomb block. The top and bottom surfaces of the cladding sheet shall
not be bonded to the main honeycomb block but should be positioned closely to it. The
cladding sheet shall be adhesively bonded to the backing sheet at the mounting flanges.
4.2. The bumper element shall be adhesively bonded to the front of the cladding sheet such that
the cell axes are perpendicular to the sheet. The bottom of the bumper element shall be
flush with the bottom surface of the cladding sheet. The bumper facing sheet shall be
adhesively bonded to the front of the bumper element.
4.3. The bumper element shall then be divided into three equal sections by means of two
horizontal slots. These slots shall be cut through the entire depth of the bumper section and
extend the whole width of the bumper. The slots shall be cut using a saw; their width shall
be the width of the blade used and shall not exceed 4.0mm.
4.4. Clearance holes for mounting the barrier are to be drilled in the mounting flanges (shown in
Figure 5). The holes shall be of 9.5mm diameter. Five holes shall be drilled in the top flange
at a distance of 40mm from the top edge of the flange and five in the bottom flange, 40mm
from the bottom edge of that flange. The holes shall be at 100mm, 300mm, 500mm,
700mm, 900mm from either edge of the barrier. All holes shall be drilled to ±1mm of the
nominal distances. These hole locations are a recommendation only. Alternative positions
may be used which offer at least the mounting strength and security provided by the above
mounting specifications.
5. MOUNTING
5.1. The deformable barrier shall be rigidly fixed to the edge of a mass of not less than 7 × 10 kg
or to some structure attached thereto. The attachment of the barrier face shall be such that
the vehicle shall not contact any part of the structure more than 75mm from the top surface
of the barrier (excluding the upper flange) during any stage of the impact . The front face of
the surface to which the deformable barrier is attached shall be flat and continuous over the
height and width of the face and shall be vertical ±1° and perpendicular ±1° to the axis of the
run-up track. The attachment surface shall not be displaced by more than 10mm during the
test. If necessary, additional anchorage or arresting devices shall be used to prevent
displacement of the concrete block. The edge of the deformable barrier shall be aligned with
the edge of the concrete block appropriate for the side of the vehicle to be tested.

If a ≥ 900mm: x = 1/3 (b-600mm) and y = 1/3 (a-600mm) (for a ≤ b)
If a < 900mm: x = 1/5 (b-1200mm) and y = ½ (a-300mm) (for a ≤ b)
Figure 2
Locations of Samples for Certification

Figure 4
Crush Force and Displacement
Figure 5
Positions of Holes for Barrier Mounting

1.3.6. Allow a period of at least 30min between successive tests on the same leg.
1.3.7. The data acquisition system, including transducers, shall conform to the specifications for
CFC 600, as described in Annex 8.
1.4. Performance Specification
1.4.1. When each ball of the foot is impacted at 6.7 (±0.1)m/s in accordance with Paragraph 1.3.
above, the maximum lower tibia bending momentum about the y-axis (M ) shall be
120 ± 25Nm.
2. LOWER FOOT IMPACT TEST WITHOUT SHOE
2.1. The objective of this test is to measure the response of the Hybrid III foot skin and insert to
well-defined, hard-faced pendulum impacts.
2.2. The complete Hybrid III lower leg assembly, left (86-5001-001) and right (86-5001-002),
equipped with the foot and ankle assembly, left (78051-614) and right (78051-615), shall be
used, including the knee assembly.
The load cell simulator (78051-319 Rev A) shall be used to secure the knee assembly
(79051-16 Rev B) to the test fixture.
2.3. Test Procedure
2.3.1. Each leg assembly shall be maintained (soaked) for 4h prior to the test at a temperature of
22 ± 3°C and a relative humidity of 40 ± 30%. The soak period shall not include the time
required to reach steady state conditions.
2.3.2. Clean the impact surface of the skin and also the impactor face with isopropyl alcohol or
equivalent prior to the test. Dust with talc. Check that there is no visible damage to the
energy absorbing insert to the heel.
2.3.3. Align the impactor accelerometer with its sensitive axis parallel to the impactor longitudinal
centre line.
2.3.4. Mount the leg assembly to the fixture shown in Figure 2 of this Annex. The test fixture shall
be rigidly secured to prevent movement during impact. The centre line of the femur load cell
simulator (78051-319) shall be vertical with a tolerance of ±0.5°. Adjust the mount such that
the line joining the knee clevis joint and the ankle attachment bolt is horizontal with a
tolerance of ±3° with the heel resting on two sheets of a flat low-friction (PTFE sheet)
surface. Ensure that the tibia flesh is located fully towards the knee end of the tibia. Adjust
the ankle such that the plane of the underside of the foot is vertical and perpendicular to the
direction of the impact with a tolerance of ±3° and such that the midsagittal plane of the foot
is aligned with the pendulum arm. Adjust the knee joint to 1.5 ± 0.5g range before each test.
Adjust the ankle joint so that it is free and then tighten just sufficiently to keep the foot stable
on the PTFE sheet.

3.3.4. Mount the leg assembly to the fixture shown in Figure 3 of this Annex. The test fixture shall
be rigidly secured to prevent movement during impact. The centre line of the femur load cell
simulator (78051-319) shall be vertical with a tolerance of ±0.5°. Adjust the mount such that
the line joining the knee clevis joint and the ankle attachment bolt is horizontal with a
tolerance of ±3° with the heel of the shoe resting on two sheets of a flat low-friction (PTFE
sheet) surface. Ensure that the tibia flesh is located fully towards the knee end of the tibia.
Adjust the ankle such that a plane in contact with the heel and sole of the underside of the
shoe is vertical and perpendicular to the direction of impact with a tolerance of ±3° and such
that the midsagittal plane of the foot, and shoe is aligned with the pendulum arm. Adjust the
knee joint to 1.5 ± 0.5g range before each test. Adjust the ankle joint so that it is free and
then tighten just sufficiently to keep the foot stable on the PTFE sheet.
3.3.5. The rigid impactor comprises a horizontal cylinder diameter 50 ± 2mm and a pendulum
support arm diameter 19 ± 1mm (Figure 4 of this Annex). The cylinder has a mass of
1.25 ± 0.02kg including instrumentation and any part of the support arm within the cylinder.
The pendulum arm has a mass of 285 ± 5g. The mass of any rotating part of the axle to
which the support arm is attached should not be greater than 100g. The length between the
central horizontal axis of the impactor cylinder and the axis of rotation of the whole
pendulum shall be 1,250 ± 1mm. The impact cylinder is mounted with its longitudinal axis
horizontal and perpendicular to the direction of impact. The pendulum shall impact the heel
of the shoe in a horizontal plane which is a distance of 62 ± 2mm above the base of the
dummy heel when the shoe is resting on the rigid horizontal platform, so that the longitudinal
centre line of the pendulum arm falls within 1° of a vertical line at impact. The impactor shall
be guided to exclude significant lateral, vertical or rotational movement.
3.3.6. Allow a period of at least 30min between successive tests on the same leg.
3.3.7. The data acquisition system, including transducers, shall conform to the specifications for
CFC 600, as described in Annex 8.
3.4. Performance Specification
3.4.1. When the heel of the shoe is impacted at 6.7 ± 0.1m/s in accordance with Paragraph 3.3.
above, the maximum tibia compressive force (F ) shall be 3.3 ± 0.5kN.

Figure 3
Lower Foot Impact Test (with Shoe) - Test Set-up Specifications

ANNEX 11
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. 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 on-board 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 degree 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 energised.

(c)
TE
TE
= 0.5 × C
= 0.5 × C
×
( V
− 3 600)
( V
− 3 600)
×
This procedure is not applicable if the test is performed under the condition where the electric
power train is not energised.
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)

APPENDIX
JOINTED TESTT FINGER (DEGREE IPXXB)
Figure 1
Jointed Test Finger
Material: metal, except where otherwise specified
Linear dimensions in millimetres
Tolerances on dimensions withoutt specific tolerance:
(a)
(b)
On angles: 0/-10°
On linear dimensions: up to t 25mm: 0/-0.05mm over 25mm: ± 0.2mm 0
Both joints
shall permit movementt in the samee plane and the same direction through an angle of 90° with
a 0 to +10° tolerance.
Occupant Protection in Frontal Collision.