Regulation No. 95-02

Name:Regulation No. 95-02
Description:Occupant Protection in Lateral (Side) Collision.
Official Title:Uniform Provisions Concerning the Approval of: Vehicles with Regard to the Protection of the Occupants in the Event of a Lateral Collision.
Country:ECE - United Nations
Date of Issue:1995-07-20
Amendment Level:02 Series, Supplement 1, Corrigendum 1
Number of Pages:75
Vehicle Types:Car, Light Truck
Subject Categories:Prior Versions
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Keywords:

vehicle, test, regulation, approval, figure, impact, dummy, annex, side, seat, impactor, point, position, machine, part, paragraph, torso, plate, manufacturer, back, front, angle, force, head, mass, block, barrier, type, rib, deflection, tests, reference, load, data, spine, requirements, neck, means, series, appendix, system, blocks, lower, amendments, procedure, defined, time, device, seating, iso

Text Extract:

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E/ECE/324
) Rev.1/Add.94/Amend.4/Corr.2
E/ECE/TRANS/505 )
March 20, 2008
STATUS OF UNITED NATIONS REGULATION
ECE 95
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF:
VEHICLES WITH REGARD TO THE PROTECTION OF THE
OCCUPANTS IN THE EVENT OF A LATERAL COLLISION
Incorporating:
00 series of amendments
Date of Entry into Force: 06.07.95
Corr. 2 to 00 series of amendments
Dated: 10.03.95
Corr. 3 to the 00 series of amendments
Dated: 01.08.02
01 series of amendments
Date of Entry into Force: 12.08.98
Corr. 1 to the 01 series of amendments
Dated: 14.03.01
Supplement 1 to the 01 series of amendments
Date of Entry into Force: 14.11.99
02 series of amendments
Date of Entry into Force: 16.07.03
Supplement 1 to the 02 series of amendments
Date of Entry into Force: 12.08.04
Corr. 1 to Supplement 1 to the 02 series of amendments
Dated: 20.03.08

REGULATION NO. 95
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO THE
PROTECTION OF THE OCCUPANTS IN THE EVENT OF A LATERAL COLLISION
REGULATION
1. Scope
2. Definitions
3. Application for approval
4. Approval
5. Specifications and tests
6. Modification of the vehicle type
7. Conformity of production
8. Penalties for non-conformity of production
9. Production definitely discontinued
10. Transitional provisions
CONTENTS
11. Names and addresses of technical services responsible for conducting approval tests, and of
administrative departments
ANNEXES
Annex 1 -
Annex 2 -
Annex 3 -
Communication concerning the approval or extension or refusal or withdrawal of approval or
production definitely discontinued of a vehicle type with regard to protection of occupants in
the event of a lateral collision, pursuant to Regulation No. 95
Arrangements of the approval mark
Procedure for determining the "H" Point and the actual torso angle for seating positions in
motor vehicles
Appendix 1 -
Appendix 2 -
Appendix 3 -
Description of the three dimensional "H" Point machine (3-D H machine)
Three dimensional reference system
Reference data concerning seating positions
Annex 4 -
Collision test procedure
Appendix 1 -
Determination of performance data
Appendix 2 - The procedure for calculating the viscous criterion for EUROSID 1

REGULATION NO. 95
1. SCOPE
This Regulation applies to the lateral collision behaviour of the structure of the passenger
compartment of M and N categories of vehicles where the R Point of the lowest seat is not
more than 700 mm from ground level when the vehicle is in the condition corresponding to the
reference mass defined in Paragraph 2.10. of this Regulation.
2. DEFINITIONS
For the purposes of this Regulation:
2.1. "Approval of a vehicle" means the approval of a vehicle type with regard to the behaviour of
the structure of the passenger compartment in a lateral collision;
2.2. "Vehicle type" means a category of power-driven vehicles which do not differ in such
essential respects as:
2.2.1. the length, width and ground clearance of the vehicle, in so far as they have a negative effect
on the performance prescribed in this Regulation;
2.2.2. the structure, dimensions, lines and materials of the side walls of the passenger compartment
in so far as they have a negative effect on the performance prescribed in this Regulation;
2.2.3. the lines and inside dimensions of the passenger compartment and the type of protective
systems, in so far as they have a negative effect-on the performance prescribed in this
Regulation;
2.2.4. the siting of the engine (front, rear or centre);
2.2.5. the unladen mass, in so far as there is a negative effect on the performance prescribed in this
Regulation;
2.2.6. the optional arrangements or interior fittings in so far as they have a negative effect on the
performance prescribed in this Regulation;
2.2.7. the type of front seat(s) and position of the "R" Point in so far as they have a negative effect
on the performance prescribed in this Regulation;
2.3. "Passenger compartment" means the space for occupant accommodation, bounded by the
roof, floor, side walls, doors, outside glazing and front bulkhead and the plane of the rear
compartment bulkhead or the plane of the rear-seat back support;
2.4. "R Point" or "seating reference point" means the reference point specified by the vehicle
manufacturer which:
2.4.1. has co-ordinates determined in relation to the vehicle structure;
2.4.2. corresponds to the theoretical position of the point of torso/thighs rotation (H Point) for the
lowest and most rearward normal driving position or position of use given by the vehicle
manufacturer for each seating position specified by him;

3.3. The applicant for approval shall be entitled to present any data and results of tests carried out
which make it possible to establish that compliance with the requirements can be achieved on
prototype vehicles with a sufficient degree of accuracy.
3.4. A vehicle which is representative of the type to be approved shall be submitted to the
technical service responsible for conducting the approval tests.
3.4.1. A vehicle not comprising all the components proper to the type may be accepted for tests
provided that it can be shown that the absence of the components omitted has no detrimental
effect on the performance prescribed in the requirements of this Regulation.
3.4.2. It shall be the responsibility of the applicant for approval to show that the application of
Paragraph 3.4.1 is in 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 Paragraph 5 below, approval of that vehicle type shall be granted.
4.2. 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.
4.3. An approval number shall be assigned to each type approved. Its first two digits (at present
01 corresponding to the 01 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.
4.4. Notice of approval or of extension or of refusal of approval of a vehicle type pursuant to this
Regulation shall be communicated by the Parties to the Agreement applying this Regulation
by means of a form conforming to the model in Annex l to this Regulation and photographs
and/or diagrams and drawings supplied by the applicant for approval, in a format not
exceeding A4 (210 x 297) mm or folded to that format and on an appropriate scale.
4.5. There shall be affixed to every vehicle conforming to a vehicle type approved under this
Regulation, conspicuously and in a readily accessible place specified on the approval form, an
international approval mark consisting of:
4.5.1. a circle surrounding the Letter "E" followed by the distinguishing number of the country which
has granted approval;

5.2.1.2. the thorax performance criteria shall be:
(a)
(b)
Rib Deflection Criterion (RDC) less than or equal to 42 mm;
Soft Tissue Criterion (VC) less or equal to 1.0 m/sec.
For a transitional period of two years after the date specified in Paragraph 10.2. of this
Regulation the V * C value is not a pass/fail criterion for the approval testing, but this value
has to be recorded in the test report and to be collected by the approval authorities. After this
transitional period, the VC value of 1.0 m/sec shall apply as a pass/fail criterion unless the
Contracting Parties applying this Regulation decide otherwise.
5.2.1.3. the pelvis performance criterion shall be:
Pubic Symphysis Peak Force (PSPF) less than or equal to 6 kN.
5.2.1.4. the abdomen performance criterion shall be:
Abdominal Peak Force (APF) less than or equal to 2.5 kN internal force (equivalent to external
force of 4.5 kN).
5.3. Particular Requirements
5.3.1. No door shall open during the test.
5.3.2. After the impact, it shall be possible without the use of tools to:
5.3.2.1 open a sufficient number of doors provided for normal entry and exit of passengers, and if
necessary tilt the seat-backs or seats to allow evacuation of all occupants;
5 3.2.2. release the dummy from the protective system;
5.3.2.3. remove the dummy from the vehicle;
5.3.3. no interior device or component shall become detached in such a way as noticeably to
increase the risk of injury from sharp projections or jagged edges;
5.3.4. ruptures, resulting from permanent deformation are acceptable, provided these do not
increase the risk of injury;
5.3.5. if there is continuous leakage of liquid from the fuel-feed installation after the collision, the rate
of leakage shall not exceed 30 g/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.
6. MODIFICATION OF THE VEHICLE TYPE
6.1. Any modification affecting the structure, the number and type of seats, the interior trim or
fittings, or the position of the vehicle controls or of mechanical parts which might affect the
energy-absorption capacity of the side of the vehicle, shall be brought to the notice of the
administrative department granting approval. The department may then either:
6.1.1. 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

9. PRODUCTION DEFINITELY DISCONTINUED
If the holder of the approval completely ceases to manufacturer a type of vehicle approved in
accordance with this Regulation, he shall so inform the 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.
10. TRANSITIONAL PROVISIONS
10.1. As from the official date of entry into force of Supplement 1 to the 02 series of amendments,
no Contracting Party applying this Regulation shall refuse to grant ECE approval under this
Regulation as amended by Supplement 1 to the 02 series of amendments.
10.2. As from 12 months after the entry into force of the 02 series of amendments Contracting
Parties applying this Regulation shall grant ECE approvals only to those types of vehicles
which comply with the requirements of this Regulation as amended by the 02 series of
amendments.
10.3. As from 60 months after the entry into service of the 02 series of amendments Contracting
Parties applying this Regulation may refuse first national registration (first entry into service) of
vehicles which do not meet the requirements of this Regulation as amended by the 02 series
of amendments.
10.4. As from 36 months after the entry into force of Supplement 1 to the 02 series of amendments
Contracting Parties applying this Regulation shall grant ECE approvals only to those types of
vehicles which comply with the requirements of this Regulation, as amended by Supplement 1
to the 02 series of amendments.
10.5. As from 84 months after the entry into force of Supplement 1 to the 02 series of amendments
Contracting Parties applying this Regulation may refuse first national registration (first entry
into service) of vehicles which do not meet the requirements of this Regulation as amended
by Supplement 1 to the 02 series of amendments.
11. NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR
CONDUCTING APPROVAL TESTS, AND OF ADMINISTRATIVE DEPARTMENTS
The Contracting Parties to the Agreement applying this Regulation shall communicate to the
United Nations secretariat the names and addresses of the technical services responsible for
conducting approval tests, and of the administrative departments which grant approval and to
which forms certifying approval or extension, or refusal or withdrawal of approval, issued in
other countries, are to be sent.

13. Date ......................................................................................................................................................
14. Signature ..............................................................................................................................................
15. The list of documents deposited with the Administrative Service which has granted approval is
Annexed to this communication and may be obtained on request.

ANNEX 3
PROCEDURE FOR DETERMINING THE "H" POINT AND THE ACTUAL
TORSO ANGLE FOR SEATING POSITIONS IN MOTOR VEHICLES
1. PURPOSE
The procedure described in this Annex is used to establish the "H" Point location and the
actual torso angle for one or several seating positions in a motor vehicle and to verify the
relationship of measured data to design specifications given by the vehicle manufacturer.
2. DEFINITIONS
For the purposes of this Annex:
2.1. "Reference data" means one or several of the following characteristics of a seating position:
2.1.1. the "H" Point and the "R" Point and their relationship,
2.1.2. the actual torso angle and the design torso angle and their relationship.
2.2. "Three-dimensional 'H' Point machine" (3-D H machine) means the device used for the
determination of "H" Points and actual torso angles. This device is described in Appendix l to
this Annex;
2.3. " 'H' Point" means the pivot centre of the torso and the thigh of the 3-D H machine installed
in the vehicle seat in accordance with Paragraph 4 below. The "H" Point is located in the
centre of the centreline of' the device which is between the "H" Point sight buttons on either
side of the 3-D H machine. The "H" Point corresponds, theoretically to the "R" Point (for
tolerances see Paragraph 3.2.2. below). Once determined in accordance with the procedure
described in Paragraph 4, the "H" Point is considered fixed in relation to the seat-cushion
structure and to move with it when the seat is adjusted;
2.4. " 'R' Point" or "seating reference point" means a design point defined by the vehicle
manufacturer for each seating position and established with respect to the three-dimensional
reference system;
2.5. "Torso-line" means the centreline of the probe of the 3-D H machine with the probe in the
fully rearward position;
2.6. "Actual torso angle" means the angle measured between a vertical line through the
"H" Point and the torso line using the back angle quadrant on the 3-D H machine. The actual
torso angle corresponds theoretically to the design torso angle (for tolerances see
Paragraph 3.2.2. below):
2.7. "Design torso angle" means the angle measures between a vertical line through the
"R" Point and the torso line in a position which corresponds to the design position of the
seat-back established by the vehicle manufacturer;

3.2.5. If the results of at least two of the three operations described in Paragraph 3.2.4. above do
not satisfy the requirements of Paragraph 3.2.2. above, or if the verification cannot take place
because the vehicle manufacturer has failed to supply information regarding the position of
the "R" Point or regarding the design torso angle, the centroid of the three measured points
or the average of the three measured angles shall be used and be regarded as applicable in
all cases where the "R" Point or the design torso angle is referred to in this Regulation.
4. PROCEDURE FOR "H" POINT AND ACTUAL TORSO ANGLE DETERMINATION
4.1. The vehicle shall be preconditioned at the manufacturer's discretion, at a temperature of
20 ± 10°C to ensure that the seat material reached room temperature. If the seat to be
checked has never been sat upon, a 70 to 80 kg person or device shall sit on the seat twice
for one minute to flex the cushion and back. At the manufacturer's request, all seat
assemblies shall remain unloaded for a minimum period of 30 min prior to installation of the
3-D H machine.
4.2. The vehicle shall be at the measuring attitude defined in Paragraph 2.11. above.
4.3. The seat, if it is adjustable, shall be adjusted first to the rearmost normal driving or riding
position, as indicated by the vehicle manufacturer, taking into consideration only the
longitudinal adjustment of the seat, excluding seat travel used for purposes other than normal
driving or riding positions. Where other modes of seat adjustment exist (vertical, angular,
seat-back, etc.) these will then be adjusted to the position specified by the vehicle
manufacturer. For suspension seats, the vertical position shall be rigidly fixed corresponding
to a normal driving position as specified by the manufacturer.
4.4. The area of the-seating position contacted by the 3-D H machine shall be covered by a
muslin cotton, of sufficient size and appropriate texture, described as a plain cotton fabric
having 18.9 threads per cm and weighing 0.228 kg/m or knitted or non-woven fabric having
equivalent characteristics. If the test is run on a seat outside the vehicle, the floor on which
the seat is placed shall have the same essential characteristics as the floor of the vehicle in
which the seat is intended to be used.
4.5. Place the seat and back assembly of the 3-D H machine so that the centreplane of the
occupant (C/LO) coincides with the centreplane of the 3-D H machine. At the manufacturer's
request, the 3-D H machine may be moved inboard with respect to the C/LO if the 3-D H
machine is located so far outboard that the seat edge will not permit levelling of the 3-D H
machine.
4.6. Attach the foot and lower leg assemblies to the seat pan assembly, either individually or by
using the T-bar and lower leg assembly. A line through the "H" Point sight buttons shall be
parallel to the ground and perpendicular to the longitudinal centreplane of the seat.

4.12. Tilt the back pan forward to release the tension on the seat-back. Rock the 3-D H machine
from side to side through a 10° arc (5° to each side of the vertical centreplane) for three
complete cycles to release any accumulated friction between the 3-D H machine and the
seat.
During the rocking action, the T-bar of the 3-D H machine may tend to diverge from the
specified horizontal and vertical alignment. The T-bar must therefore be restrained by
applying an appropriate lateral load during the rocking motions. Care shall be exercised in
holding the T-bar and rocking the 3-D H machine to ensure that no inadvertent exterior loads
are applied in a vertical or fore and aft direction.
The feet of the 3-D H machine are not to be restrained or held during this step. If the feet
change position, they should be allowed to remain in that attitude for the moment.
Carefully return the back pan to the seat-back and check the two spirits levels for zero
position. If any movement of the feet has occurred during the rocking operation of the 3-D H
machine, they must be repositioned as follows:
Alternately, lift each foot off the floor the minimum necessary amount until no additional foot
movement is obtained. During this lifting, the feet are to be free to rotate; and no forward or
lateral loads are to be applied. When each foot is placed back in the down position, the heel
is to be in contact with the structure designed for this.
Check the lateral spirit level for zero position; if necessary, apply a lateral load to the top of
the back pan sufficient to level the 3-D H machine's seat pan on the seat.
4.13. Holding the T-bar to prevent the 3-D H machine from sliding forward on the seat cushion,
proceed as follows:
(a)
return the back pan to the seat-back;
(b)
alternately apply and release a horizontal rearward load, not to exceed 25 N, to the
back angle bar at a height approximately at the centre of the torso weights until the
hip angle quadrant indicates that a stable position has been reached after load
release. Care shall be exercised to ensure that no exterior downward or lateral loads
are applied to the 3-D H machine. If another level adjustment of the 3-D H machine is
necessary, rotate the back pan forward, re-level, and repeat the procedure from
Paragraph 4.12.
4.14. Take all measurements:
4.14.1. The co-ordinates of the "H" Point are measured with respect to the three-dimensional
reference system.
4.14.2. The actual torso angle is read at the back angle quadrant of the 3-D H machine with the
probe in its fully rearward position.
4.15. If a re-run of the installation of the 3-D H machine is desired, the seat assembly should
remain unloaded for a minimum period of 30 min prior to the re-run. The 3-D H machine
should not be left loaded on the seat assembly longer than the time required to perform the
test.

ANNEX 3 - APPENDIX 1
DESCRIPTION OF THE THREE DIMENSIONAL"'H" POINT MACHINE
(3-D H machine)
1. BACK AND SEAT PANS
The back and seat pans are constructed of reinforced plastic and metal; they simulate the
human torso and thigh and are mechanically hinged at the "H" Point. A quadrant is fastened
to the probe hinged at the "H" Point to measure the actual torso angle. An adjustable thigh
bar, attached to the seat pan, establishes the thigh centreline and serves as a baseline for
the hip angle quadrant.
2. BODY AND LEG ELEMENTS
Lower leg segments are connected to the seat pan assembly at the T-bar joining the knees,
which is a lateral extension of the adjustable thigh bar. Quadrants are incorporated in the
lower leg segments to measure knee angles. Shoe and foot assemblies are calibrated to
measure the foot angle. Two spirit levels orient the device in space. Body element weights
are placed at the corresponding centres of gravity to provide seat penetration equivalent to a
76 kg male. All joints of the 3-D H machine should be checked for free movement without
encountering noticeable friction.

Figure 2
Dimensions of the 3-D H Machine Elements and Load Distribution

ANNEX 3 - APPENDIX 3
REFERENCE DATA CONCERNING SEATING POSITIONS
1. CODING OF REFERENCE DATA
Reference data are listed consecutively for each seating position. Seating positions are
identified by a two-digit code. The first digit is an Arabic numeral and designates the row of
seats, counting from the front to the rear of the vehicle. The second digit is a capital letter which
designates the location of the seating position in a row, as viewed in the direction of forward
motion of the vehicle; the following letters shall be used:
L = left
C = centre
R = right
2. Description of vehicle measuring attitude
2.1. Co-ordinates of fiducial marks
X ...................................
Y ...................................
Z ...................................
3. List of reference data
3.1. Seating position: ..................................
3.1.1. Co-ordinates of "R" Point
X ...................................
Y ...................................
Z ...................................
3.1.2. Design torso angle:
3.1.3. Specifications for seat adjustment
horizontal :
.............................
vertical
:
.............................
angular
:
.............................
torso angle:
.............................
Note: List reference data for further seating positions under 3.2., 3.3., etc.

4. STATE OF THE VEHICLE
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
omitted or replaced by equivalent masses where this omission or substitution clearly has no
effect on the results of the test.
4.2. Vehicle Equipment Specification
The test vehicle shall have all the optional arrangements or fittings likely to influence the
results of the test.
4.3. Mass of the Vehicle
4.3.1. The vehicle to be tested shall have the reference mass as defined in Paragraph 2.10. of this
Regulation. The mass of the vehicle shall be adjusted to ± 1% of the reference mass.
4.3.2. The fuel tank shall be filled with water to a mass equal to 90% of the mass of a full load of
fuel as specified by the manufacturer.
4.3.3. All the other systems (brake, cooling, etc.) may be empty; in this case, the mass of the liquids
shall be offset.
4.3.4. If the mass of the measuring apparatus on board of the vehicle exceeds the 25 kg allowed, it
may be offset by reductions which have no noticeable effect on the results of the test.
4.3.5. The mass of the measuring apparatus shall not change each axle reference load by more
than 5%, each variation not exceeding 20 kg.
5. PREPARATION OF THE VEHICLE
5.1. The side windows at least on the struck side shall be closed.
5.2. The doors shall be closed, but not locked.
5.3. The transmission shall be placed in neutral and the parking brake disengaged.
5.4. The comfort adjustments of the seats, if any, shall be adjusted to the position specified by the
vehicle manufacturer.
5.5. The seat containing the dummy, and its elements, if adjustable, shall be adjusted as follows:
5.5.1. The longitudinal adjustment device shall be placed with the locking device engaged in the
position that is nearest to midway between the foremost and rearmost positions; if this
position is between two notches, the rearmost notch shall be used.
5.5.2. The head restraint shall be adjusted such that its top surface is level with the centre of gravity
of the dummy's head; if this is not possible, the head restraint shall be in the uppermost
position.

7. MEASUREMENTS TO BE MADE ON THE SIDE IMPACT DUMMY
7.1. The readings of the following measuring devices are to be recorded.
7.1.1. Measurements in the Head of the Dummy
The resultant triaxial acceleration referring to the head centre of gravity. The head channel
instrumentation shall comply with ISO 6487:1987 with:
CFC:
CAC:
1000 Hz, and
150 g
7.1.2. Measurements in the Thorax of the Dummy
The three thorax rib deflection channels shall comply with ISO 6487:1987
CFC:
CAC:
1000 Hz
60 mm
7.1.3. Measurements in the Pelvis of the Dummy
The pelvis force channel shall comply with ISO 6487:1987
CFC:
CAC:
1000 Hz
15 kN
7.1.4. Measurement in the Abdomen of the Dummy
The abdomen force channels shall comply with ISO 6487:1987
CFC:
CAC:
1000 Hz
5 kN

ANNEX 4 - APPENDIX 2
THE PROCEDURE FOR CALCULATING THE VISCOUS CRITERION FOR EUROSID 1
The Viscous Criterion, VC, is calculated as the instantaneous product of the compression and the rate of
deflection of the rib. Both are derived from the measurement of rib deflection. The rib deflection
response is filtered once at Channel Frequency Class 180. The compression at time (t) is calculated as
the deflection from this filtered signal expressed as the proportion of the half width of the EUROSID 1
chest, measure at the metal ribs (0.14 metres):
D
C =
0.14
The rib deflection velocity at time (t) is calculated from the filtered deflection as:
V
8 D
=
[ − D ] − [ D − D ]
12 ∂ t
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 x 10 seconds.
This calculation procedure is shown diagrammatically below:

2.1.2.2. Blocks 1, 2 and 3 should be crushed by 10 ± 2 mm on the top surface prior to testing to give
a depth of 500 ± 2 mm (Figure 2).
2.1.2.3. Blocks 4, 5 and 6 should be crushed by 10 ± 2 mm on the top surface prior to testing to give
a depth of 440 ± 2 mm.
2.1.3. Material Characteristics
2.1.3.1. The cell dimensions shall be 19 mm ± 10% for each block (see Figure 4).
2.1.3.2. The cells must be made of 3003 aluminium for the upper row.
2.1.3.3. The cells must be made of 5052 aluminium for the lower row.
2.1.3.4. The aluminium honeycomb blocks should be processed such that the force deflection-curve
when statically crushed (according to the procedure defined in Paragraph 2.1.4) is within the
corridors defined for each of the six blocks in Appendix 1 to this Annex. Moreover, the
processed honeycomb material used in the honeycomb blocks to be used for constructing
the barrier, should be cleaned in order to remove any residue that may have been produced
during the processing of the raw honeycomb material.
2.1.3.5. The mass of the blocks in each batch shall not differ by more than 5% of the mean block
mass for that batch.
2.1.4. Static Tests
2.1.4.1. A sample taken from each batch of processed honeycomb core shall be tested according to
the static test procedure described in Paragraph 5.
2.1.4.2. The force-compression for each block tested shall lie within the force deflection corridors
defined in Appendix 1. Static force-deflection corridors are defined for each block of the
barrier.
2.1.5. Dynamic Test
2.1.5.1. The dynamic deformation characteristics, when impacted according to the protocol
described in Paragraph 6.
2.1.5.2. Deviation from the limits of the force-deflection corridors characterising the rigidity of the
impactor - as defined in Appendix 2 - may be allowed provided that:
2.1.5.2.1. The deviation occurs after the beginning of the impact and before the deformation of the
impactor is equal to 150 mm;
2.1.5.2.2. The deviation does not exceed 50% of the nearest instantaneous prescribed limit of the
corridor;
2.1.5.2.3. Each deflection corresponding to each deviation does not exceed 35 mm of deflection, and
the sum of these deflections does not exceed 70 mm (see Appendix 2 to this Annex);
2.1.5.2.4. The sum of energy derived from deviating outside the corridor does not exceed 5% of the
gross energy for that block.

2.2.2. Material Characteristics
2.2.2.1. The front plates are manufactured from aluminium of series AIMg to AIMg with elongation
≥ 12%, and a UTS ≥ 175 N/mm .
2.3. Back Plate
2.3.1. Geometric Characteristics
2.3.1.1. The geometric characteristics shall be according to Figures 5 and 6.
2.3.2. Material Characteristics
2.3.2.1. The back plate shall consist of a 3 mm aluminium sheet. The back plate shall be
manufactured from aluminium of series AIMg to AIMg with a hardness between 50 and
65 HBS. This plate shall be perforated with holes for ventilation: the location, the diameter
and pitch are shown in Figures 5 and 7.
2.4. Location of the Honeycomb Blocks
2.4.1. The honeycomb blocks shall be centred on the perforated zone of the back plate (Figure 5).
2.5. Bonding
2.5.1. For both the front and the back plates, a maximum of 0.5 kg/m shall be applied evenly
directly over the surface of the front plate, giving a maximum film thickness of 0.5 mm. The
adhesive to be used throughout should be a two-part polyurethane (such as Ciba Geigy
XB5090/1 resin with XB5304 hardener) or equivalent.
2.5.2. For the back plate the minimum bonding strength shall be 0.6 MPa, (87 psi), tested
according to Paragraph 2.4.3.
2.5.3. Bonding Strength Tests:
2.5.3.1. Flatwise tensile testing is used to measure bond strength of adhesives according to
ASTM C297-61.
2.5.3.2. The test piece should be 100 mm x 100 mm, and 15 mm deep, bonded to a sample of the
ventilated back plate material. The honeycomb used should be representative of that in the
impactor, i.e. chemically etched to an equivalent degree as that near to the back plate in the
barrier but without pre-crushing.
2.6. Traceability
2.6.1. Impactors shall carry consecutive serial numbers which are stamped, etched or otherwise
permanently attached, from which the batches for the individual blocks and the date of
manufacture can be established.
2.7. Impactor Attachment
2.7.1. The fitting on the trolley must be according to Figure 8. The fitting will use six M8 bolts, and
nothing shall be larger than the dimensions of the barrier in front of the wheels of the
trolley. Appropriate spacers must be used between the lower back plate flange and the
trolley face to avoid bowing of the back plate when the attachment bolts are tightened.

4.4. Examples of Sampling According to Batch
4.4.1. If several examples of one block type are constructed from one original block of aluminium
honeycomb and are all treated in the same treatment bath (parallel production), one of
these examples could be chosen as the sample, provided care is taken to ensure that the
treatment is evenly applied to all blocks. If not, it may be necessary to select more than one
sample.
4.4.2. If a limited number of similar blocks (say three to twenty) are treated in the same bath (serial
production), then the first and last block treated in a batch, all of which are constructed from
the same original block of aluminium honeycomb, should be taken as representative
samples. If the first sample complies with the requirements but the last does not, it may be
necessary to take further samples from earlier in the production until a sample that does
comply is found. Only the blocks between these samples should be considered to be
approved.
4.4.3. Once experience is gained with the consistency of production control, it may be possible to
combine both sampling approaches, so that more than one groups of parallel production
can be considered to be a batch provided samples from the first and last production groups
comply.
5. STATIC TESTS
5.1. One or more samples (according to the batch method) taken from each batch of processed
honeycomb core shall be tested, according to the following test procedure:
5.2. The sample size of the aluminium honeycomb for static tests shall be the size of a normal
block of the impactor, that is to say 250 mm x 500 mm x 440 mm for top row and 250 mm x
500 mm x 500 mm for the bottom row.
5.3. The samples should be compressed between two parallel loading plates which are at least
20 mm larger that the block cross section.
5.4. The compression speed shall be 100 mm per minute, with a tolerance of 5%.
5.5. The data acquisition for static compression shall be sampled at a minimum of 5 Hz.
5.6. The static test shall be continued until the block compression is at least 300 mm for blocks 4
to 6 and 350 mm for blocks 1 to 3.
6. DYNAMIC TESTS
For every 100 barrier faces produced, the manufacturer shall make one dynamic test
against a dynamometric wall supported by a fixed rigid barrier, according to the method
described below.
6.1. Installation
6.1.1. Testing Ground
6.1.1.1. The test area shall be large enough to accommodate the run-up-track of the mobile
deformable barrier, the rigid barrier and the technical equipment necessary for the test. The
last part of the track, for at least 5 metres before the rigid barrier, shall be horizontal, flat and
smooth.

6.3.3.2. The central accelerometer shall be located within 500 mm of the location of the centre of
gravity of the MDB and shall lie in a vertical longitudinal plane which is within ± 10 mm of the
centre of gravity of the MDB.
6.3.3.3. The side accelerometers shall be at the same height as each other ± 10 mm and at the
same distance from the front surface of the MDB ± 20 mm.
6.3.3.4. The instrumentation shall comply with ISO 6487:1987 with the following specifications:
CFC 1,000 Hz (before integration)
CAC 50 g
6.4. General Specifications of Barrier
6.4.1. The individual characteristics of each barrier shall comply with Paragraph 1 of this Annex
and shall be recorded.
6.5. General Specifications of the Impactor
6.5.1. The suitability of an impactor as regards the dynamic test requirements shall be confirmed
when the outputs from the six load cell plates each produce signals complying with the
requirements indicated in this Annex.
6.5.2. Impactors shall carry consecutive serial numbers which are stamped, etched or otherwise
permanently attached, from which the batches for the individual blocks and the date of
manufacture can be established.
6.6. Data Processing Procedure
6.6.1. Raw data: At time T = T , all offsets should be removed from the data. The method by
which offsets are removed shall be recorded in the test report.
6.6.2. Filtering
6.6.2.1. The raw data will be filtered prior to processing/calculations.
6.6.2.2. Accelerometer data for integration will be filtered to CFC 180, ISO 6487:1987.
6.6.2.3. Accelerometer data for impulse calculations will be filtered to CFC 60, ISO 6487:1987.
6.6.2.4. Load cell data will be filtered to CFC 60, ISO 6487:1987.
6.6.3. Calculation of MDB Face Deflection
6.6.3.1. Accelerometer data from all three accelerometers individually (after filtering at CFC 180),
will be integrated twice to obtain deflection of the barrier deformable element.
6.6.3.2. The initial conditions for deflection are:
6.6.3.2.1. Velocity - impact velocity (from speed measuring device).
6.6.3.2.2. Deflection = 0.

6.6.5.2. Compare the total energy change to the change in kinetic energy of the MDB, given by:
1 2
E = MV
2 i
where V is the impact velocity and M the whole mass of the MDB.
If the momentum change (M*ΔV) is not equal to the total impulse (I) ± 5%, or if the total
energy absorbed (Σ E ) is not equal to the kinetic energy, E ± 5%, then the test data must
be examined to determine the cause of this error.
DESIGN OF IMPACTOR
Figure 1
Figure 2

DESIGN OF THE BACK PLATE
Figure 5
Figure 6
Attachment of Backplate to Ventilation Device and Trolley Face Plate

VENTILATION FRAME
The ventilation device is a structure made of a plate that is 5 mm thick and 20 mm wide. Only the
vertical plates are perforated with nine 8 m holes in order to let air circulate horizontally.
Figure 9

Figure 1c
Figure 1d

Figure 2d
Figure 2e

2.3.5. The neck is mounted on the neck-bracket, shown as Part No. 2d in Figure 1 of this Annex. This
bracket can optionally be replaced with a lower neck load-cell.
2.3.6. The angle between the two faces of the neck-bracket is 25°. Because the shoulder block is
inclined 5° backwards, the resulting angle between the neck and torso is 20°.
2.4. Shoulder
2.4.1. The shoulder is shown as Part No. 3 in Figure 1 of this Annex.
2.4.2. The shoulder consists of a shoulder box, two clavicles and a shoulder foam cap.
2.4.3. The shoulder box (Part No. 3a) consists of an aluminium spacer block, an aluminium plate on top
and an aluminium plate on the bottom of the spacer block. Both plates are covered with a
polytetrafluoretheen (PTFE)-coating.
2.4.4. The clavicles (Part No. 3b), made of cast polyurethane (PU)-resin, are designed to evolve over
the spacer block. The clavicles are held back in their neutral position by two elastic cords
(Part No. 3c) which are clamped to the rear of the shoulder box. The outer edge of both
clavicles accommodates a design allowing for standard arm positions.
2.4.5. The shoulder cap (Part No. 3d) is made of low-density polyurethane foam and is attached to the
shoulder block.
2.5. Thorax
2.5.1. The thorax is shown as Part No. 4 in Figure 1 of this Annex.
2.5.2. The thorax consists of a rigid thoracic spine box and three identical rib modules.
2.5.3. The thoracic spine box (Part No. 4a) is made of steel. On the rear surface a steel spacer and
curved, polyurethane (PU)-resin, back plate is mounted (Part No. 4b).
2.5.4. The top surface of the thoracic spine box is inclined 5° backwards.
2.5.5. At the lower side of the spine box T12 load cell or load cell replacement (Part No. 4j) is mounted.
2.5.6. A rib module (Part No. 4c) consists of a steel rib bow covered by a flesh-simulating open-cell
polyurethane (PU) foam (Part No. 4d), a linear guide system assembly (Part No. 4e) linking the
rib and spine box together, a hydraulic damper (Part No. 4f) and a stiff damper spring
(Part No. 4g).
2.5.7. The linear guide system (Part No. 4e) allows the sensitive rib side of the rib bow (Part No. 4d) to
deflect with respect to the spine box (Part No. 4a) and the non-sensitive side. The guide system
assembly is equipped with linear needle bearings.
2.5.8. A tuning spring is located in the guide system assembly (Part No. 4h).
2.5.9. A rib displacement transducer (Part No. 4i) can be installed on the spine box mounted part of
guide system (Part No. 4e) and connected to the outer end of the guide system at the sensitive
side of the rib.

2.9.6. The flesh system (Part No. 8d) is made of a polyvinlychloride (PVC) skin filled with polyurethane
(PU) foam. At the H-Point location the skin is replaced by open-cell polyurethane (PU) foam
block (Part No. 8e) backed up with a steel plate fixed on the iliac wing by an axle going through
the ball joint.
2.9.7. The iliac wings are attached to the sacrum block at the aft side and linked together at the pubic
symphysis location by a force transducer (Part No. 8f) or a replacement transducer.
2.10. Legs
2.10.1. The legs are shown as Part No. 9 in Figure 1 of this Annex.
2.10.2. The legs consist of a metal skeleton covered by a flesh-simulating polyurethane (PU) foam with
a polyvinylchloride (PVC) skin.
2.10.3. A high-density polyurethane (PU) moulding with a polyvinylchloride (PVC) skin represents the
thigh flesh of the upper legs.
2.10.4. The knee and ankle joint allow for a flexion/extension rotation only.
2.11. Suit
2.11.1. The suit is not shown in Figure 1 of this Annex.
2.11.2. The suit is made of rubber and covers the shoulders, thorax, upper part of the arms, the
abdomen and lumbar spine, the upper part of the pelvis.

Table 1
Side Impact Dummy Components (See Figure 1)
Part No. Description
1 Head 1
2
3
4
2a
2b
2c
2d
3a
3b
3c
3d
4a
4b
4c
4d
4e
4f
4g
4h
4I
4j
Neck
Head-neck interface
Central section
Neck-thorax interface
Neck-bracket
Shoulder
Shoulder box
Clavicle
Elastic cord
Shoulder foam cap
Thorax
Thoracic spine
Back plate (curved)
Rib module
Rib bow covered with flesh
Piston-cylinder assembly
Damper
Stiff damper spring
Tuning spring
Displacement transducer
T12 load cell or load cell replacement
5 Arm 2
6 Lumbar spine 1
7
8
7a
7b
7c
8a
8b
8c
8d
8e
8f
Abdomen
Central casting
Foam covering
Force transducer or replacement
Pelvis
Sacrum block
Iliac wings
Hip joint assembly
Flesh covering
H-Point foam block
Force transducer or replacement
9 Leg 2
10 Suit 1
1
1
1
1
1
Number
per dummy
1
1
1
1
1
2
2
1
1
1
3
3
3
3
3
3
3
1
1
1
3
1
2
2
1
1
1

Table 2
Dummy Component Masses
Component
(body part)
Mass
(kg)
Tolerance
± (kg)
Principal Contents
Head
4.0
0.2
Complete head assembly including tri-axial
accelerometer and upper neck load cell or replacement
Neck 1.0 0.05 Neck, not including neck-bracket
Thorax
22.4
1.0
Neck bracket, shoulder cap, shoulders assembly, arm
attachment bolts, spine box, torso back plate, rib
modules, rib deflection transducers, torso back plate
load cell or replacement, T12-load cell or replacement,
abdomen central casting, abdominal force transducers,
2/3 of suit.
Arm (each) 1.3 0.1 Upper arm, including arm positioning plate (each)
Abdomen and lumbar
spine
5.0 0.25 Abdomen flesh covering and lumbar spine
Pelvis
12.0
0.6
Sacrum block, lumbar spine mounting plate, hip ball
joints, upper femur brackets, iliac wings, pubic force
transducer, pelvis flesh covering, ⅓ of suit.
Leg (each)
12.7
0.6
Foot, lower and upper leg and flesh as far as junction
with upper femur (each).
Total dummy 72.0 1.2
4.2. Principal Dimensions
4.2.1. The principle dimensions of the side impact dummy, based on Figure 2 of this Annex, are
given in Table 3 of this Annex.

Table 3
Principle Dummy Dimensions
No. Parameter Dimension (mm)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Sitting height
Seat to shoulder joint
Seat to lower face of thoracic spine box
Seat to hip joint (centre of bolt)
Sole to seat, sitting
Head width
Shoulder/arm width
Thorax width
Abdomen width
Pelvis lap width
Head depth
Thorax depth
Abdomen depth
Pelvis depth
Back of buttocks to hip joint (centre of bolt)
Back of buttocks to front knee
909 ± 9
565 ± 7
351 ± 5
100 ± 3
442 ± 9
155 ± 3
470 ± 9
327 ± 5
280 ± 7
366 ± 7
201 ± 5
267 ± 5
199 ± 5
240 ± 5
155 ± 5
606 ± 9
5. CERTIFICATION OF THE DUMMY
5.1. Impact Side
5.1.1. Depending on the vehicle side to be impacted, dummy parts should be certified on the left
hand side or right hand side.
5.1.2. The configurations of the dummy with regards to the mounting direction of the rib modules
and the location of the abdominal force transducers shall be adapted to the required impact
side.
5.2. Instrumentation
5.2.1. All instrumentation shall be calibrated in compliance with the requirements of the
documentation specified in Paragraph 1.3.
5.2.2. All instrumentation channels shall comply with ISO 6487:2000 or SAE J211 (March 1995)
data channel recording specification.
5.2.3. The minimum number of channels required to comply with this Regulation is ten:
Head accelerations (3),
Thorax rib displacements (3),
Abdomen loads
(3) and
Pubic symphysis load (1).

5.4.5. All parts to be certified should be kept in the test room for a period of at least four hours at a
temperature between and including 18°C and 22°C and a relative humidity between and
including 10% and 70% prior to a test.
5.4.6. The time between two certification tests on the same part should be at least 30 minutes.
5.5. Head
5.5.1. The head sub-assembly, including the upper neck load cell replacement, is certified in a drop
test from 200 ± 1 mm onto a flat, rigid impact surface.
5.5.2. The angle between the impact surface and the mid-sagittal plane of the head is 35° ± 1°
allowing an impact to the upper part of the head side (this can be realised with a sling
harness or a head drop support bracket with a mass of 0.075 ± 0.005 kg).
5.5.3. The peak resultant head acceleration, filtered using ISO 6487:2000 CFC 1000, should be
between 100 g and 150 g.
5.5.4. The head performance can be adjusted to meet the requirement by altering the friction
characteristics of the skin-skull interface (e.g. by lubrication with talcum powder or
polytetrafluoretheen (PTFE) spray).
5.6. Neck
5.6.1. The head-neck interface of the neck is mounted to a special certification headform with a
mass of 3.9 ± 0.05 kg (see Figure 6), with the help of a 12 mm thick interface plate with a
mass of 0.205 ± 0.05 kg.
5.6.2. The headform and neck are mounted upside-down to the bottom of a neck-pendulum
allowing a lateral motion of the system.
5.6.3. The neck-pendulum is equipped with a uniaxial accelerometer according to the neck
pendulum specification (see Figure 5).
5.6.4. The neck-pendulum should be allowed to fall freely from a height chosen to achieve an
impact velocity of 3.4 ± 0.1 m/s measured at the pendulum accelerometer location.
5.6.5. The neck-pendulum is decelerated from impact velocity to zero by an appropriate device ,
as described in the neck pendulum specification (see Figure 5), resulting in a velocity change
- time history inside the corridor specified in Figure 7 and Table 4 of this Annex. All channels
have to be recorded according to the ISO 6487:2000 or SAE J211 (March 1995) data
channel recording specification and filtered digitally using ISO 6487:2000 CFC 180 or
SAE J211:1995 CFC 180. The pendulum deceleration has to be filtered using
ISO 6487:2000 CFC 60 or SAE J211:1995 CFC 60.

5.7.6. The impact direction is perpendicular to the anterior-posterior axis of the dummy and the axis
of the impactor coincides with the axis of the upper arm pivot.
5.7.7. The peak acceleration of the impactor, filtered using ISO 6487:2000 CFC 180, should be
between and including 7.5 and 10.5 g.
5.8. Arms
5.8.1. No dynamic certification procedure is defined for the arms.
5.9. Thorax
5.9.1. Each rib module is certified separately.
5.9.2. The rib module is positioned vertically in a drop test rig and the rib cylinder is clamped rigidly
onto the rig.
5.9.3. The impactor is a free fall mass of 7.78 ± 0.1 kg with a flat face and a diameter of
150 ± 2 mm.
5.9.4. The centre line of the impactor should be aligned with the centre line of the rib's guide
system.
5.9.5. The impact severity is specified by the drop heights of 815, 204 and 459 mm. These drop
heights result in velocities of approximately 4, 2 and 3 m/s respectively. Impact drop heights
should be applied with an accuracy of 1%.
5.9.6. The rib displacement should be measured, for instance using the rib's own displacement
transducer.
5.9.7. The rib certification requirements are given in Table 5 of this Annex.
5.9.8. The performance of the rib module can be adjusted by replacing the tuning spring inside the
cylinder with one of a different stiffness.
Test sequence
Table 5
Requirements for Full Rib Module Certification
Drop height
(accuracy 1%)
(mm)
Minimum
Displacement
(mm)
Maximum
Displacement
(mm)
1 815 46.0 51.0
2 204 23.5 27.5
3 459 36.0 40.0

5.11. Abdomen
5.11.1. The dummy is seated on a flat, horizontal, rigid surface with no back support. The thorax is
positioned vertically, while the arms and legs are positioned horizontally.
5.11.2. The impactor is a pendulum with a mass of 23.4 ± 0.2 kg and diameter of 152.4 ± 0.25 mm
with an edge radius of 12.7 mm . The impactor is suspended from rigid hinges by eight
wires with the centre line of the impactor at least 3.5 m below the rigid hinges (see Figure 4).
5.11.3. The impactor is equipped with an accelerometer sensitive in the direction of impact and
located on the impactor axis.
5.11.4. The pendulum equipped with a horizontal "arm rest" impactor face of 1.0 ± 0.01 kg. The total
mass of the impactor with the arm rest face is 24.4 ± 0.21 kg. The rigid "arm rest" is
70 ± 1 mm high, 150 ± 1 mm wide and should be allowed to penetrate at least 60 mm into the
abdomen. The centreline of the pendulum coincides with the centre of the "arm rest".
5.11.5. The impactor should freely swing onto the abdomen of the dummy with an impact velocity of
4.0 ± 0.1 m/s.
5.11.6. The impact direction is perpendicular to the anterior-posterior axis of the dummy and the axis
of the impactor is aligned with the centre of the middle abdominal force transducer.
5.11.7. The peak force of the impactor, obtained from the impactor acceleration filtered using
ISO 6487:2000 CFC 180 and multiplied by the impactor/armrest mass, should be between
and including 4.0 and 4.8 kN, and occur between and including 10.6 and 13.0 ms.
5.11.8. The force-time histories measured by the three abdominal force transducers must be
summed and filtered using ISO 6487:2000 CFC 600. The peak force of this sum should be
between and including 2.2 and 2.7 kN, and occur between and including 10.0 and 12.3 ms.
5.12. Pelvis
5.12.1. The dummy is seated on a flat, horizontal, rigid surface with no back support. The thorax is
positioned vertically while the arms and legs are positioned horizontally.
5.12.2. The impactor is a pendulum with a mass of 23.4 ± 0.2 kg and diameter of 152.4 ± 0.25 mm
with an edge radius of 12.7 mm . The impactor is suspended from rigid hinges by eight
wires with the centre line of the impactor at least 3.5 m below the rigid hinges (see Figure 4).
5.12.3. The impactor is equipped with an accelerometer sensitive in the direction of impact and
located on the impactor axis.
5.12.4. The impactor should freely swing onto the pelvis of the dummy with an impact velocity
of 4.3 ± 0.1 m/s.
5.12.5. The impact direction is perpendicular to the anterior-posterior axis of the dummy and the axis
of the impactor is aligned with the centre of the H-Point back plate.

Figure 4
23.4 kg Pendulum Impactor Suspension
Left: Four Wires Suspension (Cross Wires Removed)
Right: Eight Wires Suspension

Pendulum base plate



Head form
Figure 6
Neck and Lumbar Spine Certification Test Set-up
(Angles dθA, dθB and dθC Measured with Headform)
Pendulum velocity change corridor for
neck certification
Figure 7
Pendulum Velocity Change − Time Corridor
for Neck Certification Test

ANNEX 7
INSTALLATION OF THE SIDE IMPACT DUMMY
1. GENERAL
1.1. The side impact dummy as described in Annex 6 of this Regulation is to be used according the
following installation procedure.
2. INSTALLATION
2.1. Adjust the knee and ankle joints so that they just support the lower leg and the foot when
extended horizontally (1 to 2 g − adjustment).
2.2. Check if the dummy is adapted to the desired impact direction.
2.3. The dummy shall be clothed in a form-fitting cotton stretch mid-calf length pant and may be
clothed in a form-fitting cotton stretch shirt with short sleeves.
2.4. Each foot shall be equipped with a shoe.
2.5. Place the dummy in the outboard front seat on the impacted side as described in the side impact
test procedure specification.
2.6. The plane of symmetry of the dummy shall coincide with the vertical median plane of the
specified seating position.
2.7. The pelvis of the dummy shall be positioned such that a lateral line passing through the dummy
H-Points is perpendicular to the longitudinal centre plane of the seat. The line through the
dummy H-Points shall be horizontal with a maximum inclination of ± 2° .
The correct position of the dummy pelvis can be checked relative to the H-point of the H-point
Manikin by using the M3 holes in the H-point back plates at each side of the ES-2 pelvis. The
M3 holes are indicated with "Hm". The "Hm" position should be in a circle with a radius of
10 mm round the H-point Manikin.
2.8. The upper torso shall be bent forward and then laid back firmly against the seat back
(see Note 1). The shoulders of the dummy shall be set fully rearward.
2.9. Irrespective of the seating position of the dummy, the angle between the upper arm and the torso
arm reference line on each side shall be 40° ± 5°. The torso arm reference line is defined as the
intersection of the plane tangential to the front surface of the ribs and the longitudinal vertical
plane of the dummy containing the arm.
2.10. For the driver's seating position, without inducing pelvis or torso movement, place the right foot
of the dummy on the non-depressed accelerator pedal with the heel resting as far forward as
possible on the floorpan. Set the left foot perpendicular to the lower leg with the heel resting on
the floorpan in the same lateral line as the right heel. Set the knees of the dummy such that their
outside surfaces are 150 ± 10 mm from the plane of symmetry of the dummy. If possible within
these constraints, place the thighs of the dummy in contact with the seat cushion.

ANNEX 8
PARTIAL TEST
1. PURPOSE
The purpose of these tests is to verify whether the modified vehicle presents at least the same
(or better) energy absorption characteristics than the vehicle type approved under this
Regulation.
2. PROCEDURES AND INSTALLATIONS
2.1. Reference Tests
2.1.1. Using the initial padding materials tested during the approval of the vehicle, mounted in a new
lateral structure of the vehicle to be approved, two dynamic tests, utilising two different impactors
shall be carried out (Figure 1).
2.1.1.1. The head form impactor, defined in Paragraph 3.1.1., shall hit at 24.1km/h, in the area impacted
for the EUROSID head during the approval of the vehicle. Test result shall be recorded, and the
HPC calculated. However, this test shall not be carried out when, during the tests described in
Annex 4 of this Regulation:
where there has been no head contact, or
when the head contacted the window glazing only, provided that the window glazing is
not laminated glass.
2.1.1.2. The body block impactor, defined in Paragraph 3.2.1., shall hit at 24.1 km/h in the lateral area
impacted by the EUROSID shoulder, arm and thorax during the approval of the vehicle. Test
result shall be recorded, and the HPC calculated.
2.2. Approval Test
2.2.1. Using the new padding materials, seat, etc. presented for the approval extension, and mounted
in a new lateral structure of the vehicle, tests specified in Paragraphs 2.1.1.1. and 2.1.1.2., shall
be repeated, the new results recorded, and their HPC calculated.
2.2.1.1. If the HPC calculated from the results of both approval tests are lower than the HPC obtained
during the reference tests (carried out using the original type approved padding materials or
seats), the extension shall be granted.
2.2.1.2. If the new HPC are greater than the HPC obtained during the reference tests, a new full scale
test (using the proposed padding/seats/etc.) shall be carried out.
3. TEST EQUIPMENT
3.1. Head Form Impactor (Figure 2)
3.1.1. This apparatus consists of a fully guided linear impactor, rigid, with a mass of 6.8 kg. Its impact
surface is hemispherical with a diameter of 165 mm.
3.1.2. The head form shall be fitted with two accelerometers and a speed-measuring device, all
capable of measuring values in the impact direction.

Figure 2
Head Form Impactor
Figure 3
Body Block Impactor
Occupant Protection in Lateral (Side) Collision.