Regulation No. 95-03

Name:Regulation No. 95-03
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:2011-11-16
Amendment Level:03 Series, Supplement 6
Number of Pages:82
Vehicle Types:Car, Light Truck
Subject Categories:Occupant Protection
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Keywords:

test, vehicle, regulation, impact, approval, annex, voltage, figure, side, dummy, electrical, force, series, high, amendments, part, impactor, paragraph, type, system, manufacturer, means, plate, protection, block, front, mass, requirements, head, tests, rib, entry, barrier, spine, energy, date, vehicles, neck, position, deflection, back, blocks, time, parts, defined, load, appendix, power, cfc, performance

Text Extract:

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E/ECE/324
) Rev.1/Add.94/Rev.2/Amend.3
E/ECE/TRANS/505 )
July 11, 2016
STATUS OF UNITED NATIONS REGULATION
ECE 95-03
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
03 series of amendments
Date of Entry into Force: 23.06.11
Corr. 1 to the 03 series of amendments
Dated: 23.06.11
Supplement 1 to the 03 series of amendments
Date of Entry into Force: 26.07.12
Supplement 2 to the 03 series of amendments
Date of Entry into Force: 15.07.13
Corr. 1 to Revision 1 of the Regulation
Dated: 18.09.13
Supplement 3 to the 03 series of amendments
Date of Entry into Force: 13.02.14
Supplement 4 to the 03 series of amendments
Date of Entry into Force: 10.06.14
Supplement 5 to the 03 series of amendments
Date of Entry into Force: 20.01.16
Supplement 6 to the 03 series of amendments
Date of Entry into Force: 18.06.16

REGULATION No. 95-03
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 definitively discontinued
10. Transitional provisions
CONTENTS
11. Names and addresses of technical services responsible for conducting approval tests, and of
Type Approval Authorities
ANNEXES
Annex 1 – Communication
Annex 2 – Arrangements of the approval mark
Annex 3 – 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. 95-03
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO THE
PROTECTION OF THE OCCUPANTS IN THE EVENT OF A LATERAL COLLISION
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 700mm 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 sitting of the engine (front, rear or centre) and the orientation (transversal or
longitudinal) of the engine, in so far as they have a negative effect on the result of the
impact test of this Regulation.
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;
2.2.8. The locations of the REESS, in so far as they have a negative effect on the result of the
impact test prescribed in this Regulation.

2.14. "Trolley" means a wheeled frame free to travel along its longitudinal axis at the point of
impact. Its front supports the impactor;
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 energized 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 energized 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 9;
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 energized 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;

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
03 corresponding to the 03 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 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.
4.5. 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 ;
4.5.2. The number of this Regulation, followed by the Letter "R", a dash and the approval number,
to the right of the circle prescribed in Paragraph 4.5.1.
4.6. If the vehicle conforms to a vehicle type approved, under one or more other Regulations
annexed to the Agreement, in the country which has granted approval under this
Regulation, the symbol prescribed in Paragraph 4.5.1. above need not be repeated; in this
case the Regulation and approval numbers and the additional symbols of all the Regulations
under which approval has been granted in the country which has granted approval under
this Regulation shall be placed in vertical columns to the right of the symbol prescribed in
Paragraph 4.5.1. above.

5.2.1.2. The thorax performance criteria shall be:
(a)
(b)
Rib Deflection Criterion (RDC) less than or equal to 42mm;
Soft Tissue Criterion (VC) less or equal to 1.0m/s.
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 1.0m/s 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 6kN.
5.2.1.4. The abdomen performance criterion shall be:
Abdominal Peak Force (APF) less than or equal to 2.5kN internal force (equivalent to
external force of 4.5kN).
5.3. Particular Requirements
5.3.1. No door shall open during the test.
5.3.1.1. In the case of automatically activated door locking systems which are installed optionally
and/or which can be de-activated by the driver, this requirement shall be verified by using
one of the following two test procedures, at the choice of the manufacturer:
5.3.1.1.1. If testing in accordance with Annex 4, Paragraph 5.2.2.1., 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 door will open in
case of the impact.
5.3.1.1.2. If testing in accordance with Annex 4, Paragraph 5.2.2.2., the manufacturer shall in addition
demonstrate that the inertial load requirements of Paragraph 6.1.4. of the 03 series of
amendments to Regulation No. 11 are met for the unlocked side doors on the non-struck
side.

5.3.7. Following the test conducted in accordance with the procedure defined in Annex 4 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:
5.3.7.1. Protection Against Electrical Shock
After the impact at least one of the four criteria specified in Paragraph 5.3.7.1.1. through
Paragraph 5.3.7.1.4.2. shall be met.
If the vehicle has an automatic disconnect function, or device(s) that galvanically divide the
electric power train circuit during driving condition, at least one of the following criteria shall
apply to the disconnected circuit or to each divided circuit individually after the disconnect
function is activated.
However criteria defined in 5.3.7.1.4. shall not apply if more than a single potential of a part
of the high voltage bus is not protected under the conditions of protection degree IPXXB.
In the case that the test is performed under the condition that part(s) of the high voltage
system are not energized, the protection against electrical shock shall be proved by either
5.3.7.1.3. or 5.3.7.1.4. for the relevant part(s).
If the test is performed under the condition that part(s) of the high voltage system are not
energized, the protection against electrical shock shall be proved by either
Paragraphs 5.3.7.1.3. or 5.3.7.1.4. below for the relevant part(s).
For the coupling system for charging the REESS, which is not energized during driving
conditions, at least one of the four criteria specified in Paragraphs 5.3.7.1.1. to 5.3.7.1.4.
below shall be met.
5.3.7.1.1. Absence of High Voltage
The voltages V , V and V of the high voltage buses shall be equal or less than 30VAC or
60VDC as specified in Paragraph 2. of Annex 9.
5.3.7.1.2. Low Electrical Energy
The total energy (TE) on the high voltage buses shall be less than 2.0J when measured
according to the test procedure as specified in Paragraph 3. of Annex 9 with the
Formula (a). Alternatively the total energy (TE) may be calculated by the measured voltage
V of the high voltage bus and the capacitance of the X-capacitors (C ) specified by the
manufacturer according to Formula (b) of Paragraph 3. of Annex 9.
The energy stored in the Y-capacitors (TE , TE ) shall also be less than 2.0J. This shall be
calculated by measuring the voltages V and V of the high voltage buses and the electrical
chassis, and the capacitance of the Y-capacitors specified by the manufacturer according to
Formula (c) of Paragraph 3. of Annex 9.

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
Type Approval Authority granting approval. The Type Approval Authority 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
6.1.2. Require a further test report from the Technical Service responsible for conducting the tests;
6.1.2.1. Any modification of the vehicle affecting the general form of the structure of the vehicle or
any variation in the reference mass greater than 8% which in the judgement of the authority
would have a marked influence on the results of the test shall require a repetition of the test
as described in Annex 4.
6.1.2.2. If the Technical Service, after consultation with the vehicle manufacturer, considers that
modifications to a vehicle type are insufficient to warrant a complete retest then a partial test
may be used. This would be the case if the reference mass is not more than 8% different
from the original vehicle or the number of front seats is unchanged. Variations of seat type
or interior fittings need not automatically entail a full retest. An example of the approach to
this problem is given in Annex 8.
6.2. Confirmation or refusal of approval, specifying the alteration, shall be communicated by the
procedure specified in Paragraph 4.4. above to the Parties to the Agreement which apply
this Regulation.
6.3. The Type Approval Authority issuing an extension of approval shall assign a series number
to each communication form drawn up for such an extension.
7. CONFORMITY OF PRODUCTION
The conformity of production procedures shall comply with those set out in the Agreement,
Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2) with the following requirements.
7.1. Every vehicle approved under this Regulation shall be so manufactured as to conform to the
type approved by meeting the requirements set out in Paragraph 5 above.
7.2. The holder of the approval shall ensure that for each type of vehicle at least the tests
concerning the taking of measurements are carried out.
7.3. The Type Approval Authority which has granted type approval may at any time verify the
conformity control methods applied in each production facility. The normal frequency of
these verifications shall be once every two years.

10.7. As from 24 months after the official date of entry into force of the 03 series of amendments,
Contracting Parties applying this Regulation shall grant approvals only to those types of
vehicles which comply with the requirements of this Regulation as amended by the
03 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 03 series of amendments.
10.8. 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 03 series of
amendments, extensions to approvals issued to the previous series of amendments shall
not be granted after this date in respect of vehicles having an electrical power train
operating on high voltage.
10.9. Where at the time of entry into force of the 03 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 03 series of amendments to this Regulation.
10.10. As from 48 months after the entry into force of the 03 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 03 series of amendments to this Regulation.
10.11. Approvals of the vehicles to the 02 series of amendments to this Regulation which are not
affected by the 03 series of amendments shall remain valid and Contracting Parties applying
the Regulation shall continue to accept them.
10.12. Until 18 months after the date of entry into force of the Supplement 3 to the 03 series of
amendments to this Regulation, Contracting Parties applying this Regulation can continue to
grant type approvals to the 03 series of amendments to this Regulation without taking into
account the provisions of Supplement 3.
11. NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR
CONDUCTING APPROVAL TESTS, AND OF TYPE APPROVAL AUTHORITIES
The Contracting Parties to the Agreement applying this Regulation shall communicate to the
United Nations secretariat the names and addresses of the Technical Services responsible
for conducting approval tests, and of the Type Approval Authority 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. Place: ...................................................................................................................................................
14. Date: ....................................................................................................................................................
15. Signature: ............................................................................................................................................
16. The list of documents deposited with the Type Approval Authority 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
APPENDIX 1
DESCRIPTION OF THE THREE DIMENSIONAL"'H" POINT MACHINE
(3-D H MACHINE)
APPENDIX 2
THREE-DIMENSIONAL REFERENCE SYSTEM
APPENDIX 3
REFERENCE DATA CONCERNING SEATING POSITIONS

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.
It shall be allowed by agreement between manufacturer and Technical Service to modify the
fuel system so that an appropriate amount of fuel can be used to run the engine or the
electrical energy conversion system.
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 with a tolerance of ±1%.
This requirement does not apply to Hydrogen fuel tanks.
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 25kg 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 20kg.

5.8. Tyres shall be inflated to the pressure specified by the vehicle manufacturer.
5.9. The test vehicle shall be set horizontal about its roll axis and maintained by supports in that
position until the side impact dummy is in place and after all preparatory work is complete.
5.10. The vehicle shall be at its normal attitude corresponding to the conditions set out in
Paragraph 4.3. above. Vehicles with suspension enabling their ground clearance to be
adjusted shall be tested under the normal conditions of use at 50km/h as defined by the
vehicle manufacturer. This shall be assured by means of additional supports, if necessary,
but such supports shall have no influence on the crash behaviour of the test vehicle during
the impact.
5.11. Electrical Power Train Adjustment
5.11.1. The REESS shall be at any state of charge, which allows the normal operation of the power
train as recommended by the manufacturer.
5.11.2. The electrical power train shall be energized with or without the operation of the original
electrical energy sources (e.g. engine-generator, REESS or electric energy conversion
system), however:
5.11.2.1. By the agreement between Technical Service and manufacturer it shall be permissible to
perform the test with all or parts of the electrical power train not being energized insofar as
there is no negative influence on the test result. For parts of the electrical power train not
energized, the protection against electrical shock shall be proved by either physical
protection or isolation resistance and appropriate additional evidence.
5.11.2.2. 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 disconnection 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.
6. SIDE IMPACT DUMMY AND ITS INSTALLATION
6.1. The side impact dummy shall comply with the specifications given in Annex 6 and be
installed in the front seat on the impact side according to the procedure given in Annex 7 to
this Regulation.
6.2. The safety-belts or other restraint systems, which are specified for the vehicle, shall be
used. Belts should be of an approved type, conforming to Regulation No. 16 or to other
equivalent requirements and mounted on anchorages conforming to Regulation No. 14 or to
other equivalent requirements.
6.3. The safety-belt or restraint system shall be adjusted to fit the dummy in accordance with the
manufacturer’s instructions; if there are no manufacturer’s instructions, the height
adjustment shall be set at middle position; if this position is not available, the position
immediately below shall be used.

ANNEX 4 – APPENDIX 1
DETERMINATION OF PERFORMANCE DATA
The required results of the tests are specified in Paragraph 5.2. of this Regulation.
1. HEAD PERFORMANCE CRITERION (HPC)
When head contact takes place. this performance criterion is calculated for the total duration
between the initial contact and the last instant of the final contact.
HPC is the maximum value of the expression:

⎜ 1
− ⎜
t − t ∫

( t t ) a dt
Where a is the resultant acceleration at the centre of gravity of the head in metres per second
divided by 9.81 recorded versus time and filtered at channel frequency class 1,000Hz; t and
t are any two times between the initial contact and the last instant of the final contact.
2. THORAX PERFORMANCE CRITERIA
2.1. Chest deflection: the peak chest deflection is the maximum value of deflection on any rib as
determined by the thorax displacement transducers, filtered at channel frequency class
180Hz.
2.2. Viscous criterion: the peak viscous response is the maximum value of VC on any rib which is
calculated from the instantaneous product of the relative thorax compression related to the
half thorax and the velocity of compression derived by differentiation of the compression,
filtered at channel frequency class 180Hz. For the purposes of this calculation the standard
width of the half thorax rib cage is 140mm.
where D (metres) = rib deflection
⎡ D
VC = max ⎢
⎣0.14
×




dD⎤
dt


The calculation algorithm to be used is set out in Annex 4, Appendix 2.
3. ABDOMEN PROTECTION CRITERION
The peak abdominal force is the maximum value of the sum of the three forces measured by
transducers mounted 39mm below the surface on the crash side, CFC 600Hz.
4. PELVIS PERFORMANCE CRITERION
The pubic symphysis peak force (PSPF) is the maximum force measured by a load cell at the
pubic symphysis of the pelvis, filtered at channel frequency class 600Hz.

ANNEX 5
MOBILE DEFORMABLE BARRIER CHARACTERISTICS
1. CHARACTERISTICS OF THE MOBILE DEFORMABLE BARRIER
1.1. The mobile deformable barrier (MDB) includes both an impactor and a trolley.
1.2. The total mass shall be 950 ± 20kg.
1.3. The centre of gravity shall be situated in the longitudinal median vertical plane within 10mm,
1,000 ± 30mm behind the front axle and 500 ± 30mm above the ground.
1.4. The distance between the front face of the impactor and the centre of gravity of the barrier
shall be 2,000 ± 30mm.
1.5. The ground clearance of the impactor shall be 300 ± 5mm measured in static conditions
from the lower edge of the lower front plate, before the impact.
1.6. The front and rear track width of the trolley shall be 1,500 ± 10mm.
1.7. The wheelbase of the trolley shall be 3,000 ± 10mm.
2. CHARACTERISTICS OF THE IMPACTOR
The impactor consists of six single blocks of aluminium honeycomb, which have been
processed in order to give a progressively increasing level of force with increasing deflection
(see Paragraph 2.1. below). Front and rear aluminium plates are attached to the aluminium
honeycomb blocks.
2.1. Honeycomb Blocks
2.1.1. Geometrical Characteristics
2.1.1.1. The impactor consists of 6 joined zones whose forms and positioning are shown in
Figures 1 and 2. The zones are defined as 500 ± 5mm × 250 ± 3mm in Figures 1 and 2. The
500mm should be in the W direction and the 250mm in the L direction of the aluminium
honeycomb construction (see Figure 3).
2.1.1.2. The impactor is divided into 2 rows. The lower row shall be 250 ± 3mm high, and
500 ± 2mm deep after pre-crush (see Paragraph 2.1.2. below), and deeper than the upper
row by 60 ± 2mm.
2.1.1.3. The blocks must be centred on the six zones defined in Figure 1 and each block (including
incomplete cells) should cover completely the area defined for each zone).

2.1.5.2.3. Each deflection corresponding to each deviation does not exceed 35mm of deflection, and
the sum of these deflections does not exceed 70mm (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.
2.1.5.3. Blocks 1 and 3 are identical. Their rigidity is such that their force deflection curves fall
between corridors of Figure 2a.
2.1.5.4. Blocks 5 and 6 are identical. Their rigidity is such that their force deflection curves fall
between corridors of Figure 2d.
2.1.5.5. The rigidity of Block 2 is such that its force deflection curves fall between corridors of
Figure 2b.
2.1.5.6. The rigidity of Block 4 is such that its force deflection curves fall between corridors of
Figure 2c.
2.1.5.7. The force-deflection of the impactor as a whole shall fall between corridors of Figure 2e.
2.1.5.8. The force-deflection curves shall be verified by a test detailed in Annex 5, Paragraph 6.,
consisting of an impact of the barrier against a dynamometric wall at 35 ± 0.5km/h.
2.1.5.9.
The dissipated energy
against Blocks 1 and 3 during the test shall be equal to 9.5 ± 2kJ
for these blocks.
2.1.5.10. The dissipated energy against Blocks 5 and 6 during the test shall be equal to 3.5 ± 1kJ for
these blocks.
2.1.5.11. The dissipated energy against Block 4 shall be equal to 4 ± 1kJ.
2.1.5.12. The dissipated energy against Block 2 shall be equal to 15 ± 2kJ.
2.1.5.13. The dissipated total energy during the impact shall be equal to 45 ± 3kJ.
2.1.5.14. The maximum impactor deformation from the point of first contact, calculated from
integration of the accelerometers according to Paragraph 6.6.3. of this Annex, shall be equal
to 330 ± 20mm.
2.1.5.15. The final residual static impactor deformation measured after the dynamic test at Level B
(Figure 2) shall be equal to 310 ± 20mm.

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.
3. VENTILATION SYSTEM
3.1. The interface between the trolley and the ventilation system should be solid, rigid and flat.
The ventilation device is part of the trolley and not of the impactor as supplied by the
manufacturer. Geometrical characteristics of the ventilation device shall be according to
Figure 9.
3.2. Ventilation Device Mounting Procedure
3.2.1. Mount the ventilation device to the front plate of the trolley;
3.2.2. Ensure that a 0.5mm thick gauge cannot be inserted between the ventilation device and the
trolley face at any point. If there is a gap greater than 0.5mm, the ventilation frame will need
to be replaced or adjusted to fit without a gap of >0.5mm.
3.2.3. Dismount the ventilation device from the front of the trolley;
3.2.4. Fix a 1.0mm thick layer of cork to the front face of the trolley;
3.2.5. Re-mount the ventilation device to the front of the trolley and tighten to exclude air gaps.
4. CONFORMITY OF PRODUCTION
The conformity of production procedures shall comply with those set out in the Agreement,
Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements:
4.1. The manufacturer shall be responsible for the conformity of production procedures and for
that purpose must in particular:
4.1.1. Ensure the existence of effective procedures so that the quality of the products can be
inspected;
4.1.2. Have access to the testing equipment needed to inspect the conformity of each product;
4.1.3. Ensure that the test results are recorded and that the documents remain available for a time
period of 10 years after the tests;
4.1.4. Demonstrate that the samples tested are a reliable measure of the performance of the batch
(examples of sampling methods according to batch production are given below).

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 5m before the rigid barrier, shall be horizontal, flat and
smooth.
6.1.2. Fixed Rigid Barrier and Dynamometric Wall
6.1.2.1. The rigid wall shall consist of a block of reinforced concrete not less than 3m wide and not
less than 1.5m high. The thickness of the rigid wall shall be such that it weighs at least 70t.
6.1.2.2. The front face shall be vertical, perpendicular to the axis of the run-up-tack and equipped
with six load cell plates, each capable of measuring the total load on the appropriate block
of the mobile deformable barrier impactor at the moment of impact. The load cell impact
plate area centres shall align with those of the six impact zones of the mobile deformable
barrier face. Their edges shall clear adjacent areas by 20mm such that, within the tolerance
of impact alignment of the MDB, the impact zones will not contact the adjacent impact plate
areas. Cell mounting and plate surfaces shall be in accordance with the requirements set
out in the Annex to Standard ISO 6487:1987.
6.1.2.3. Surface protection, comprising a plywood face (thickness: 12 ± 1mm), is added to each load
cell plate such that it shall not degrade the transducer responses.
6.1.2.4. The rigid wall shall be either anchored in the ground or placed on the ground with, if
necessary, additional arresting devices to limit its deflection. A rigid wall (to which the load
cells are attached) having different characteristics but giving results that are at least equally
conclusive may be used.
6.2. Propulsion of the Mobile Deformable Barrier
At the moment of impact the mobile deformable barrier shall no longer be subject to the
action of any additional steering or propelling device. It shall reach the obstacle on a course
perpendicular to the front surface of the dynamometric wall. Impact alignment shall be
accurate to within 10mm.

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
6.6.3.3. The deflection at the left hand side, mid-line and right hand side of the mobile deformable
barrier will be plotted with respect to time.
6.6.3.4. The maximum deflection calculated from each of the three accelerometers should be within
10mm. If it is not the case, then the outlier should be removed and difference between the
deflection calculated from the remaining two accelerometers checked to ensure that it is
within 10mm.
6.6.3.5. If the deflections as measured by the left hand side, right hand side and midline
accelerometers are within 10mm, then the mean acceleration of the three accelerometers
should be used to calculate the deflection of the barrier face.
6.6.3.6. If the deflection from only two accelerometers meets the 10mm requirement, then the mean
acceleration from these two accelerometers should be used to calculate the deflection for
the barrier face.
6.6.3.7. If the deflections calculated from all three accelerometers (left hand side, right hand side
and mid-line) are NOT within the 10mm requirement, then the raw data should be reviewed
to determine the causes of such large variation. In this case the individual test house will
determine which accelerometer data should be used to determine mobile deformable barrier
deflection or whether none of the accelerometer readings can be used, in which case, the
certification test must be repeated. A full explanation should be given in the test report.
6.6.3.8. The mean deflection-time data will be combined with the load cell wall force-time data to
generate the force-deflection result for each block.

Figure 1
Design of Impactor
Figure 2
Impact Top

Figure 5
Design of the Back Plate
Figure 6
Attachment of Backplate to Ventilation Device and Trolley Face Plate

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

Figure 1c
Figure 1d

Figure 2d
Figure 2e

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 block (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 l 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 a 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 support 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
2.11. The legs are shown as Part No. 9 in Figure 1 of this Annex.
2.11.1. The legs consist of a metal skeleton covered by a flesh-stimulating polyurethane (PU) foam
with a polyvinlychloride (PVC) skin.
2.11.2. A high-density polyurethane (PU) moulding with a polyvinlychloride (PVC) skin represents the
thigh flesh of the upper legs.
2.11.3. The knee and ankle joint allow for a flexion/extension rotation only.
2.12. Suit
2.12.1. The suit is not shown in Figure 1 of this Annex.
2.12.2. 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
Number
1
Head
1
2
Neck
1
2a
Head-neck interface
1
2b
Central section
1
2c
Neck-thorax interface
1
2d
Neck-bracket
1
3
Shoulder
1
3a
Shoulder box
1
3b
Clavicles
2
3c
Elastic cord
2
3d
Shoulder foam cap
1
4
Thorax
1
4a
Thoracic spine
1
4b
Back plate (curved)
1
4c
Rib module
3
4d
Rib bow covered with flesh
3
4e
Piston-cylinder assembly
3
4f
Damper
3
4g
Stiff damper spring
3
4h
Tuning spring
3
4i
Displacement transducer
3
4j
T12 load cell or load cell replacement
1
5
Arm
2
6
Lumbar spine
1
7
Abdomen
1
7a
Central casting
1
7b
Foam covering
1
7c
Force transducer
3
8
Pelvis
1
8a
Sacrum block
1
8b
Iliac wings
2
8c
Hip joint assembly
2
8d
Flesh covering
1
8e
H-Point foam block
2
8f
Force transducer or replacement
1
9
Leg
2
10
Suit
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,
⅔ 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 principal dimensions of the side impact dummy (including the suit), based on Figure 2 of
this Annex, are given in Table 3 of this Annex.
The dimensions are measured without suit

Table 3
Principle Dummy Dimensions
No. Parameter Dimension (mm)
1 Sitting height 909 ± 9
2 Seat to shoulder joint 565 ± 7
3 Seat to lower face of thoracic spine box 351 ± 5
4 Seat to hip joint (centre of bolt) 100 ± 3
5 Sole to seat, sitting 442 ± 9
6 Head width 155 ± 3
7 Shoulder/arm width 470 ± 9
8 Thorax width 327 ± 5
9 Abdomen width 290 ± 5
10 Pelvis width 355 ± 5
11 Head depth 201 ± 5
12 Thorax depth 276 ± 5
13 Abdomen depth 199 ± 5
14 Pelvis depth 240 ± 5
15 Back of buttocks to hip joint (centre of bolt) 155 ± 5
16 Back of buttocks to front knee 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.

5.3. Visual Check
5.3.1. All dummy parts should be visually checked for damage and if necessary replaced before the
certification test.
5.4. General Test Set-up
5.4.1. Figure 3 of this Annex shows the test set-up for all certification tests on the side impact
dummy.
5.4.2. The certification test set-up arrangements and testing procedures shall be in accordance with
the specification and requirements of the documentation specified in Paragraph 1.1.
5.4.3. The tests on the head, neck, thorax and lumbar spine are carried out on sub assemblies of
the dummy.
5.4.4. The tests on the shoulder, abdomen and pelvis are performed with the complete dummy
(without suit, shoes and underwear). In these tests the dummy is seated on a flat surface with
two sheets of less than or equal to 2mm thick polytetrafluoretheen (PTFE), placed between
the dummy and the flat surface.
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 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 30min.
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 ± 1mm 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 ± 0.005kg.).
5.5.3. The peak resultant head acceleration, filtered using ISO 6487:2000 CFC 1000, should be
between and including 100g and 150g.
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).

5.6.8. The neck performance can be adjusted by replacing the eight circular section buffers with
buffers of another shore hardness.
5.7. Shoulder
5.7.1. The length of the elastic cord should be adjusted so that a force between and including
27.5 and 32.5N applied in a forward direction 4 ± 1mm from the outer edge of the clavicle in
the same plane as the clavicle movement, is required to move the clavicle forward.
5.7.2. The dummy is seated on a flat, horizontal, rigid surface with no back support. The thorax is
positioned vertically and the arms should be set at an angle of 40 ± 2° forward to the vertical.
The legs are positioned horizontally.
5.7.3. The impactor is a pendulum with a mass of 23.4 ± 0.2kg and diameter of 152.4 ± 0.25mm
with an edge radius of 12.7mm . The impactor is suspended from rigid hinges by four wires
with the centre line of the impactor at least 3.5m below the rigid hinges (see Figure 4).
5.7.4. The impactor is equipped with an accelerometer sensitive in the direction of impact and
located on the impactor axis.
5.7.5. The impactor should freely swing onto the shoulder of the dummy with an impact velocity of
4.3 ± 0.1m/s.
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 10.5g.
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 ± 0.01kg with a flat face and a diameter of
150 ± 2mm.
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 459mm. These drop
heights result in velocities of approximately 4, 2 and 3m/s respectively. Impact drop heights
should be applied with an accuracy of 1%.

5.10.5. 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 8 and Table 6 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.
Table 6
Pendulum Velocity Change – Time Corridor
for Lumbar Spine Certification Test
Upper Boundary
Time (s)
Velocity (m/s)
Lower Boundary
Time (s)
Velocity (m/s)
0.001
0.0

Figure 3
Overview of the Side Impact Dummy Certification Test Set-up

Figure 5
Pendulum Deceleration-time Corridor for Neck Certification Test

Figure 8
Pendulum Velocity Change – Time Corridor
for Lumbar Spine Certification Test

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 floor-pan. Set the left foot perpendicular to the lower leg with the heel resting on
the floor-pan in the same lateral line as the right heel. Set the knees of the dummy such that their
outside surfaces are 150 ± 10mm 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.
2.11. For other seating positions, without inducing pelvis or torso movement, place the heels of the
dummy as far forward as possible on the floor-pan without compressing the seat cushion more
than the compression due to the weight of the leg. Set the knees of the dummy such that their
outside surfaces are 150 ± 10mm from the plane of symmetry of the dummy.

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 6.8kg. Its
impact surface is hemispherical with a diameter of 165mm.
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.
3.2. Body Block Impactor (Figure 3)
3.2.1. This apparatus consists of a fully guided linear impactor, rigid, with a mass of 30kg. Its
dimensions and transversal section is presented in Figure 3.
3.2.2. The body block shall be fitted with two accelerometers and a speed-measuring device, all
capable of measuring values in the impact direction.

Figure 1
Measurement of V , V , V

Figure 2
E.g. Measurement of High Voltage Bus Energy Stored in X-capacitors
4. PHYSICAL PROTECTION
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 of this Annex 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).
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)
R =R *(V /V ’ – V /V ) or R = R *V *(1/V ’ – 1/V )

ANNEX 9 – APPENDIX 1
JOINTED TEST FINGER (DEGREE IPXXB)
Figure 1
Jointed Test Finger

Occupant Protection in Lateral (Side) Collision.