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E/ECE/324
) Rev.2/Add.99/Rev.3/Amend.2
E/ECE/TRANS/505 )
February 17, 2023
STATUS OF UNITED NATIONS REGULATION
ECE 100-03
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF:
VEHICLES WITH REGARD TO SPECIFIC
REQUIREMENTS FOR THE ELECTRIC POWER TRAIN
Incorporating:
Supplement 1 to the 01 series of amendments
Date of Entry into Force: 26.07.12
Supplement 2 to the 01 series of amendments
Date of Entry into Force: 15.07.13
02 series of amendments to the Regulation
Date of Entry into Force: 15.07.13
Supplement 1 to the 02 series of amendments
Date of Entry into Force: 10.06.14
Supplement 2 to the 02 series of amendments
Date of Entry into Force: 29.01.16
Supplement 3 to the 02 series of amendments
Date of Entry into Force: 18.06.16
Supplement 4 to the 02 series of amendments
Date of Entry into Force: 28.05.19
03 series of amendments to the Regulation
Date of Entry into Force: 09.06.21
Supplement 1 to the 03 series of amendments
Date of Entry into Force: 22.06.22
Supplement 2 to the 03 series of amendments
Date of Entry into Force: 04.01.23

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REGULATION
1. Scope
2. Definitions
UN REGULATION No. 100-03
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH
REGARD TO SPECIFIC REQUIREMENTS FOR THE ELECTRIC POWER TRAIN
3. Application for Approval
4. Approval
CONTENTS
5. Part I: Requirements of a Vehicle with Regard to Specific Requirements for the Electric Power
Train
6. Part II: Requirements of a Rechargeable Electrical Energy Storage System (REESS) with Regard
to Safety
7. Modifications and Extension of the Type Approval
8. Conformity of Production
9. Penalties for Non-conformity of Production
10. Production Definitively Discontinued
11. Names and Addresses of Technical Services Responsible for Conducting Approval Tests and of
Type Approval Authorities
12. Transitional Provisions
ANNEXES
Annex 1
Annex 1
� Part 1 – Communication concerning the approval or extension or refusal or withdrawal of
approval or production definitively discontinued of a vehicle type with regard to its electrical
safety pursuant to Regulation No. 100
� Part 2 – Communication concerning the approval or extension or refusal or withdrawal of
approval or production definitively discontinued of a REESS type as component/separate
technical unit pursuant to Regulation No. 100
Appendix 1 � Part 1 –Essential characteristics of road vehicles or systems
Appendix 2 – Essential characteristics of REESS
Annex 2
� Arrangements of the approval marks

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UN REGULATION No. 100-03
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH
REGARD TO SPECIFIC REQUIREMENTS FOR THE ELECTRIC POWER TRAIN
1. SCOPE
1.1 Part I:
Safety requirements with respect to the electric power train of road vehicles of Categories M
and N , with a maximum design speed exceeding 25km/h, equipped with electric power
train, excluding vehicles permanently connected to the grid.
Part I of this regulation does not cover;
(a)
(b)
Post-crash safety requirements of road vehicles
High voltage components and systems which are not galvanically connected to the
high voltage bus of the electric power train.
1.2 Part II:
Safety requirements with respect to the Rechargeable Electrical Energy Storage System
(REESS), of road vehicles of Categories M and N equipped with electric power train,
excluding vehicles permanently connected to the grid.
Part II of this Regulation does not apply to a battery whose primary use is to supply power
for starting the engine and/or lighting and/or other vehicle auxiliaries' systems.
2. DEFINITIONS
For the purpose of this Regulation the following definitions apply:
2.1 "Active driving possible mode" means the vehicle mode when application of pressure to
the accelerator pedal (or activation of an equivalent control) or release of the brake system
will cause the electric power train to move the vehicle.
2.2. "Aqueous electrolyte" means an electrolyte based on water solvent for the compounds
(e.g. acids, bases) providing conducting ions after its dissociation.
2.3. "Automatic disconnect" means a device that when triggered, conductively separates the
electric energy sources from the rest of the high voltage circuit of the electric power train.
2.4. "Breakout harness" means connector wires that are connected for testing purposes to the
REESS on the traction side of the automatic disconnect.

---

2.20. "Exposed conductive part" means the conductive part which can be touched under the
provisions of the protection Degree IPXXB, and which is not normally energised, but which
can become electrically energised under isolation failure conditions. This includes parts
under a cover that can be removed without using tools.
2.21. "External electric power supply" means an alternating current (AC) or direct current (DC)
electric power supply outside of the vehicle.
2.22. "Fire" means the emission of flames from a Tested-Device. Sparks and arcing shall not be
considered as flames.
2.23. "Flammable electrolyte" means an electrolyte that contains substances classified as
Class 3 "flammable liquid" under "UN Recommendations on the Transport of Dangerous
Goods – Model Regulations (Revision 17 from June 2011), Volume I, Chapter 2.3" .
2.24. "High Voltage" means the classification of an electric component or circuit, if its working
voltage is >60V and ≤1,500VDC or >30V and ≤1,000VAC root mean square (rms).
2.25. "High voltage bus" means the electrical circuit, including the coupling system for charging
the REESS that operates on high voltage. In case of electrical circuits, that are galvanically
connected to each other and fulfilling the voltage condition specified in Paragraph 2.42.,
only the components or parts of the electric circuit that operate on high voltage are classified
as a high voltage bus.
2.26. "Indirect contact" means the contact of persons with exposed conductive parts.
2.27. "Live parts" means the conductive part(s) intended to be electrically energised under
normal operating conditions.
2.28. "Luggage compartment" means the space in the vehicle for luggage accommodation,
bounded by the roof, hood, floor, side walls, as well as by the barrier and enclosure
provided for protecting the occupants from direct contact with high voltage live parts, being
separated from the passenger compartment by the front bulkhead or the rear bulk head.
2.29. "Manufacturer" means the person or body who is responsible to the approval authority for
all aspects of the approval process and for ensuring conformity of production. It is not
essential that the person or body is directly involved in all stages of the construction of the
vehicle or component which is the subject of the approval process.
2.30. "Non-aqueous electrolyte" means an electrolyte not based on water as the solvent.
2.31. "Normal operating conditions" includes operating modes and conditions that can
reasonably be encountered during typical operation of the vehicle including driving at legally
posted speeds, parking and standing in traffic, as well as, charging using chargers that are
compatible with the specific charging ports installed on the vehicle. It does not include
conditions where the vehicle is damaged, either by a crash, road debris or vandalization,
subjected to fire or water submersion, or in a state where service and or maintenance is
needed or being performed.

---

2.44. "Tested-Device" means either complete REESS or REESS subsystem that is subjected to
the tests prescribed by this Regulation.
2.45. "Thermal event" means the condition when the temperature within the REESS is
significantly higher (as defined by the manufacturer) than the maximum operating
temperature.
2.46. "Thermal runaway" means an uncontrolled increase of cell temperature caused by
exothermic reactions inside the cell.
2.47. "Thermal propagation" means the sequential occurrence of thermal runaway within a
REESS triggered by thermal runaway of a cell in that REESS.
2.48. "Type of REESS" means systems which do not differ significantly in such essential aspects
as:
(a)
(b)
(c)
(d)
(e)
The manufacturer's trade name or mark;
The chemistry, capacity and physical dimensions of its cells;
The number of cells, the mode of connection of the cells and the physical support of
the cells;
The construction, materials and physical dimensions of the casing and
The necessary ancillary devices for physical support, thermal management and
electronic control.
2.49. "Vehicle connector" means the device which is inserted into the vehicle inlet to supply
electric energy to the vehicle from an external electric power supply.
2.50. "Vehicle inlet" means the device on the externally chargeable vehicle into which the
vehicle connector is inserted for the purpose of transferring electric energy from an external
electric power supply.
2.51. "Vehicle type" means vehicles which do not differ in such essential aspects as:
(a)
(b)
Installation of the electric power train and the galvanically connected high voltage
bus;
Nature and type of electric power train and the galvanically connected high voltage
components.
2.52. "Venting" means the release of excessive internal pressure from cell or REESS subsystem
or REESS in a manner intended by design to preclude rupture or explosion.
2.53. "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 condition. If the
electrical circuit is divided by galvanic isolation, the working voltage is defined for each
divided circuit, respectively.

---

4. APPROVAL
4.1. If the type submitted for approval pursuant to this Regulation meets the requirements of the
relevant parts of this Regulation, approval of that type shall be granted.
4.2. An approval number shall be assigned to each type approved in accordance with
Schedule 4 of the Agreement (E/ECE/TRANS/505/Rev.3).
4.3. Notice of approval or of refusal or of extension or withdrawal of approval or production
definitively discontinued of a vehicle type pursuant to this Regulation shall be communicated
to the Parties to the Agreement applying this Regulation, by means of a form conforming to
the model in Annex 1, Part 1 or 2 as appropriate to this Regulation.
4.4. There shall be affixed, conspicuously and in a readily accessible place specified on the
approval form, to every vehicle or REESS conforming to a type approved under this
Regulation an international approval mark consisting of:
4.4.1. A circle surrounding the Letter "E" followed by the distinguishing number of the country
which has granted approval .
4.4.2. The number of this Regulation, followed by the Letter "R", a dash and the approval number
to the right of the circle described in Paragraph 4.4.1.
4.4.3 In the case of an approval of a REESS the "R" shall be followed by the Symbol "ES".
4.5. If the vehicle or REESS conforms to a type approved under one or more other Regulations
annexed to the Agreement in the country which has granted approval under this Regulation,
the symbol prescribed in Paragraph 4.4.1. 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 4.4.1.
4.6. The approval mark shall be clearly legible and shall be indelible.
4.6.1. In the case of a vehicle, the approval mark shall be placed on or close to the vehicle data
plate affixed by the manufacturer.
4.6.2. In the case of a REESS, the approval mark shall be affixed on the major element of the
REESS by the manufacturer.
4.7. Annex 2 to this Regulation gives examples of the arrangements of the approval mark.

---

Figure 1
Schematic to Measure Wrap-around Distance
5.1.1.1. For high voltage live parts inside the passenger compartment or luggage compartment, the
protection degree IPXXD shall be provided.
5.1.1.2. For high voltage live parts in areas other than the passenger compartment or luggage
compartment, the protection degree IPXXB shall be provided.
5.1.1.3. Service Disconnect
5.1.1.4. Marking
For a high voltage service disconnect which can be opened, disassembled or removed
without tools, or for vehicles of Categories N , N , M and M , an operator controlled
activation/deactivation device or equivalent, protection degree IPXXB shall be satisfied
when it is opened, disassembled or removed.
5.1.1.4.1. The symbol shown in Figure 2 shall be present on or near the REESS having high voltage
capability. The symbol background shall be yellow, the bordering and the arrow shall be
black.
This requirement shall also apply to a REESS which is part of a galvanically connected
electrical circuit where the specific voltage condition is not fulfilled, independent of the
maximum voltage of the REESS.

---

5.1.2.3. In the case of motor vehicles which are intended to be connected to the grounded external
electric power supply through the conductive connection between vehicle inlet and vehicle
connector, a device to enable the galvanical connection of the electrical chassis to the earth
ground for the external electric power supply shall be provided.
The device should enable connection to the earth ground before exterior voltage is applied
to the vehicle and retain the connection until after the exterior voltage is removed from the
vehicle.
Compliance to this requirement may be demonstrated either by using the connector
specified by the vehicle manufacturer, by visual inspection or drawings.
The above requirements are only applicable for vehicles when charging from a stationary
charging point, with a charging cable of finite length, through a vehicle coupler comprising a
vehicle connector and a vehicle inlet.
5.1.3. Isolation Resistance
This Paragraph shall not apply to electrical circuits that are galvanically connected to each
other, where the DC part of these circuits is connected to the electrical chassis and the
specific voltage condition is fulfilled.
5.1.3.1. Electric power train consisting of separate Direct Current- or Alternating Current-buses
If AC high voltage buses and DC high voltage buses are galvanically isolated from each
other, isolation resistance between the high voltage bus and the electrical chassis shall
have a minimum value of 100Ω/V of the working voltage for dc buses, and a minimum value
of 500Ω/V of the working voltage for ac buses.
The measurement shall be conducted according to Annex 5A "Isolation resistance
measurement method for vehicle-based tests".
5.1.3.2. Electric Power Train Consisting of Combined DC- and AC-Buses
If AC high voltage buses and DC high voltage buses are galvanically connected, isolation
resistance between the high voltage bus and the electrical chassis shall have a minimum
value of 500Ω/V of the working voltage.
However, if all AC high voltage buses are protected by one of the two following measures,
isolation resistance between the high voltage bus and the electrical chassis shall have a
minimum value of 100Ω/V of the working voltage:
(a)
(b)
At least two or more layers of solid insulators, electrical protection barriers or
enclosures that meet the requirement in Paragraph 5.1.1. independently, for example
wiring harness;
Mechanically robust protections that have sufficient durability over vehicle service life
such as motor housings, electronic converter cases or connectors;
The isolation resistance between the high voltage bus and the electrical chassis may be
demonstrated by calculation, measurement or a combination of both.
The measurement shall be conducted according to Annex 5A "Isolation resistance
measurement method for vehicle based tests".

---

5.2. Rechargeable Electrical Energy Storage System (REESS)
5.2.1. For a vehicle with a REESS, the requirement of either Paragraph 5.2.1.1. or
Paragraph 5.2.1.2. shall be satisfied.
5.2.1.1. For a REESS which has been type approved in accordance with Part II of this Series of
Amendments to this Regulation, it shall be installed in accordance with the instructions
provided by the manufacturer of the REESS, and in conformity with the description provided
in Annex 1, Appendix 2 to this Regulation.
5.2.1.2. The REESS including related vehicle components, systems and structure as applicable,
shall comply with the respective requirements of Paragraph 6 Of this Regulation.
5.2.2. Accumulation of Gas
Places for containing open type traction batteries that may produce hydrogen gas shall be
provided with a ventilation fan or a ventilation duct to prevent the accumulation of hydrogen
gas.
5.2.3. Warning in the Event of Failure in REESS
The vehicle shall provide a warning to the driver when the vehicle is in active driving
possible mode in the event specified in Paragraphs 6.13. to 6.15.
In case of optical warning, the tell-tale shall, when illuminated, be sufficiently bright to be
visible to the driver under both daylight and night-time driving conditions, when the driver
has adapted to the ambient roadway light conditions.
This tell-tale shall be activated as a check of lamp function either when the propulsion
system is turned to the "On" position, or when the propulsion system is in a position
between "On" and "Start" that is designated by the manufacturer as a check position. This
requirement does not apply to the tell-tale or text shown in a common space.
5.2.4. Warning in the Event of Low Energy Content of REESS.
For pure electric vehicles (vehicles equipped with a powertrain containing exclusively
electric machines as propulsion energy converters and exclusively rechargeable electric
energy storage systems as propulsion energy storage systems), a warning to the driver in
the event of low REESS state of charge shall be provided. Based on engineering judgment,
the manufacturer shall determine the necessary level of REESS energy remaining, when
the driver warning is first provided.
In case of optical warning, the tell-tale shall, when illuminated, be sufficiently bright to be
visible to the driver under both daylight and night-time driving conditions, when the driver
has adapted to the ambient roadway light conditions.

---

5.4.6. It shall not be possible to take a manual control of the charging phases.
5.4.7. Normal operations of connection and disconnection to the mains or power cuts shall not
affect the control system of the charging phases.
5.4.8. Important charging failures shall be permanently indicated. An important failure is a failure
that can lead to a malfunction of the charger during charging later on.
5.4.9. The manufacturer has to indicate in the owner's manual, the conformity of the vehicle to
these requirements.
5.4.10. This approval granted to a vehicle type relative to hydrogen emissions can be extended to
different vehicle types belonging to the same family, in accordance with the definition of the
family given in Annex 8, Appendix 2.
6. PART II: REQUIREMENTS OF A RECHARGEABLE ELECTRICAL ENERGY STORAGE
SYSTEM (REESS) WITH REGARD TO ITS SAFETY
6.1. General
6.2. Vibration
The procedures prescribed in Annex 9 of this Regulation shall be applied.
6.2.1. This test shall be conducted in accordance with Annex 9A to this Regulation.
6.2.2. Acceptance Criteria
6.2.2.1. During the test, there shall be no evidence of:
(a)
(b)
(c)
(d)
(e)
Electrolyte leakage;
Rupture (applicable to high voltage REESS(s) only);
Venting (for REESS other than open-type traction battery);
Fire;
Explosion.
The evidence of electrolyte leakage shall be verified by visual inspection without
disassembling any part of the Tested-Device. An appropriate technique shall, if necessary,
be used in order to confirm if there is any electrolyte leakage from the REESS resulting from
the test. The evidence of venting shall be verified by visual inspection without disassembling
any part of the Tested-Device.
6.2.2.2. For a high voltage REESS, the isolation resistance measured after the test in accordance
with Annex 5B to this Regulation shall not be less than 100Ω/V.

---

6.4.1.2. Component Based Test
The test shall be conducted in accordance with Annex 9C to this Regulation.
6.4.1.3. Acceptance Criteria
During the test there shall be no evidence of:
(a)
(b)
Fire;
Explosion;
(c1) Electrolyte leakage if tested according to Paragraph 6.4.1.1.:
(i)
In case of aqueous electrolyte REESS:
For a period from the impact until 60min after the impact there shall be no
electrolyte leakage from the REESS into the passenger compartment and
no more than 7% by volume of the REESS electrolyte with a maximum of 5.0L
leaked from the REESS to the outside of the passenger compartment. The
leaked amount of electrolyte can be measured by the usual techniques of
determination of liquid volumes after its collection. For containers containing
Stoddard, coloured coolant and electrolyte, the fluids shall be allowed to
separate by specific gravity then measured;
(ii)
In case of non-aqueous electrolyte REESS:
For a period from the impact until 60min after the impact, there shall be no
liquid electrolyte leakage from the REESS into the passenger compartment,
luggage compartment and no liquid electrolyte leakage to outside the vehicle.
This Requirement shall be verified by visual inspection without disassembling
any part of the vehicle.
(c2) Electrolyte leakage if tested according to Paragraph 6.4.1.2.
After the vehicle based test (Paragraph 6.4.1.1.), REESS shall remain attached to the
vehicle by at least one component anchorage, bracket, or any structure that transfers loads
from REESS to the vehicle structure, and REESS located outside the passenger
compartment shall not enter the passenger compartment.
After the component based test (Paragraph 6.4.1.2.) the Tested-Device shall be retained by
its mounting and its components shall remain inside its boundaries.
For a high voltage REESS the isolation resistance of the Tested-Device shall ensure at
least 100Ω/V for the whole REESS measured after the test in accordance with Annex 45A
or Annex 45B to this Regulation, or the protection degree IPXXB shall be fulfilled for the
Tested-Device.
For a REESS tested in accordance with Paragraph 6.4.1.2., the evidence of electrolyte
leakage shall be verified by visual inspection without disassembling any part of the
Tested-Device.

---

6.4.2.1.2. Vehicle Specific Component Test
The test shall be conducted in accordance with Annex 9D of this Regulation.
The crush force specified in Paragraph 3.2.1. of Annex 9D may be replaced with the value
declared by the vehicle manufacturer using the data obtained from either actual crash tests
or its simulation as specified in Annex 3 of UN Regulations Nos. 94 or 137 in the direction of
travel and according to Annex 4 to UN Regulation No. 95 in the direction horizontally
perpendicular to the direction of travel. These forces shall be agreed by the Technical
Service.
The manufacturers may, in agreement with the Technical Services, use forces derived from
the data obtained from alternative crash test procedures, but these forces shall be equal to
or greater than the forces that would result from using data in accordance with the
Regulations specified above. The manufacturer may define the relevant parts of the vehicle
structure used for the mechanical protection of the REESS components. The test shall be
conducted with the REESS mounted to this vehicle structure in a way which is
representative of its mounting in the vehicle.
6.4.2.2. Component Based Test
The test shall be conducted in accordance with Annex 9D to this Regulation. REESS
approved according to this Paragraph shall be mounted in a position which is between the
two planes; (a) a vertical plane perpendicular to the centre line of the vehicle
located 420mm rearward from the front edge of the vehicle, and (b) a vertical plane
perpendicular to the centre line of the vehicle located 300mm forward from the rear edge of
the vehicle.
The mounting restrictions shall be documented in Annex 1 - Appendix 2.
The crush force specified in Paragraph 3.2.1. of Annex 9D may be replaced with the value
declared by the manufacturer, where the crush force shall be documented in Annex 1,
Appendix 2 as a mounting restriction. In this case, the vehicle manufacturer who uses such
REESS shall demonstrate, during the process of approval for Part I of this Regulation, that
the contact force to the REESS will not exceed the figure declared by the REESS
manufacturer. Such force shall be determined by the vehicle manufacturer using the data
obtained from either actual crash test or its simulation as specified in Annex 3 of UN
Regulations Nos. 94 or 137 in the direction of travel and according to Annex 4 to Regulation
No. 95 in the direction horizontally perpendicular to the direction of travel. These forces shall
be agreed by the manufacturer together with the Technical Service.
The manufacturers may, in agreement with the Technical Services, use forces derived from
the data obtained from alternative crash test procedures, but these forces shall be equal to
or greater than the forces that would result from using data in accordance with the
regulations specified above.

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6.5. Fire Resistance
This test is required for REESS containing flammable electrolyte.
This test is not required when the REESS as installed in the vehicle, is mounted such that
the lowest surface of the casing of the REESS is more than 1.5m above the ground. At the
option of the manufacturer, this test may be performed where the REESS's lower surface is
higher than 1.5m above the ground. The test shall be carried out on one test sample. At the
manufacturer's choice the test may be performed as, either:
(a)
(b)
A vehicle based test in accordance with Paragraph 6.5.1. of this Regulation, or
A component based test in accordance with Paragraph 6.5.2. of this Regulation.
6.5.1. Vehicle Based Test
The test shall be conducted in accordance with Annex 9E Paragraph 3.2.1. of this
Regulation.
The approval of a REESS tested according to this Paragraph shall be limited to approvals
for a specific vehicle type.
6.5.2. Component Based Test
The test shall be conducted in accordance with Annex 9E Paragraph 3.2.2. of this
Regulation.
6.5.3. Acceptance Criteria
6.5.3.1. During the test, the Tested-Device shall exhibit no evidence of explosion.

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6.8.
Over-discharge Protection
6.8.1.
The test shall be conducted in accordance with Annex 9H to this Regulation.
6.8.2.
Acceptance Criteria
6.8.2.1.
During the test there shall be no evidence of:
(a)
(b)
(c)
(d)
(e)
Electrolyte leakage;
Rupture (applicable to high voltage REESS(s) only);
Venting (for REESS other than open-type traction battery);
Fire;
Explosion.
The evidence of electrolyte leakage shall be verified by visual inspection without
disassembling any part of the Tested-Device. An appropriate technique shall, if necessary,
be used in order to confirm if there is any electrolyte leakage from the REESS resulting from
the test. The evidence of venting shall be verified by visual inspection without disassembling
any part of the Tested-Device.
6.8.2.2. For a high voltage REESS the isolation resistance measured after the test in accordance
with Annex 5B to this Regulation shall not be less than 100Ω/V.
6.9. Over-temperature Protection
6.9.1. The test shall be conducted in accordance with Annex 9I to this Regulation.
6.9.2. Acceptance Criteria
6.9.2.1. During the test there shall be no evidence of:
(a)
(b)
(c)
(d)
(e)
Electrolyte leakage;
Rupture (applicable to high voltage REESS(s) only);
Venting (for REESS other than open-type traction battery);
Fire;
Explosion.
The evidence of electrolyte leakage shall be verified by visual inspection without
disassembling any part of the Tested-Device. An appropriate technique shall, if necessary,
be used in order to confirm if there is any electrolyte leakage from the REESS resulting from
the test. The evidence of venting shall be verified by visual inspection without disassembling
any part of the Tested-Device.
6.9.2.2. For a high voltage REESS, the isolation resistance measured after the test in accordance
with Annex 5B to this Regulation shall not be less than 100Ω/V.

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6.12. Management of Gases Emitted from REESS
6.12.1. Under vehicle operation including the operation with a failure, the vehicle occupants shall
not be exposed to any hazardous environment caused by emissions from REESS.
6.12.2. Open-type traction batteries shall meet the requirements of Paragraph 5.4. of this Regulation
with regard to hydrogen emissions.
6.12.3. For REESS other than open-type traction battery, the requirement of Paragraph 6.12.1. is
deemed to be satisfied, if all applicable requirements of the following tests are met:
Paragraph 6.2. (vibration), Paragraph 6.3. (thermal shock and cycling), Paragraph 6.6. (external
short circuit protection), Paragraph 6.7. (overcharge protection), Paragraph 6.8. (over-discharge
protection), Paragraph 6.9. (over-temperature protection) and Paragraph 6.10. (overcurrent
protection).
6.13. Warning in the Event of Operational Failure of Vehicle Controls that Manage REESS
Safe Operation.
The REESS or vehicle system shall provide a signal to activate the warning specified in
Paragraph 5.2.3. in the event of operational failure of the vehicle controls (e.g. input and
output signals to the management system of REESS, sensors within REESS, etc.) that
manage the safe operation of the REESS. REESS or vehicle manufacturer shall make
available, at the request of the Technical Service with its necessity, the following
documentation explaining safety performance of the system level or subsystem level of the
vehicle:
6.13.1. A system diagram that identifies all the vehicle controls that manage REESS operations.
The diagram must identify what components are used to generate a warning due to
operational failure of vehicle controls to conduct one or more basic operations.
6.13.2. A written explanation describing the basic operation of the vehicle controls that manage
REESS operation. The explanation must identify the components of the vehicle control
system, provide description of their functions and capability to manage the REESS, and
provide a logic diagram and description of conditions that would lead to triggering of the
warning.
6.14. Warning in the Case of a Thermal Event within the REESS.
The REESS or vehicle system shall provide a signal to activate the warning specified in
Paragraph 5.2.3. in the case of a thermal event in the REESS (as specified by the
manufacturer). REESS or vehicle manufacturer shall make available, at the request of the
Technical Service with its necessity, the following documentation explaining safety
performance of the system level or subsystem level of the vehicle:
6.14.1. The parameters and associated threshold levels that are used to indicate a thermal event
(e.g. temperature, temperature rise rate, SOC level, voltage drop, electrical current, etc.) to
trigger the warning.
6.14.2. A system diagram and written explanation describing the sensors and operation of the
vehicle controls to manage the REESS in the event of a thermal event.

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6.15.2.4. For each identified risk mitigation function or characteristic:
6.15.2.4.1. A description of its operation strategy;
6.15.2.4.2. Identification of the physical system or component which implements the function;
6.15.2.4.3. One or more of the following engineering documents relevant to the manufacturers design
which demonstrates the effectiveness of the risk mitigation function:
(a)
(b)
Tests performed including procedure used and conditions and resulting data;
Analysis or validated simulation methodology and resulting data.
7. MODIFICATIONS AND EXTENSION OF THE TYPE APPROVAL
7.1. Every modification of the vehicle or REESS type with regard to this Regulation shall be
notified to the Type Approval Authority which approved the vehicle or REESS type. The
Authority may then either:
(a)
(b)
Decide, in consultation with the manufacturer, that a new type approval is to be
granted; or
Apply the procedure contained in Paragraph 7.1.1. (Revision) and, if applicable, the
procedure contained in Paragraph 7.1.2. (Extension).
7.1.1. Revision
7.1.2. Extension
When details recorded in the information documents of Annex 1 - Appendix 1 or Annex 1 -
Appendix 2 have changed and the Type Approval Authority considers that the modifications
made are unlikely to have appreciable adverse effect, and that in any case the vehicle still
meets the requirements, the modification shall be designated a "revision".
In such a case, the Type Approval Authority shall issue the revised pages of the information
documents of Annex 1 - Appendix 1 or Annex 1 - Appendix 2 as necessary, marking each
revised page to show clearly the nature of the modification and the date of reissue. A
consolidated, updated version of the information documents of Annex 1 - Appendix 1 or
Annex 1 - Appendix 2, accompanied by a detailed description of the modification, shall be
deemed to meet this requirement.
The modification shall be designated an "extension" if, in addition to the change of the
particulars recorded in the information folder:
(a)
(b)
(c)
Further inspections or tests are required; or
Any information on the communication document (with the exception of its
attachments) has changed; or
Approval to a later series of amendments is requested after its entry into force.

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12. TRANSITIONAL PROVISIONS
12.1. As from the official date of entry into force of the 03 series of amendments, no Contracting
Party applying this Regulation shall refuse to grant or refuse to accept type approvals under
this Regulation as amended by the 03 series of amendments.
12.2. As from September 1, 2023, Contracting Parties applying this Regulation shall not be
obliged to accept type approvals to the preceding series of amendments, first issued after
September 1, 2023.
12.3. Until September 1, 2025, Contracting Parties applying this Regulation shall accept type
approvals to the preceding series of amendments, first issued before September 1, 2023.
12.4. As from September 1, 2025, Contracting Parties applying this Regulation shall not be
obliged to accept type approvals issued to the preceding series of amendments to this
Regulation.
12.5. Contracting Parties applying this Regulation shall not refuse to grant type approvals
according to any preceding series of amendments to this Regulation or extensions thereof.
12.6. Notwithstanding the transitional provisions above, Contracting Parties who start to apply
this Regulation after the date of entry into force of the most recent series of amendments
are not obliged to accept type approvals which were granted in accordance with any of the
preceding series of amendments to this Regulation.

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6.3.
Propulsion system (e.g. hybrid, electric): ........................................................................................
7.
Vehicle submitted for approval on: ..................................................................................................
8.
Technical service responsible for conducting approval tests: .........................................................
........................................................................................................................................................
9.
Date of report issued by that service: .............................................................................................
10.
Number of report issued by that service: ........................................................................................
11.
Location of the approval mark: ........................................................................................................
12.
Reason(s) for extension of approval (if applicable)
:.....................................................................
13.
Approval granted/extended/refused/withdrawn
:..........................................................................
14.
Place: ..............................................................................................................................................
15.
Date: ................................................................................................................................................
16.
Signature: ........................................................................................................................................
17.
The documents filed with the request for approval or extension may be obtained on request.

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12.
Reason(s) for extension of approval (if applicable)
:.....................................................................
13.
Approval granted/extended/refused/withdrawn
:...........................................................................
14.
Place: ..............................................................................................................................................
15.
Date: ................................................................................................................................................
16.
Signature: ........................................................................................................................................
17.
The documents filed with the request for approval or extension may be obtained on request.

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3.3.4.
Casing (construction, materials and physical dimensions): ............................................................
3.4.
Electrical Specification
3.4.1.
Nominal voltage (V):........................................................................................................................
3.4.2.
Working voltage (V):........................................................................................................................
3.4.3.
Capacity (Ab):..................................................................................................................................
3.4.3.
Maximum current (A):......................................................................................................................
3.5.
Gas combination rate (in %):...........................................................................................................
3.6.
Description or drawing (s) or picture(s) of the installation of the REESS in the vehicle: ................
3.6.1.
Physical support: .............................................................................................................................
3.7.
Type of thermal management: ........................................................................................................
3.8.
Electronic control: ............................................................................................................................
4.
FUEL CELL (IF ANY):
4.1.
Trade name and mark of the fuel cell: ............................................................................................
........................................................................................................................................................
4.2
Types of fuel cell: ............................................................................................................................
4.3.
Nominal voltage (V):........................................................................................................................
4.4.
Number of cells: ..............................................................................................................................
4.5.
Type of cooling system (if any): ......................................................................................................
4.6.
Max Power (kW):.............................................................................................................................
5.
FUSE AND/OR CIRCUIT BREAKER:
5.1.
Type: ...............................................................................................................................................
5.2.
Diagram showing the functional range: ...........................................................................................
6.
POWER WIRING HARNESS:
6.1.
Type: ...............................................................................................................................................
7.
PROTECTION AGAINST ELECTRIC SHOCK:
7.1.
Description of the protection concept: .............................................................................................

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ANNEX 1 – APPENDIX 2
ESSENTIAL CHARACTERISTICS OF REESS
1.
REESS
1.1.
Trade name and mark of the REESS: ............................................................................................
1.1.1.
Type of REESS
1.2.
Indication of all types of cells: .........................................................................................................
1.2.1.
The cell chemistry: ..........................................................................................................................
1.2.2.
Physical dimensions: .......................................................................................................................
1.2.3.
Capacity of the cell (Ah): .................................................................................................................
1.3.
DESCRIPTION OR DRAWING(S) OR PICTURE(S) OF THE REESS EXPLAINING
1.3.1.
Structure: .........................................................................................................................................
1.3.2.
Configuration (number of cells, mode of connection, etc.): ............................................................
1.3.3.
Dimensions: .....................................................................................................................................
1.3.4.
Casing (construction, materials and physical dimensions): ............................................................
1.4.
ELECTRICAL SPECIFICATION
1.4.1.
Nominal voltage (V):........................................................................................................................
1.4.2.
Working voltage (V):........................................................................................................................
1.4.3.
Capacity (Ah):..................................................................................................................................
1.4.4.
Maximum current (A):......................................................................................................................
1.5.
Gas combination rate (in %):...........................................................................................................
1.6.
Description or drawing(s) or picture(s) of the installation of the REESS in the vehicle: .................
1.6.1.
Physical support: .............................................................................................................................
1.7.
Type of thermal management: ........................................................................................................
1.8.
Electronic control: ............................................................................................................................
1.9.
Category of vehicles on which the REESS can be installed: ..........................................................

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Model B
(See Paragraph 4.5. of this Regulation)
a = 8mm min.
The above approval mark affixed to a vehicle shows that the road vehicle concerned has been approved
in the Netherlands (E4) pursuant to Regulations Nos. 100 and 42 . The approval number indicates that,
at the dates when the respective approvals were granted, Regulation No. 100 was amended by the 02
series of amendments and Regulation No. 42 was still in its original form.

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Table 1
Access Probes for the Tests for Protection of Persons Against Access to Hazardous Parts

---

ANNEX 4
VERIFICATION OF POTENTIAL EQUALIZATION
1. TEST METHOD USING A RESISTANCE TESTER.
The resistance tester is connected to the measuring points (typically, electrical chassis and
electro conductive enclosure/electrical protection barrier) and the resistance is measured
using a resistance tester that meets the specification that follows:
(a)
(b)
(c)
Resistance tester: Measurement current at least 0.2A;
Resolution: 0.01Ω or less;
The Resistance R shall be less than 0.1Ω.
2. TEST METHOD USING DC POWER SUPPLY, VOLTMETER AND AMMETER.
Example of the test method using DC power supply, voltmeter and ammeter is shown
below.
2.1. Test Procedure.
Figure 1
Example of Test Method using DC Power Supply
The DC power supply, voltmeter and ammeter are connected to the measuring points
(Typically, electrical chassis and electro conductive enclosure/electrical protection barrier).
The voltage of the DC power supply is adjusted so that the current flow becomes at least 0.2A.
The Current "I" and the Voltage "U" are measured.
The Resistance "R" is calculated according to the following formula:
R = U / I
The Resistance R shall be less than 0.1Ω.

---

2.1.2. Measurement Method
An isolation resistance test instrument shall be connected between the live parts and the
electrical chassis. Then, the isolation resistance shall be measured by applying a DC
voltage at least half of the working voltage of the high voltage bus.
If the system has several voltage ranges (e.g. because of boost converter) in galvanically
connected circuit and some of the components cannot withstand the working voltage of the
entire circuit, the isolation resistance between those components and the electrical chassis
can be measured separately by applying at least half of their own working voltage with those
component disconnected.
2.2. Measurement Method Using the Vehicle's Own REESS as DC Voltage Source
2.2.1. Test Vehicle Conditions
The high voltage-bus shall be energised by the vehicle's own REESS and/or energy
conversion system and the voltage level of the REESS and/or energy conversion system
throughout the test shall be at least the nominal operating voltage as specified by the
vehicle manufacturer.
2.2.2. Measurement Instrument
The voltmeter used in this test shall measure DC values and shall have an internal
resistance of at least 10MΩ.
2.2.3. Measurement Method
2.2.3.1. First Step
The voltage is measured as shown in Figure 1 and the high voltage bus voltage (U ) is
recorded. U shall be equal to or greater than the nominal operating voltage of the REESS
and/or energy conversion system as specified by the vehicle manufacturer.

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Figure 2
Measurement of U '
If U is greater than U , 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 (U ') between the positive side of the high voltage bus and the electrical chassis
(see Figure 3).
Calculate the electrical isolation (R ) according to the following formula:
R = R × U × (1/U ' – 1/U )

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ANNEX 5B
ISOLATION RESISTANCE MEASUREMENT METHOD FOR
COMPONENT BASED TESTS OF A REESS
1. MEASUREMENT METHOD
The isolation resistance measurement shall be conducted by selecting an appropriate
measurement method from among those listed in Paragraphs 1.1. through 1.2. of this
annex, depending on the electrical charge of the live parts or the isolation resistance, etc.
Megohmmeter or oscilloscope measurements are appropriate alternatives to the procedure
described below for measuring isolation resistance. In this case, it may be necessary to
deactivate the on-board isolation resistance monitoring system.
The range of the electrical circuit to be measured shall be clarified in advance, using
electrical circuit diagrams, etc. If the high voltage buses are galvanically isolated from each
other, isolation resistance shall be measured for each electrical circuit.
If the operating voltage of the Tested-Device (U , Figure 1) cannot be measured (e.g. due to
disconnection of the electric circuit caused by main contactors or fuse operation) the test
may be performed with a modified test device to allow measurement of the internal voltages
(upstream the main contactors).
Moreover, modification necessary for measuring the isolation resistance may be carried out,
such as removal of the cover in order to reach the live parts, drawing of measurement lines,
change in software, etc.
In cases where the measured values are not stable due to the operation of the isolation
resistance monitoring system, necessary modification for conducting the measurement may
be carried out by stopping the operation of the device concerned or removing it.
Furthermore, when the device is removed, a set of drawings will be used to prove that the
isolation resistance between the live parts and the ground connection designated by the
manufacturer as a point to be connected to the electrical chassis when installed on the
vehicle remains unchanged.
These modifications shall not influence the test results.
Utmost care shall be exercised as to short circuit and electric shock, since this confirmation
might require direct operations of the high-voltage circuit.
1.1. Measurement Method using DC Voltage from External Sources
1.1.1. Measurement Instrument
An isolation resistance test instrument capable of applying a DC voltage higher than the
nominal voltage of the Tested-Device shall be used.

---

1.2.3.2. Second Step
1.2.3.3. Third Step
1.2.3.4. Fourth Step
Measure and record the voltage (U ) between the negative pole of the Tested-Device and
the ground connection (Figure 1).
Measure and record the voltage (U ) between the positive pole of the Tested-Device and
the ground connection (Figure 1).
If U is greater than or equal to U , insert a standard known resistance (R ) between the
negative pole of the Tested-Device and the ground connection. With R installed, measure
the voltage (U ') between the negative pole of the Tested-Device and the ground connection
(see Figure 2).
Calculate the electrical isolation (R ) according to the following formula:
R = R × U × (1/U ' – 1/U )
Figure 2
If U is greater than U , insert a standard known resistance (R ) between the positive pole of
the Tested-Device and the ground connection. With R installed, measure the voltage (U ')
between the positive pole of the Tested-Device and the ground connection (see Figure 3).
Calculate the electrical isolation (R ) according to the following formula:
R = R × U × (1/U ' – 1/U )

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ANNEX 6
CONFIRMATION METHOD FOR THE FUNCTION OF AN ON-BOARD
ISOLATION RESISTANCE MONITORING SYSTEM
The on-board isolation resistance monitoring system shall be tested using the following procedure:
(a)
Determine the isolation resistance, R , of the electric power train with the electrical isolation
monitoring system using the procedure outlined Annex 5A.
(b) If the minimum isolation resistance value required in accordance with Paragraphs 5.1.3.1.
or 5.1.3.2. is 100Ω/V, insert a resistor with resistance R between either side of the high voltage
bus that exhibit lower value in U or U measured in accordance with Paragraph 2.2.3. of
Annex 5A and the electrical chassis. The magnitude of the resistor, R , shall be such that:
1/(1/(95 × U) - 1/R ) ≤ R < 1/(1/(100 × U) - 1/R )
where U is the working voltage of the electric power train.
(c) If the minimum isolation resistance value required in accordance with Paragraphs 5.1.3.1.
or 5.1.3.2. is 500Ω/V, insert a resistor with Resistance R between either side of the high voltage
bus that exhibit lower value in U or U measured in accordance with Paragraph 2.2.3. of
Annex 5A and the electrical chassis. The magnitude of the resistor, R , shall be such that:
1/(1/(475 × U) - 1/R ) ≤ R < 1/(1/(500 × U) - 1/R )
where U is the working voltage of the electric power train.

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Figure 1
Standard Nozzle for the Test
2.3. For electrical components, externally attached (e.g. in engine compartment), covered from
underneath, the testing authority shall verify, with a view to confirming the compliance, whether:
(a)
The cover protects dthe component against direct spray water from underneath and is not
visible;
(b) The test is conducted by using splashing test nozzle as shown in Figure 2;
(c)
(d)
(e)
The moving shield is removed from the spray nozzle and the machine is sprayed from all
practicable directions;
The water pressure is adjusted to give a delivery rate of (10 ± 0.5) L/min (pressure
approximately 80kPa to 100kPa (0.8 bar to 1.0 bar));
The test duration is 1min/m of calculated surface area of the machine (excluding any
mounting surface and cooling fin) with a minimum duration of 5 min.

---

ANNEX 7B
VEHICLE-BASED TEST PROCEDURE FOR PROTECTION AGAINST WATER EFFECTS
1. WASHING
This Test is intended to simulate the normal washing of vehicles, but not specific cleaning using
high water pressure or underbody washing.
The areas of the vehicle regarding this test are border lines, i.e. a seal of two parts such as flaps,
glass seals, outline of opening parts, outline of front grille and seals of lamps.
All border lines shall be exposed and followed in all directions with the water stream using a hose
nozzle and conditions in accordance with IPX5 as specified in Annex 7A.
2. DRIVING THROUGH STANDING WATER
The vehicle shall be driven in a wade pool, with 10cm water depth, over a distance of 500m at a
speed of 20km/h, in a time of approximately 1.5min. If the wade pool used is less than 500m in
length, then the vehicle shall be driven through it several times. The total time, including the
periods outside the wade pool, shall be less than 10min.

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Annex 8 Figure 1
Determination of Hydrogen Emissions During the Charge Procedures of the REESS

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4.3.2. Hydrogen Analyser Data Recording System
The hydrogen analyser shall be fitted with a device to record electrical signal output, at a
frequency of at least once per minute. The recording system shall have operating
characteristics at least equivalent to the signal being recorded and shall provide a
permanent record of results. The recording shall show a clear indication of the beginning
and end of the normal charge test and charging failure operation.
4.4. Temperature Recording
4.4.1. The temperature in the chamber is recorded at two points by temperature sensors, which
are connected so as to show a mean value. The measuring points are extended
approximately 0.1m into the enclosure from the vertical centre line of each side-wall at a
height of 0.9 ± 0.2m.
4.4.2. The temperatures in the proximity of the cells are recorded by means of the sensors.
4.4.3. Temperatures shall, throughout the hydrogen emission measurements, be recorded at a
frequency of at least once per minute.
4.4.4. The accuracy of the temperature recording system shall be within ±1.0K and the
temperature shall be capable of being resolved to ±0.1K.
4.4.5. The recording or data processing system shall be capable of resolving time to ±15s.
4.5. Pressure Recording
4.5.1. The difference ∆p between barometric pressure within the test area and the enclosure
internal pressure shall, throughout the hydrogen emission measurements, be recorded at a
frequency of at least once per minute.
4.5.2. The accuracy of the pressure recording system shall be within ±2hPa and the pressure shall
be capable of being resolved to ±0.2hPa.
4.5.3. The recording or data processing system shall be capable of resolving time to ±15s.
4.6. Voltage and Current Intensity Recording
4.6.1. The charger voltage and current intensity (battery) shall, throughout the hydrogen emission
measurements, be recorded at a frequency of at least once per minute.
4.6.2. The accuracy of the voltage recording system shall be within ±1V and the voltage shall be
capable of being resolved to ±0.1V.
4.6.3. The accuracy of the current intensity recording system shall be within ±0.5A and the current
intensity shall be capable of being resolved to ±0.05A.
4.6.4. The recording or data processing system shall be capable of resolving time to ±15s.

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5.1.1.1. Discharges and Initial Charges of the REESS
The procedure starts with the discharge of the REESS of the vehicle while driving on the
test track or on a chassis dynamometer at a steady speed of 70 ± 5% of the maximum
speed of the vehicle during 30min.
Discharging is stopped:
(a)
(b)
(c)
When the vehicle is not able to run at 65% of the maximum 30min speed, or
When an indication to stop the vehicle is given to the driver by the standard on-board
instrumentation, or
After having covered the distance of 100km.
5.1.1.2. Initial Charge of the REESS
The charge is carried out:
(a)
With the charger;
(b) In an ambient temperature between 293K and 303K.
The procedure excludes all types of external chargers.
The end of REESS charge criteria corresponds to an automatic stop given by the charger.
This procedure includes all types of special charges that could be automatically or manually
initiated like, for instance, the equalisation charges or the servicing charges.
5.1.1.3. Procedure from Paragraphs 5.1.1.1. and 5.1.1.2. shall be repeated two times.
5.1.2. Discharge of the REESS
The REESS is discharged while driving on the test track or on a chassis dynamometer at a
steady speed of 70 ± 5% from the maximum 30min speed of the vehicle.
Stopping the discharge occurs:
(a)
(b)
When an indication to stop the vehicle is given to the driver by the standard on-board
instrumentation, or
When the maximum speed of the vehicle is lower than 20km/h.
5.1.3. Soak
Within 15min of completing the battery discharge operation specified in Paragraph 5.1.2.,
the vehicle is parked in the soak area. The vehicle is parked for a minimum of 12h and a
maximum of 36h, between the end of the traction battery discharge and the start of the
hydrogen emission test during a normal charge. For this period, the vehicle shall be soaked
at 293K ± 2K.

---

5.1.5.2. The steps of the procedure in Annex 8, Paragraph 5.1.3. shall be repeated.
5.1.5.3. Before the completion of the soak period, the measuring chamber shall be purged for
several minutes until a stable hydrogen background is obtained. The enclosure mixing
fan(s) shall also be turned on at this time.
5.1.5.4. The hydrogen analyser shall be zeroed and spanned immediately prior to the test.
5.1.5.5. At the end of the soak, the test vehicle, with the engine shut off and the test vehicle windows
and luggage compartment opened shall be moved into the measuring chamber.
5.1.5.6. The vehicle shall be connected to the mains. The REESS is charged according to failure
charge procedure as specified in Paragraph 5.1.5.9. below.
5.1.5.7. The enclosure doors are closed and sealed gas-tight within 2min from electrical interlock of
the failure charge step.
5.1.5.8. The start of a failure charge for hydrogen emission test period begins when the chamber is
sealed. The hydrogen concentration, temperature and barometric pressure are measured to
give the initial readings C , T and P for the failure charge test.
These figures are used in the hydrogen emission calculation (Annex 8, Paragraph 6.). The
ambient enclosure temperature T shall not be less than 291K and no more than 295K during
the charging failure period.
5.1.5.9. Procedure of Charging Failure
The charging failure is carried out with the suitable charger and consists of the following
steps:
(a)
(b)
Charging at constant power during t'1;
Charging at maximum current as recommended by the manufacturer during 30min.
During this phase, the charger shall supply maximum current as recommended by the
manufacturer.
5.1.5.10. The hydrogen analyser shall be zeroed and spanned immediately before the end of the test.
5.1.5.11. The end of test period occurs t' + 30min after the beginning of the initial sampling, as
specified in Paragraph 5.1.5.8. above. The times elapsed are recorded. The hydrogen
concentration, temperature and barometric pressure are measured to give the final readings
C , T and P for the charging failure test, used for the calculation in Annex 8, Paragraph 6.
5.2. Component Based Test
5.2.1. REESS Preparation
The ageing of REESS shall be checked, to confirm that the REESS has performed at
least 5 standard cycles (as specified in Annex 8, Appendix 1).

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5.2.4.8. The hydrogen analyser shall be zeroed and spanned immediately before the end of the test.
5.2.4.9. The end of the emission sampling period occurs t + t or t + 5h after the beginning of the
initial sampling, as specified in Paragraph 5.2.4.6. above. The different times elapsed are
recorded. The hydrogen concentration, temperature and barometric pressure are measured
to give the final readings C , T and P for the normal charge test, used for the calculation
in Annex 8, Paragraph 6.
5.2.5. Hydrogen Emission Test with the Charger Failure
5.2.5.1. The test procedure shall start within a maximum of seven days after having completed the
test in Paragraph 5.2.4. above, the procedure shall start with the discharge of the REESS of
the vehicle in accordance with Paragraph 5.2.2. above.
5.2.5.2. The steps of the procedure in Paragraph 5.2.3. above shall be repeated.
5.2.5.3. Before the completion of the soak period, the measuring chamber shall be purged for
several minutes until a stable hydrogen background is obtained. The enclosure mixing
fan(s) shall also be turned on at this time.
5.2.5.4. The hydrogen analyser shall be zeroed and spanned immediately prior to the test.
5.2.5.5. At the end of the soak the REESS shall be moved into the measuring chamber.
5.2.5.6. The REESS shall be charged according to the failure charge procedure as specified in
Paragraph 5.2.5.9. below.
5.2.5.7. The chamber shall be closed and sealed gas-tight within 2min from electrical interlock of the
failure charge step.
5.2.5.8. The start of a failure charge for hydrogen emission test period begins when the chamber is
sealed. The hydrogen concentration, temperature and barometric pressure are measured to
give the initial readings C , T and P for the failure charge test.
These figures are used in the hydrogen emission calculation (Annex 8, Paragraph 6.). The
ambient enclosure temperature T shall not be less than 291K and no more than 295K during
the charging failure period.
5.2.5.9. Procedure of Charging Failure
The charging failure is carried out with a suitable charger and consists of the following
steps:
(a)
(b)
Charging at constant power during t'1,
Charging at maximum current as recommended by the manufacturer during 30min.
During this phase, the charger shall supply maximum current as recommended by the
manufacturer.
5.2.5.10. The hydrogen analyser shall be zeroed and spanned immediately before the end of the test.

---

ANNEX 8 – APPENDIX 1
CALIBRATION OF EQUIPMENT FOR HYDROGEN EMISSION TESTING
1. CALIBRATION FREQUENCY AND METHODS
All equipment shall be calibrated before its initial use and then calibrated as often as
necessary and in any case in the month before type approval testing. The calibration
methods to be used are described in this appendix.
2. CALIBRATION OF THE ENCLOSURE
2.1. Initial Determination of Enclosure Internal Volume
2.1.1. Before its initial use, the internal volume of the chamber shall be determined as follows. The
internal dimensions of the chamber are carefully measured, taking into account any
irregularities such as bracing struts. The internal volume of the chamber is determined from
these measurements.
The enclosure shall be latched to a fixed volume when the enclosure is held at an ambient
temperature of 293K. This nominal volume shall be repeatable within ±0.5% of the reported
value.
2.1.2. The net internal volume is determined by subtracting 1.42m from the internal volume of the
chamber. Alternatively the volume of the test vehicle with the luggage compartment and
windows open or REESS may be used instead of the 1.42m .
2.1.3. The chamber shall be checked as in Annex 8, Paragraph 2.3. If the hydrogen mass does
not agree with the injected mass to within ±2% then corrective action is required.
2.2. Determination of Chamber Background Emissions
This operation determines that the chamber does not contain any materials that emit
significant amounts of hydrogen. The check shall be carried out at the enclosure's
introduction to service, after any operations in the enclosure which may affect background
emissions and at a frequency of at least once per year.
2.2.1. Variable-volume enclosure may be operated in either latched or unlatched volume
configuration, as described in Paragraph 2.1.1. above. Ambient temperature shall be
maintained at 293K ± 2K, throughout the four-hour period mentioned below.
2.2.2. The enclosure may be sealed and the mixing fan operated for a period of up to 12h before
the four-hour background-sampling period begins.
2.2.3. The analyser (if required) shall be calibrated, then zeroed and spanned.
2.2.4. The enclosure shall be purged until a stable hydrogen reading is obtained, and the mixing
fan turned on if not already on.

---

2.3.9. The contents of the chamber shall be allowed to mix for a minimum of 10h. At the
completion of the period, the final hydrogen concentration, temperature and barometric
pressure are measured and recorded. These are the final readings C , T and P for the
hydrogen retention check.
2.3.10. Using the formula in Paragraph 2.4. below, the hydrogen mass is then calculated from the
readings taken in Paragraphs 2.3.7 and 2.3.9. above. This mass may not differ by more
than 5% from the hydrogen mass given by Paragraph 2.3.8. above.
2.4. Calculation
The calculation of net hydrogen mass change within the enclosure is used to determine the
chamber's hydrocarbon background and leak rate. Initial and final readings of hydrogen
concentration, temperature and barometric pressure are used in the following formula to
calculate the mass change.
M
� k � V � 10
� V
� (1�
� � V
�
�
�
) � C
T
� P
C
T
� P
�
�
�
�
�
�
Where:
M = hydrogen mass, in grams
C = measured hydrogen concentration into the enclosure, in ppm volume
V = enclosure volume in cubic metres (m ) as measured in Paragraph 2.1.1. above.
V = compensation volume in m³, at the test temperature and pressure
T = ambient chamber temperature, in K
P = absolute enclosure pressure, in kPa
k = 2.42
Where:
i
f
is the initial reading
is the final reading
3. CALIBRATION OF THE HYDROGEN ANALYSER
The analyser should be calibrated using hydrogen in air and purified synthetic air. See
Annex 8, Paragraph 4.8.2.
Each of the normally used operating ranges are calibrated by the following procedure:
3.1. Establish the calibration curve by at least five calibration points spaced as evenly as
possible over the operating range. The nominal concentration of the calibration gas with the
highest concentrations to be at least 80% of the full scale.
3.2. Calculate the calibration curve by the method of least squares. If the resulting polynomial
degree is greater than three, then the number of calibration points shall be at least the
number of the polynomial degree plus two.

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ANNEX 8 - APPENDIX 2
ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY
1. PARAMETERS DEFINING THE FAMILY RELATIVE TO HYDROGEN EMISSIONS
The family may be defined by basic design parameters which shall be common to vehicles
within the family. In some cases there may be interaction of parameters. These effects shall
also be taken into consideration to ensure that only vehicles with similar hydrogen emission
characteristics are included within the family.
2. To this end, those vehicle types whose parameters described below are identical are
considered to belong to the same hydrogen emissions.
REESS:
(a)
(b)
(c)
(d)
(e)
(f)
Trade name or mark of the REESS;
Indication of all types of electrochemical couples used;
Number of REESS cells;
Number of REESS subsystems;
Nominal voltage of the REESS (V);
REESS energy (kWh);
(g) Gas combination rate (in %);
(h)
(i)
Type(s) of ventilation for REESS subsystem(s);
Type of cooling system (if any).
On-board charger:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
Make and type of different charger parts;
Output nominal power (kW);
Maximum voltage of charge (V);
Maximum intensity of charge (A);
Make and type of control unit (if any);
Diagram of operating, controls and safety;
Characteristics of charge periods.

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ANNEX 9 - APPENDIX 2
PROCEDURE FOR SOC ADJUSTMENT
1. The adjustment of SOC shall be conducted at an ambient temperature of 20 ± 10°C for
vehicle-based tests and 22 ± 5°C for component-based tests.
2. The SOC of the Tested-Device shall be adjusted according to one of the following procedures as
applicable. Where different charging procedures are possible, the REESS shall be charged using
the procedure which yields the highest SOC:
(a)
(b)
(c)
For a vehicle with a REESS designed to be externally charged, the REESS shall be charged
to the highest SOC in accordance with the procedure specified by the manufacturer for
normal operation until the charging process is normally terminated;
For a vehicle with a REESS designed to be charged only by an energy source on the
vehicle, the REESS shall be charged to the highest SOC which is achievable with normal
operation of the vehicle. The manufacturer shall advise on the vehicle operation mode to
achieve this SOC;
In case that the REESS or REESS subsystem is used as the Tested-Device, the
Tested-Device shall be charged to the highest SOC in accordance with the procedure
specified by the manufacturer for normal use operation until the charging process is
normally terminated. Procedures specified by the manufacturer for manufacturing, service or
maintenance may be considered as appropriate if they achieve an equivalent SOC as for
that under normal operating conditions. In case the Tested-Device does not control SOC by
itself, the SOC shall be charged to not less than 95% of the maximum normal operating
SOC defined by the manufacturer for the specific configuration of the Tested-Device.
3. When the vehicle or REESS subsystem is tested, the SOC shall be no less than 95% of the SOC
according to Paragraphs 1 and 2 above for REESS designed to be externally charged and shall be
no less than 90% of SOC according to Paragraphs 1 and 2 above for REESS designed to be
charged only by an energy source on the vehicle. The SOC will be confirmed by a method
provided by the manufacturer.

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The correlation between frequency and acceleration shall be as shown in Table 1:
Table 1
Frequency and Acceleration
Frequency (Hz) Acceleration (m/s )
7-18 10
18-30 Gradually reduced from 10 to 2
30-50 2
At the request of the manufacturer, a higher acceleration level as well as a higher maximum
frequency may be used.
At the request of the manufacturer a vibration test profile determined by the vehiclemanufacturer,
verified for the vehicle application and agreed with the Technical Service may
be used as a substitute for the frequency – acceleration correlation of Table 1. The approval
of a REESS tested according to this condition shall be limited to the installation for a specific
vehicle type.
After the vibration, a standard cycle as described in Annex 8, Appendix 1 shall be
conducted, if not inhibited by the Tested-Device.
The test shall end with an observation period of 1h at the ambient temperature conditions of
the test environment.

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ANNEX 9C
MECHANICAL SHOCK
1. PURPOSE
The purpose of this test is to verify the safety performance of the REESS under inertial
loads which may occur during a vehicle crash.
2. INSTALLATION
2.1. This test shall be conducted either with the complete REESS or with REESS subsystem(s).
If the manufacturer chooses to test with REESS subsystem(s), the manufacturer shall
demonstrate that the test result can reasonably represent the performance of the complete
REESS with respect to its safety performance under the same conditions. If the electronic
management unit for the REESS is not integrated in the casing enclosing the cells, then the
electronic management unit may be omitted from installation on the Tested-Device if so
requested by the manufacturer
2.2. The Tested-Device shall be connected to the test fixture only by the intended mountings
provided for the purpose of attaching the REESS or REESS subsystem to the vehicle.
3. PROCEDURES
3.1. General Test Conditions and Requirements
The following condition shall apply to the test:
(a)
The test shall be conducted at an ambient temperature of 20 ± 10°C,
(b) At the beginning of the test, the SOC shall be adjusted in accordance with Annex 9,
Appendix 2;
(c)
At the beginning of the test, all protection devices which effect the function of the
Tested-Device and which are relevant to the outcome of the test, shall be operational.
3.2. Test Procedure
The Tested-Device shall be decelerated or accelerated in compliance with the acceleration
corridors which are specified in Tables 1 to 3. The manufacturer shall decide whether the
tests shall be conducted in either the positive or negative direction or both.
For each of the test pulses specified, a separate Tested-Device may be used.
The test pulse shall be within the minimum and maximum value as specified in
Tables 1 to 3. A higher shock level and /or longer duration as described in the maximum
value in Tables 1 to 3 can be applied to the Tested-Device if recommended by the
manufacturer.

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Point
Time (ms)
Table 2
For M and N Vehicles:
Longitudinal
Acceleration (g)
Transverse
A 20 0 0
B 50 10 5
C 65 10 5
D 100 0 0
E 0 5 2.5
F 50 17 10
G 80 17 10
H 120 0 0
Point
Time (ms)
Table 3
For M and N Vehicles:
Longitudinal
Acceleration (g)
Transverse
A 20 0 0
B 50 6.6 5
C 65 6.6 5
D 100 0 0
E 0 4 2.5
F 50 12 10
G 80 12 10
H 120 0 0
The test shall end with an observation period of 1h at the ambient temperature conditions of
the test environment.

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3.2. Crush Test
3.2.1. Crush Force
The Tested-Device shall be crushed between a resistance and a crush plate as described in
Figure 1 with a force of at least 100kN, but not exceeding 105kN, unless otherwise specified
in accordance with Paragraph 6.4.2. of this Regulation, with an onset time less than 3min
and a hold time of at least 100ms but not exceeding 10s.
Figure 1
A higher crush force, a longer onset time, a longer hold time, or a combination of these, may
be applied at the request of the manufacturer.
The application of the force shall be decided by the manufacturer having consideration to
the direction of travel of the REESS relative to its installation in the vehicle. The application
force being applied horizontally and perpendicular to the direction of travel of the REESS.
The test shall end with an observation period of 1h at the ambient temperature conditions of
the test environment.

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3.2.2. Component Based Test
In case of component based test, the manufacturer may choose either gasoline pool fire test
or LPG burner test.
The Tested-Device shall be placed on a grating table positioned above the pan, in an
orientation according to the manufacturer’s design intent.
The grating table shall be constructed by steel rods, diameter 6-10mm, with 4-6cm in
between. If needed the steel rods could be supported by flat steel parts.
3.3. Gasoline Pool Fire Test Set up for Both Vehicle-based and Component-based Test.
The flame to which the Tested-Device is exposed shall be obtained by burning commercial
fuel for positive-ignition engines (hereafter called "fuel") in a pan. The quantity of fuel shall
be sufficient to permit the flame, under free burning conditions, to burn for the whole test
procedure.
The fire shall cover the whole area of the pan during whole fire exposure. The pan
dimensions shall be chosen so as to ensure that the sides of the Tested-Device are
exposed to the flame. The pan shall therefore exceed the horizontal projection of the
Tested-Device by at least 20cm, but not more than 50cm. The sidewalls of the pan shall not
project more than 8cm above the level of the fuel at the start of the test.
3.3.1. The pan filled with fuel shall be placed under the Tested-Device in such a way that the
distance between the level of the fuel in the pan and the bottom of the Tested-Device
corresponds to the design height of the Tested-Device above the road surface at the
unladen mass if Paragraph 3.2.1. above is applied or approximately 50cm if
Paragraph 3.2.2. above is applied. Either the pan, or the testing fixture, or both, shall be
freely movable.
3.3.2. During phase C of the test, the pan shall be covered by a screen. The screen shall be
placed 3cm ± 1cm above the fuel level measured prior to the ignition of the fuel. The screen
shall be made of a refractory material, as prescribed in Annex 9E - Appendix 1. There shall
be no gap between the bricks and they shall be supported over the fuel pan in such a
manner that the holes in the bricks are not obstructed. The length and width of the frame
shall be 2cm to 4cm smaller than the interior dimensions of the pan so that a gap of 1cm to
2cm exists between the frame and the wall of the pan to allow ventilation. Before the test the
screen shall be at least at the ambient temperature. The firebricks may be wetted in order to
guarantee repeatable test conditions.
3.3.3. If the tests are carried out in the open air, sufficient wind protection shall be provided and
the wind velocity at pan level shall not exceed 2.5km/h.

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3.3.4.3. Phase C: Indirect Exposure to Flame (Figure 3)
As soon as Phase B has been completed, the screen shall be placed between the burning
pan and the Tested-Device. The Tested-Device shall be exposed to this reduced flame for a
further 60s.
Instead of conducting Phase C of the test, Phase B may at the manufacturer's discretion be
continued for an additional 60s.
However this shall only be permitted where it is demonstrable to the satisfaction of the
Technical Service that it will not result in a reduction in the severity of the test.
3.3.4.4. Phase D: End of Test (Figure 4)
Figure 3
Phase C: Indirect Exposure to Flame
The burning pan covered with the screen shall be moved back to the position described in
Phase A. No extinguishing of the Tested-Device shall be done. After removal of the pan the
Tested-Device shall be observed until such time as the surface temperature of the
Tested-Device has decreased to ambient temperature or has been decreasing for a
minimum of 3h.
Figure 4
Phase D: End of Test

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ANNEX 9E – APPENDIX 1
DIMENSION AND TECHNICAL DATA OF FIREBRICKS
Fire resistance:
(Seger-Kegal) SK30
A12O3 content: 30-33%
Open porosity (Po):
Density:
20-22% vol.
1,900 – 2,000kg/m
Effective holed area: 44.18%

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3.2. Short Circuit
At the start of the test all relevant main contactors for charging and discharging shall be
closed to represent the active driving possible mode as well as the mode to enable external
charging. If this cannot be completed in a single test, then two or more tests shall be
conducted.
For testing with a complete REESS or REESS subsystem(s), the positive and negative
terminals of the Tested-Device shall be connected to each other to produce a short circuit.
The connection used for this purpose shall have a resistance not exceeding 5mΩ.
For testing with a complete vehicle, the short circuit is applied through the breakout harness.
The connection used for creating the short circuit (including the cabling) shall have a
resistance not exceeding 5mΩ.
The short circuit condition shall be continued until the protection function operation of the
REESS terminate the short circuit current, or for at least 1h after the temperature measured
on the casing of the Tested-Device has stabilised, such that the temperature gradient varies
by a less than 4°C through 2h.
3.3. Standard Cycle and Observation Period
Directly after the termination of the short circuit a standard cycle as described in Annex 9,
Appendix 1 shall be conducted, if not inhibited by the Tested-Device.
The test shall end with an observation period of 1h at the ambient temperature conditions of
the test environment.

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3.2.1. Charge by Vehicle Operation.
This Procedure is applicable to the vehicle-based tests in active driving possible mode:
(a)
(b)
(c)
For vehicles that can be charged by on-board energy sources (e.g. energy
recuperation, on-board energy conversion systems), the vehicle shall be driven on a
chassis dynamometer. The vehicle operation on a chassis dynamometer (e.g.
simulation of continuous down-hill driving) that will deliver as high charging current as
reasonably achievable shall be determined, if necessary, through consultation with
the manufacturer.
The REESS shall be charged by the vehicle operation on a chassis dynamometer in
accordance with Paragraph 3.2.1.(a). The vehicle operation on the chassis
dynamometer shall be terminated when the vehicle's overcharge protection controls
terminates the REESS charge current or the temperature of the REESS is stabilized
such that the temperature varies by a gradient of less than 2°C through 1h. Where an
automatic interrupt function vehicle's overcharge protection control fails to operate, or
if there is no such control function, the charging shall be continued until the REESS
temperature reaches 10°C above its maximum operating temperature specified by the
manufacturer.
Immediately after the termination of charging, one standard cycle as described in
Annex 9, Appendix 1 shall be conducted, if it is not prohibited by the vehicle, with
vehicle operation on a chassis dynamometer.
3.2.2. Charge by External Electricity Supply (Vehicle-based Test).
This procedure is applicable to vehicle-based test for externally chargeable vehicles:
(a)
(b)
(c)
The vehicle inlet for normal use, if it exists, shall be used for connecting the external
electricity supply equipment. The charge control communication of the external
electricity supply equipment shall be altered or disabled to allow the charging
specified in Paragraph 3.2.2.(b) below;
The REESS shall be charged by the external electricity supply equipment with the
maximum charge current specified by the manufacturer. The charging shall be
terminated when the vehicle's overcharge protection control terminates the REESS
charge current. Where vehicle's overcharge protection control fails to operate, or if
there is no such control, the charging shall be continued until the REESS temperature
reaches 10°C above its maximum operating temperature specified by the
manufacturer. In the case where charge current is not terminated and where the
REESS temperature remains less than 10°C above the maximum operating
temperature, vehicle operation shall be terminated 12h after the start of charging by
external electricity supply equipment;
Immediately after the termination of charging, one standard cycle as described in
Annex 9, Appendix 1 shall be conducted, if it is not prohibited by the vehicle, with
vehicle operation on a chassis dynamometer for discharging and with external
electricity supply equipment for charging.

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ANNEX 9H
OVER-DISCHARGE PROTECTION
1. PURPOSE
The purpose of this test is to verify the performance of the over-discharge protection to
prevent the REESS from any severe events caused by a too low SOC.
2. INSTALLATIONS
This Test shall be conducted, under standard operating conditions, either with a complete
vehicle or with the complete REESS. Ancillary systems that do not influence the test results
may be omitted from the Tested-Device.
The test may be performed with a modified Tested-Device provided these modifications
shall not influence the test results.
3. PROCEDURES
3.1. General Test Conditions
The following requirements and condition shall apply to the test:
(a)
(b)
(c)
(d)
The test shall be conducted at an ambient temperature of 20 ± 10°C or at higher
temperature if requested by the manufacturer;
The SOC of REESS shall be adjusted at the low level, but within normal operating
range, by normal operation recommended by the manufacturer, such as driving the
vehicle or using an external charger. Accurate adjustment is not required as long as
the normal operation of the REESS is enabled;
For vehicle-based test of vehicles with on-board energy conversion systems (e.g.
internal combustion engine, fuel cell, etc.), reduce the electrical energy from such
on-board energy conversion systems, for example by adjusting the fuel level to nearly
empty but enough so that the vehicle can enter into active driving possible mode;
At the beginning of the test, all protection devices which would affect the function of
the Tested-Device and which are relevant for the outcome of the test shall be
operational.

---

3.2.3. Discharge of REESS Using Discharge Resistor (Vehicle-based Test).
This Procedure is applicable to vehicles for which the manufacturer provides information to
connect a breakout harness to a location just outside the REESS that permits discharging
the REESS:
(a)
(b)
(c)
(d)
Connect the breakout harness to the vehicle as specified by the manufacturer. Place
the vehicle in active driving possible mode;
A discharge resistor is connected to the breakout harness and the REESS shall be
discharged at a discharge rate under normal operating conditions in accordance with
manufacturer provided information. A resistor with discharge power of 1kW may be
used;
The test shall be terminated when the vehicle's over-discharge protection control
terminates REESS discharge current or the temperature of the REESS is stabilized
such that the temperature varies by a gradient of less than 4°C through 2h. Where an
automatic discharge interrupt function fails to operate, or if there is no such function,
then the discharging shall be continued until the REESS is discharged to 25% of its
nominal voltage level;
Immediately after the termination of discharging, one standard charge followed by a
standard discharge as described in Annex 9, Appendix 1 shall be conducted if it is not
prohibited by the vehicle.
3.2.4. Discharge by External Equipment (Component-based Test).
This Procedure is applicable to component-based test:
(a)
(b)
(c)
(d)
All relevant main contactors shall be closed. The external charge-discharge shall be
connected to the main terminals of the Tested-Device;
A discharge shall be performed with a stable current within the normal operating
range as specified by the manufacturer;
The discharging shall be continued until the Tested-Device (automatically) terminates
REESS discharge current or the temperature of the Tested-Device is stabilized such
that the temperature varies by a gradient of less than 4°C through 2h. Where an
automatic interrupt function fails to operate, or if there is no such function, then the
discharging shall be continued until the Tested-Device is discharged to 25% of its
nominal voltage level;
Immediately after the termination of the discharging, one standard charge followed by
a standard discharge as described in Annex 9, Appendix 1 shall be conducted if not
inhibited by the Tested-Device.
3.3. The test shall end with an observation period of 1h at the ambient temperature conditions of
the test environment.

---

4.3. The temperature of the chamber or oven shall be gradually increased, from 20 ± 10°C or at
higher temperature if requested by the manufacturer, until it reaches the temperature
determined in accordance with Paragraph 4.3.1. or 4.3.2. below as applicable, and then
maintained at a temperature that is equal to or higher than this, until the end of the test.
4.3.1. Where the REESS is equipped with protective measures against internal overheating, the
temperature shall be increased to the temperature defined by the manufacturer as being the
operational temperature threshold for such protective measures, to ensure that the
temperature of the Tested-Device will increase as specified in Paragraph 4.2. above.
4.3.2. Where the REESS is not equipped with any specific measures against internal over-heating,
the temperature shall be increased to the maximum operational temperature specified by
the manufacturer.
4.4. The end of test: The test will end when one of the followings is observed:
(a)
(b)
(c)
The Tested-Device inhibits and/or limits the charge and/or discharge to prevent the
temperature increase;
The temperature of the Tested-Device is stabilised, which means that the
temperature varies by a gradient of less than 4°C through 2h;
Any failure of the acceptance criteria prescribed in Paragraph 6.9.2.1. of the
Regulation.
5. INSTALLATION FOR TEST CONDUCTED USING A COMPLETE VEHICLE.
5.1. Based on information from the manufacturer, for a REESS fitted with a cooling function the
cooling system shall be disabled or in a state of significantly reduced operation (for a
REESS that will not operate if the cooling system is disabled) for the test.
5.2. The temperature of the REESS shall be continuously measured inside the casing in the
proximity of the cells during the test to monitor the changes of temperature using on-board
sensors and compatible tools according to manufacturer provided information for reading
the signals.
5.3. The vehicle shall be placed in a climate control chamber set to a temperature between 40°C
to 45°C for at least 6h.

---

ANNEX 9J
OVER-CURRENT PROTECTION
1. PURPOSE
The purpose of this Test is to verify the performance of the overcurrent protection during DC
external charging to prevent the REESS from any severe events caused by excessive levels
of charge current as specified by the manufacturer.
2. Test conditions:
(a)
(b)
(c)
The test shall be conducted at an ambient temperature of 20 ± 10°C;
The SOC of REESS shall be adjusted around the middle of normal operating range
by normal operation recommended by the manufacturer such as driving the vehicle or
using an external charger. The accurate adjustment is not required as long as the
normal operation of the REESS is enabled;
The overcurrent level (assuming failure of external DC electricity supply equipment)
and maximum voltage (within normal range) that can be applied shall be determined,
if necessary, through consultation with the manufacturer.
3. The overcurrent test shall be conducted in accordance with Paragraph 4 or Paragraph 5, as
applicable and in accordance with manufacturer information.
4. OVERCURRENT DURING CHARGING BY EXTERNAL ELECTRICITY SUPPLY.
This Test procedure is applicable to vehicle-based test for vehicles that have the capability
of charging by DC external electricity supply:
(a)
(b)
(c)
(d)
The DC charging vehicle inlet shall be used for connecting the external DC electricity
supply equipment. The charge control communication of the external electricity supply
equipment is altered or disabled to allow the overcurrent level determined through
consultation with the manufacturer;
Charging of the REESS by the external DC electricity supply equipment shall be
initiated to achieve the highest normal charge current specified by the manufacturer.
The charge current is then increased over 5s from the highest normal charge current
to the overcurrent level determined in accordance with Paragraph 2.(c) above.
Charging is then continued at this overcurrent level;
The charging shall be terminated when the functionality of the vehicle's overcurrent
protection terminates the REESS charge current or the temperature of the REESS is
stabilized such that the temperature varies by a gradient of less than 4°C through 2h;
Immediately after the termination of charging, one standard cycle as described in
Annex 9, Appendix 1 shall be conducted, if it is not prohibited by the vehicle.

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