Regulation No. 135-00
|Name:||Regulation No. 135-00|
|Description:||Pole Side Impact (PSI).|
|Official Title:||Uniform Provisions Concerning the Approval of Vehicles with Regard to their Pole Side Impact Performance PSI).|
|Country:||ECE - United Nations|
|Date of Issue:||2015-06-25|
|Amendment Level:||00 Series, Supplement 1|
|Number of Pages:||42|
|Vehicle Types:||Car, Component, Light Truck|
|Subject Categories:||Prior Versions|
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February 5, 2016
STATUS OF UNITED NATIONS REGULATION
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF:
VEHICLES WITH REGARD TO THEIR POLE SIDE IMPACT PERFORMANCE (PSI)
00 series of amendments
Date of Entry into Force: 15.06.15
Supplement 1 to the 00 series of amendments
Date of Entry into Force: 29.01.16
REGULATION NO. 135-00
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD
TO THEIR POLE SIDE IMPACT PERFORMANCE (PSI)
3. Application for approval
6. Modification of the vehicle type and extension of approval
7. Conformity of production
8. Penalties for non-conformity of production
9. Production definitely discontinued
10. Names and addresses of Technical Services responsible for conducting approval tests, and of
Type Approval Authorities
Arrangement of the approval mark
Dynamic pole side impact test procedure
Seat adjustment and installation requirements for the WorldSID 50 percentile adult male
Description of the three-dimensional H-point machine (3-D H machine)
Test conditions and procedures for the assessment of post-crash hydrogen fuel system
Impact reference line
Pitch and roll angle references
Determination of WorldSID 50 percentile adult male performance criteria
2.2. "Back Door" is a door or door system on the back end of a motor vehicle through which
passengers can enter or depart the vehicle or cargo can be loaded or unloaded. It does not
A trunk lid; or
A door or window that is composed entirely of glazing material and whose latches
and/or hinge systems are attached directly to the glazing material.
2.3. "Compressed hydrogen storage system (CHSS)" means a system designed to store
hydrogen fuel for a hydrogen-fuelled vehicle and composed of a pressurized container,
pressure relief devices (PRDs) and shut off device that isolate the stored hydrogen from the
remainder of the fuel system and the environment.
2.4. "Container (for hydrogen storage)" means the component within the hydrogen storage
system that stores the primary volume of hydrogen fuel.
2.5. "Door latch system" consists, at a minimum, of a latch and a striker.
2.6. "Fuel ballast leakage" means the fall, flow, or run of fuel ballast from the vehicle but does
not include wetness resulting from capillary action.
2.7. "Fully latched position" is the coupling condition of the latch that retains the door in a
completely closed position.
2.8. "Gross vehicle mass" means the maximum mass of the fully laden solo vehicle, based on
its construction and design performances, as declared by the manufacturer.
2.9. "Hinge" is a device used to position the door relative to the body structure and control the
path of the door swing for passenger ingress and egress.
2.10. "Hydrogen-fuelled vehicle" means any motor vehicle that uses compressed gaseous
hydrogen as a fuel to propel the vehicle, including fuel cell and internal combustion engine
vehicles. Hydrogen fuel for passenger vehicles is specified in ISO 14687-2:2012 and
SAE J2719 (Sep 2011 Revision).
2.11. "Latch" is a device employed to maintain the door in a closed position relative to the vehicle
body with provisions for deliberate release (or operation).
2.12. "Latched" means any coupling condition of the door latch system, where the latch is in a
fully latched position, a secondary latched position, or between a fully latched position and a
secondary latched position.
2.13. "Manufacturer" means the person or body responsible to the Approval Authority for all
aspects of the type 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, system or component which is the subject of the approval process.
2.14. "Passenger compartment" means the space for occupant accommodation, bounded by
the roof, floor, side walls, doors, outside glazing and front bulkhead and the plane of the rear
compartment bulkhead or the plane of the rear-seat back support.
2.25. "Vehicle fuel system (for hydrogen-fuelled vehicles)" means an assembly of
components used to store or supply hydrogen fuel to a fuel cell (FC) or internal combustion
2.26. "Vehicle type" means a category of vehicles, the design characteristics of which do not
differ in such essential respects as:
The type of protective system(s);
The type of front seat(s);
The vehicle width;
The wheelbase and overall length of the vehicle;
The structure, dimensions, lines and materials of the side walls of the passenger
compartment, including any optional arrangements or interior fittings within or about
the side walls of the passenger compartment;
The type of door latches and hinges;
The type of fuel system(s);
The unladen vehicle mass and the rated cargo and luggage mass;
The sitting of the engine (front, rear or centre);
in so far as they may be considered to have a negative effect on the results of a vehicle-topole
side impact test conducted in accordance with Annex 3 of this Regulation.
2.27. "Vehicle width" means the distance between two planes parallel to the longitudinal median
plane (of the vehicle) and touching the vehicle on either side of the said plane but excluding
the rear-view mirrors, side marker lamps, tyre pressure indicators, direction indicator lamps,
position lamps, flexible mud-guards and the deflected part of the tyre side-walls immediately
above the point of contact with the ground.
3. APPLICATION FOR APPROVAL
3.1. The application for approval of a vehicle type with regard to its pole side impact
performance shall be submitted by the vehicle manufacturer or their duly accredited
3.2. It shall be accompanied by the undermentioned documents in triplicate and the following
3.2.1. A detailed description of the vehicle type with respect to its structure, dimensions, lines and
3.2.2. Photographs and/or diagrams and drawings of the vehicle showing the vehicle type in front,
side and rear elevation and design details of the lateral part of the structure;
3.2.3. Unladen vehicle mass, rated cargo and luggage mass, and gross vehicle mass
specifications for the vehicle type;
4.5.2. The number of this Regulation, followed by the letter "R", a dash and the approval number,
to the right of the circle prescribed in Paragraph 4.5.1.
4.6. If the vehicle conforms to a vehicle type approved, under one or more other Regulations
annexed to the Agreement, in the country which has granted approval under this
Regulation, the symbol prescribed in Paragraph 4.5.1. 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
4.7. The approval mark shall be clearly legible and shall be indelible.
4.8. The approval mark shall be placed close to or on the vehicle data plate affixed by the
4.9. Annex 2 to this Regulation gives examples of approval marks.
5.1. A vehicle, representative of the vehicle type to be approved, shall be tested in accordance
with Annex 3, using a WorldSID 50 percentile adult male dummy.
5.1.1. With the exception of vehicle types designed as described in Paragraph 5.1.2. below, the
approval test shall be conducted such that the vehicle impacts the pole on the driver's side.
5.1.2. In the case of vehicle types where the side structures, front-row seats or the type of
protective systems on each side of the vehicle are sufficiently different for the Approval
Authority to consider they could appreciably affect performance in a test conducted in
accordance with Annex 3; either of the alternatives in Paragraph 18.104.22.168. or 22.214.171.124. may be
used by the Approval Authority.
126.96.36.199. The Approval Authority will require the approval test to be conducted such that the vehicle
impacts the pole on the driver's side where:
188.8.131.52.1. This is considered the least favourable side; or
184.108.40.206.2. The manufacturer provides additional information (e.g. manufacturer's in-house test data)
sufficient to satisfy the Approval Authority that the design differences on each side of the
vehicle do not appreciably affect performance in a test conducted in accordance with
220.127.116.11. The Approval Authority will require the approval test to be conducted such that the vehicle
impacts the pole on the side opposite the driver's side, where this is considered the least
5.2. The results of an approval test conducted in accordance with Paragraph 5.1. shall be
considered satisfactory, if the requirements of Paragraphs 5.3., 5.4. and 5.5. are met.
5.5. Fuel System Integrity Requirements
5.5.1. In the case of a vehicle propelled by fuel with a boiling point above 0°C, fuel ballast leakage
from the fuel system(s) prepared in accordance with Paragraph 5.1. of
Annex 3 shall not exceed:
18.104.22.168. A total of 142g during the 5min period immediately following first vehicle contact with the
22.214.171.124. A total of 28g during each subsequent 1min period from 5min up until 30min after first
vehicle contact with the pole.
5.5.2. In the Case of a Compressed Hydrogen-Fuelled Vehicle:
126.96.36.199. The hydrogen leakage rate (V ) determined in accordance with either, Paragraph 4. of
Annex 6 for hydrogen, or Paragraph 5. of Annex 6 for helium, shall not exceed an average
of 118 NL per minute for the time interval, ∆t minutes, after the crash;
188.8.131.52. The gas (hydrogen or helium as applicable) concentration by volume in air values
determined for the passenger and luggage compartments in accordance with Paragraph 6.
of Annex 6, shall not exceed 4.0% for hydrogen or 3.0% for helium, at any time throughout
the 60min post-crash measurement period; and
184.108.40.206. The container(s) (for hydrogen storage) shall remain attached to the vehicle at a minimum of
one attachment point.
6. MODIFICATION OF THE VEHICLE TYPE AND EXTENSION OF APPROVAL
6.1. Every modification, affecting the design characteristics of the vehicle type identified in
Paragraph 2.26. (a) to (i) above, shall be brought to the attention of the Approval Authority
which approved the vehicle type. The Approval Authority may then either:
6.1.1. Consider that the modifications made will not have an appreciable adverse effect on the
vehicle-to-pole side impact performance and grant an extension of the approval; or
6.1.2. Consider that the modifications made could adversely affect the vehicle-to-pole side impact
performance and require further tests or additional checks before granting an extension of
6.2. Provided there is otherwise no conflict with the provisions of Paragraph 6.1. above, the
approval shall be extended to cover all the other variants of the vehicle type for which the
sum of the unladen vehicle mass and the rated cargo and luggage mass is not more than
8% greater than that of the vehicle used in the approval test.
6.3. A notice of extension or refusal of approval, specifying the alteration(s), shall be
communicated by the Approval Authority to the other Contracting Parties to the Agreement
which apply this Regulation, using the procedure specified in Paragraph 4.4. above.
(maximum format: A4 (210 × 297mm))
Name of administration
Production definitely discontinued
of a vehicle type with regard to its pole side impact performance pursuant to Regulation No. 135.
Approval No.: .................................. Extension No.: ...................................
1. Vehicle trademark: ................................................................................................................................
2. Vehicle type and trade names: ..............................................................................................................
3. Name and address of manufacturer: .....................................................................................................
4. If applicable, name and address of manufacturer's representative: .....................................................
5. Brief description of vehicle: ...................................................................................................................
6. Date of submission of vehicle for approval: ..........................................................................................
7. WorldSID 50 male build level/specifications: ......................................................................................
8. Technical Service performing the approval tests: .................................................................................
9. Date of test report issued by that Service: ............................................................................................
10. Number of test report issued by that Service: .......................................................................................
11. Approval granted/refused/extended/withdrawn : .................................................................................
12. Position of approval mark on the vehicle: .............................................................................................
ARRANGEMENT OF THE APPROVAL MARK
(See Paragraph 4.5. of this Regulation)
a = 8mm min.
The above approval mark affixed to a vehicle shows that the vehicle type concerned has, with regard to
its pole side impact performance, been approved in the Netherlands (E4) pursuant to Regulation No. 135
under approval number 00124. The approval number indicates that the approval was granted in
accordance with the requirements of Regulation No. 135 in its original form.
(See Paragraph 4.6. of this Regulation)
a = 8mm min.
The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved
in the Netherlands (E4) pursuant to Regulations Nos. 135 and 95. The first two digits of the approval
numbers indicate that, at the dates when the respective approvals were granted, Regulation No. 135 was
in its original form and Regulation No. 95 incorporated the 03 series of amendments.
2.8. "Roll angle" is the angle of a fixed linear reference connecting two reference points either
side of the vehicle longitudinal centre plane on the front or rear (as applicable) of the vehicle
body, relative to a level surface or horizontal reference plane. An example of a suitable fixed
linear reference for rear roll angle measurement is illustrated in Figure 9-2 of Annex 9.
"Specific gravity" means the density of a reference liquid expressed as a ratio of the
density of water (i.e. ρ
) at 25°C reference temperature and 101.325kPa reference
2.10. "Stoddard solvent" means a homogeneous, transparent, petroleum distillate mixture of
refined C7-C12 hydrocarbons; with a flash point of at least 38°C, a specific gravity of
0.78 ± 0.03 and a dynamic viscosity of 0.9 ± 0.05mPa·s at 25°C.
2.11. "Test attitude" means the pitch and roll angle of the test vehicle to be impacted with the
2.12. "Unladen attitude" means the pitch and roll angle of the unladen vehicle when positioned
on a level surface with all tyres fitted and inflated as recommended by the vehicle
2.13. "Useable fuel tank capacity" means the fuel tank capacity specified by the vehicle
2.14. "Vehicle master control switch" means the device by which the vehicle's onboard
electronics system is brought from being switched off, as is the case when the vehicle is
parked without the driver present, to the normal operating mode.
2.15. "Vehicle fuel" means the optimum fuel recommended by the vehicle manufacturer for the
applicable fuel system.
3. STATE OF THE TEST VEHICLE
3.1. The test vehicle shall be representative of the series production, shall include all the
equipment normally fitted and shall be in normal running order.
3.2. Notwithstanding Paragraph 3.1. of this Annex above, some components may be omitted or
replaced by equivalent masses where the Approval Authority in consultation with the
manufacturer and the Technical Service, considers that any such omission or substitution
will have no effect on the results of the test.
4. TEST EQUIPMENT
4.1. Test Vehicle Preparation Area
4.1.1. An enclosed temperature controlled area suitable for ensuring stabilization of the test
dummy temperature prior to testing.
4.2.1. A pole satisfying the definition of Paragraph 2.7. of this Annex, and offset from any mounting
surface, such as a barrier or other structure, so that the test vehicle will not contact such a
mount or support at any time within 100ms of the initiation of vehicle-to-pole contact.
6. VEHICLE PASSENGER COMPARTMENT ADJUSTMENTS
6.1. Adjustable Front-Row Seats
6.1.1. Any seat adjustment, including any seat cushion, seatback, armrest, lumbar support, and
head restraint; of a front-row outboard seating position on the impact side of the vehicle;
shall be placed in the position of adjustment specified in Annex 4.
6.2. Adjustable Front-Row Safety-Belt Anchorages
6.2.1. Any adjustable safety-belt anchorage(s) provided for a front-row outboard seating position
on the impact side of the vehicle, shall be placed in the position of adjustment specified in
6.3. Adjustable Steering Wheels
6.3.1. Any adjustable steering wheel shall be placed in the position of adjustment specified in
6.4. Convertible Tops
6.4.1. Convertibles and open-body type vehicles shall have the top, if any, in place in the closed
passenger compartment configuration.
6.5.1. Doors, including any back door (e.g. a hatchback or tailgate), shall be fully closed and fully
latched, but not locked.
6.6. Parking Brake
6.6.1. The parking brake shall be engaged.
6.7. Electrical System
6.7.1. The vehicle master control switch shall be in the "on" position.
6.8.1. Any adjustable pedals shall be placed as specified in Annex 4.
6.9. Windows, Vents and Sunroofs
6.9.1. Moveable vehicle windows and vents located on the impact side of the vehicle shall be
placed in the fully closed position.
6.9.2. Any sunroof(s) shall be placed in the fully closed position.
7. DUMMY PREPARATION AND POSITIONING
7.1. A WorldSID 50 percentile adult male dummy in accordance with Paragraph 4.3.1. of this
Annex shall be installed in accordance with Annex 4, in the front-row outboard seat located
on the impact side of the vehicle.
SEAT ADJUSTMENT AND INSTALLATION REQUIREMENTS FOR THE WORLDSID 50
PERCENTILE ADULT MALE DUMMY
Repeatable and reproducible front-row seat installation of the WorldSID 50 percentile adult
male dummy in a vehicle seat position and automotive seating posture representative of a
typical mid-size adult male.
For the purposes of this Annex:
2.1. "Actual torso angle" means the angle measured between a vertical line through the
manikin H-point and the torso line using the back angle quadrant on the 3-D H machine.
2.2. "Centre plane of occupant (C/LO)" means the median plane of the 3-D H machine
positioned in each designated seating position. It is represented by the lateral (Y-axis)
coordinate of the H-point in the vehicle reference coordinate system. For individual seats,
the vertical median plane of the seat coincides with the centre plane of the occupant. For
driver bench seating positions, the centre plane of the occupant coincides with the
geometric centre of the steering wheel hub. For other seats, the centre plane of the
occupant is specified by the manufacturer.
2.3. "Design rib angle" means the nominal (theoretical) angle of the WorldSID 50 percentile
adult male middle thorax, lower thorax and abdominal ribs relative to a level surface or
horizontal reference plane, as defined by the manufacturer for the final adjustment position
of the seat in which the dummy is to be installed. The design rib angle corresponds
theoretically to the design torso angle minus 25°.
2.4. "Design torso angle" means the angle measured between a vertical line through the
manikin H-point and the torso line in a position which corresponds to the nominal design
position of the seat back for a 50 percentile adult male occupant established by the vehicle
2.5. "Dummy H-point" means the coordinate point midway between the H-point locator
assembly measurement points on each side of the test dummy pelvis.
2.6. "Dummy rib angle" means the angle of the test dummy middle thorax, lower thorax and
abdominal ribs relative to a level surface or horizontal reference plane as established by the
thorax tilt sensor angle reading about the sensor y-axis. The dummy rib angle corresponds
theoretically to the actual torso angle minus 25°.
2.7. "Fiducial marks" are physical points (holes, surfaces, marks or indentations) on the vehicle
2.8. "Leg (for dummy installation purposes)" refers to the lower part of the entire leg
assembly between, and including, the foot and the knee assembly.
2.21. "Vertical longitudinal plane" means a vertical plane, parallel to the vehicle longitudinal
2.22. "Vertical longitudinal zero plane" means a vertical longitudinal plane passing through the
origin of the vehicle reference coordinate system.
2.23. "Vertical plane" means a vertical plane, not necessarily perpendicular or parallel to the
vehicle longitudinal centreline.
2.24. "Vertical transverse plane" means a vertical plane, perpendicular to the vehicle
2.25. "WS50M H-point" means the coordinate point located 20mm longitudinally forward in the
vehicle reference coordinate system of the manikin H-point determined in accordance with
Paragraph 6. of this Annex.
3. ESTABLISHMENT OF THE VEHICLE MEASURING ATTITUDE
3.1. A vehicle measuring attitude shall be established by positioning the test vehicle on a level
surface and adjusting the attitude of the test vehicle body such that:
3.1.1. the vehicle longitudinal centre plane is parallel to the vertical longitudinal zero plane; and
3.1.2. the front left and right door sill pitch angles satisfy the vehicle test attitude requirements of
Paragraph 5.5. of Annex 3.
4. SEAT COMFORT AND HEAD RESTRAINT ADJUSTMENTS
4.1. Where applicable, the test seat adjustments specified in Paragraphs 4.1.1. to 4.1.3. shall be
performed on the seat in which the dummy is to be installed.
4.1.1. Adjustable Lumbar Supports
220.127.116.11. Any adjustable lumbar support(s) shall be adjusted so that the lumbar support is in the
lowest, retracted or most deflated adjustment position.
4.1.2. Other Adjustable Seat Support Systems
18.104.22.168. Any other adjustable seat supports, such as seat cushions adjustable in length and leg
support systems, shall be adjusted to the rearmost or most retracted adjustment position.
4.1.3. Head Restraints
22.214.171.124. The head restraint shall be adjusted to the vehicle manufacturer's nominal design position
for a 50 percentile adult male occupant or the uppermost position if no design position is
5. PASSENGER COMPARTMENT ADJUSTMENTS
5.1. Where applicable, the adjustment specified in Paragraph 5.1.1. of this Annex; and in the
case where the dummy is to be installed on the driver's side, the adjustments specified in
Paragraphs 5.1.2. and 5.1.3. of this Annex; shall be performed on the vehicle.
6.9. Use the seat control that primarily moves the seat vertically to adjust the SCRP to the lowest
vertical location. Verify that the seat cushion is still at the rearmost seat track location.
Record the longitudinal (X-axis) position of the SCRP in the vehicle reference coordinate
6.10. Use the seat control that primarily moves the seat fore/aft to adjust the SCRP to the forward
most location. Record the longitudinal (X-axis) position of the SCRP in the vehicle reference
6.11. Determine the vehicle X-axis position of a vertical transverse plane 20mm rearward of a
point midway between the longitudinal (X-axis) positions recorded in accordance with
Paragraphs 6.9. and 6.10. above (i.e. 20mm rearward of the mid-track position).
6.12. Use the seat control that primarily moves the seat fore/aft to adjust the SCRP to the
longitudinal (X-axis) position determined in accordance with Paragraph 6.11. (-0/+2mm), or,
if this is not possible, the first available fore/aft adjustment position rearward of the position
determined in accordance with Paragraph 6.11.
6.13. Record the longitudinal (X-axis) position of the SCRP in the vehicle reference coordinate
system and measure the seat cushion reference line angle for future reference. Except as
provided in Paragraph 8.4.6. of this Annex; this adjustment position shall be used as the
final seat cushion adjustment position for the installation of the dummy.
7. PROCEDURE FOR MANIKIN H-POINT AND ACTUAL TORSO ANGLE DETERMINATION
7.1. The test vehicle shall be preconditioned at a temperature of 20°C ± 10°C to ensure that the
seat material reaches stabilised room temperature for the installation of the 3-D H machine.
7.2. Adjustable lumbar supports and other adjustable seat supports shall be set to the
adjustment positions specified in Paragraph 4.1.1. and 4.1.2. of this Annex.
7.3. The manikin H-point coordinates and final actual torso angle shall be determined for the
seat in which the dummy is to be installed, by sequential completion of the steps outlined in
Paragraphs 7.4. to 7.24. of this Annex below; with the test vehicle at the vehicle measuring
attitude established in accordance with Paragraph 3. of this Annex above.
7.4. Cover the area of the seating position to be contacted by the 3-D H machine with a muslin
cotton sheet of sufficient size and place the seat and back assembly of the 3-D H machine
in the seat.
7.5. Set the seat cushion position to the adjustment position recorded in accordance with
Paragraph 6.13. of this Annex.
7.6. Using only the control(s) which primarily adjusts the angle of the seat back, independently of
the seat cushion pitch; adjust the seat back position according to one of the following
7.6.1. Place adjustable seat backs in the manufacturer's nominal design driving or riding position
for a 50 percentile adult male occupant, in the manner specified by the manufacturer.
7.14. Install the right and left buttock weights and then, alternately, the eight torso weights.
Maintain the 3-D H machine level.
7.15. Tilt the back pan forward to release the tension on the seat back. Rock the 3-D H machine
from side to side through 10° arc (5° to each side of the vertical centre plane) for three
complete cycles to release any accumulated friction between the 3-D H machine and the
7.15.1. During the rocking action, the T-bar of the 3-D H machine may tend to diverge from the
specified horizontal and vertical alignment. The T-bar must therefore be restrained by
applying an appropriate lateral load during the rocking motions. Care is exercised in holding
the T-bar and rocking the 3-D H machine to ensure that no inadvertent exterior loads are
applied in a vertical or fore and aft directions.
7.15.2. The feet of the 3-D H machine are not to be restrained or held during this step. If the feet
change position, they should be allowed to remain in that attitude for the moment.
7.16. Carefully return the back pan to the seat back and check the two spirit levels for zero
position. If any movement of the feet has occurred during the rocking operation of the 3-D H
machine, they must be repositioned as follows:
7.16.1. Alternately, lift each foot off the floor the minimum necessary amount until no additional foot
movement is obtained. During this lifting, the feet are to be free to rotate; and no forward or
lateral loads are to be applied. When each foot is placed back in the down position, the heel
is to be in contact with the structure designed for this.
7.17. Check the lateral spirit level for zero position; if necessary, apply a lateral load to the top of
the back pan sufficient to level the 3-D H machine's seat pan on the seat.
7.18. Holding the T-bar to prevent the 3-D H machine from sliding forward on the seat cushion,
proceed as follows:
7.18.1. Return the back pan to the seat back; and
7.18.2. Alternately apply and release a horizontal rearward load, not to exceed 25N, to the back
angle bar at a height approximately at the centre of the torso weights until the hip angle
quadrant indicates that a stable position has been reached after load release. Care is
exercised to ensure that no exterior downward or lateral loads are applied to the 3-D H
machine. If another level adjustment of the 3-D H machine is necessary, rotate the back pan
forward, re-level, and repeat all procedures from Paragraph 6.15. of this Annex onwards.
7.19. Use the 3-D H machine back angle quadrant, with the head room probe in its fully rearward
position, to measure the actual torso angle.
7.20. If necessary, use only the control(s) which primarily adjusts the angle of the seat back
independently of the seat cushion pitch; to adjust the actual torso angle to the design torso
angle ±1° specified by the manufacturer.
8.4.4. Move the seat cushion and seat back together with the test dummy to the final adjustment
position used to determine the manikin H-point and actual torso angle in Paragraph 7. of this
8.4.5. Verify that the dummy H-point is reasonably close (±10mm) to the WS50M H-point defined
in Paragraph 2.25. of this Annex. If not, repeat the procedures outlined in Paragraphs 8.4.2.
to 8.4.3. of this Annex. If it is still not possible to verify the dummy
H-point is reasonably close (±10mm) to the WS50M H-point, record the offset and proceed
to the next step.
8.4.6. If it is not possible to reach the seat test position due to knee contact, shift the targeted test
seat position rearwards in stepwise increments to the closest position where the knee
clearance is at least 5mm. Record the adjustment of the SCRP position and modify the
manikin H-point and WS50M H-point coordinates accordingly.
8.4.7. For a Driver Seating Position:
126.96.36.199. Extend the right leg without displacing the thigh from the seat cushion and allow the sole of
the foot to settle on the accelerator pedal. The heel of the shoe should be in contact with the
188.8.131.52. Extend the left leg without displacing the thigh from the seat cushion and allow the sole of
the foot to settle on the footrest. The heel of the shoe should be in contact with the floorpan.
In case of tibia contact, slide the foot rearward (towards the seat) until a 5mm
clearance is obtained.
8.4.8. For a Passenger Seating Position:
184.108.40.206. Extend each leg without displacing the thigh from the seat cushion.
220.127.116.11. Allow the sole of the right foot to settle on the floor-pan in-line (i.e. in the same vertical
plane) with the thigh. The heel of the shoe should be in contact with the floor-pan. If the
contour of the floor-pan does not permit the foot to rest on a planar surface, move the foot in
5mm increments until the foot rests on a planar surface.
18.104.22.168. Allow the sole of the left foot to settle on the floor-pan in-line (i.e. in the same vertical plane)
with the thigh and in the same for/aft location (alignment) as the right foot. The heel of the
shoe should be in contact with the floor-pan. If the contour of the floor-pan does not permit
the foot to rest on a planar surface, move the foot in 5mm increments until the foot rests on
a planar surface.
8.4.9. Position the dummy H-point to match the WS50M H-point coordinates (defined by
Paragraph 2.25. of this Annex) within ±5mm. Priority should be given to the X-axis
8.4.10. Adjust the dummy rib angle as follows:
22.214.171.124. Adjust the dummy until the thorax tilt sensor angle reading (about the sensor y-axis) is
within ±1° of the design rib angle specified by the manufacturer.
126.96.36.199. Where a design rib angle is not specified by the manufacturer and the final actual torso
angle determined in accordance with Paragraph 7. of this Annex is 23° ± 1°; adjust the
dummy until the thorax tilt sensor reads -2º (i.e. 2º downwards) ± 1º (about the sensor
DESCRIPTION OF THE THREE-DIMENSIONAL H-POINT MACHINE (3-D H MACHINE)
1. BACK AND SEAT PANS
The back and seat pans are constructed of reinforced plastic and metal; they simulate the human
torso and thigh and are mechanically hinged at the H-point. A quadrant is fastened to the probe
hinged at the H-point to measure the actual torso angle. An adjustable thigh bar, attached to the
seat pan, establishes the thigh centreline and serves as a baseline for the hip angle quadrant.
2. BODY AND LEG ELEMENTS
Lower leg segments are connected to the seat pan assembly at the T-bar joining the knees, which
is a lateral extension of the adjustable thigh bar. Quadrants are incorporated in the lower leg
segments to measure knee angles. Shoe and foot assemblies are calibrated to measure the foot
angle. Two spirit levels orient the device in space. Body element weights are placed at the
corresponding centres of gravity to provide seat penetration equivalent to a 76kg male. All joints of
the 3-D H machine should be checked for free movement without encountering noticeable friction.
Dimensions of the 3-D H Machine Elements and Load Distribution (Dimensions in Millimetres)
3.2. Enclosed Spaces
3.2.1. Sensors are selected to measure either the build-up of the hydrogen or helium gas or the
reduction in oxygen (due to displacement of air by leaking hydrogen/helium).
3.2.2. Sensors are calibrated to traceable references to ensure an accuracy of ±5% at the targeted
criteria of 4% hydrogen or 3% helium by volume in air, and a full scale measurement capability
of at least 25% above the target criteria. The sensor shall be capable of a 90% response to a
full scale change in concentration within 10s.
3.2.3. Prior to the crash impact, the sensors are located in the passenger and luggage compartments
of the vehicle as follows:
At a distance within 250mm of the headliner above the driver's seat or near the top
centre of the passenger compartment;
At a distance within 250mm of the floor in front of the rear (or rear most) seat in the
passenger compartment; and
At a distance within 100mm of the top of luggage compartments within the vehicle that
are not directly affected by the particular crash impact to be conducted.
3.2.4. The sensors are securely mounted on the vehicle structure or seats and protected for the
planned crash test from debris, air bag exhaust gas and projectiles. The measurements
following the crash are recorded by instruments located within the vehicle or by remote
3.2.5. The test may be conducted either outdoors in an area protected from the wind and possible
solar effects or indoors in a space that is large enough or ventilated to prevent the build-up of
hydrogen to more than 10 per cent of the targeted criteria in the passenger and luggage
4. POST-CRASH LEAK TEST MEASUREMENT FOR A COMPRESSED HYDROGEN
STORAGE SYSTEM FILLED WITH COMPRESSED HYDROGEN
4.1. The hydrogen gas pressure, P (MPa), and temperature, T (°C), are measured immediately
before the impact and then at a time interval, Δt (min), after the impact.
4.1.1. The time interval, Δt, starts when the vehicle comes to rest after the impact and continues for at
4.1.2. The time interval, Δt, shall be increased if necessary in order to accommodate measurement
accuracy for a storage system with a large volume operating up to 70MPa; in that case, Δt can
be calculated from the following equation:
∆t = V × NWP/1,000 x ((-0.027 × NWP + 4) × R – 0.21) -1.7 × R
where R = P / NWP, P is the pressure range of the pressure sensor (MPa), NWP is the
Nominal Working Pressure (MPa), V is the volume of the compressed hydrogen storage
system (L), and Δt is the time interval (min).
5.2. The initial mass of helium in the storage system is calculated as follows:
P ' = P × 288/(273 + T )
ρ ' = -0.0043 × (P ') + 1.53 × P ' + 1.49
M = ρ ' × V
5.3. The final mass of helium in the storage system at the end of the time interval, Δt, is calculated
P ' = P × 288/(273 + T )
ρ ' = –0.0043 × (P ') + 1.53 × P ' + 1.49
M = ρ ' × V
where P is the measured final pressure (MPa) at the end of the time interval, and T is the
measured final temperature (°C).
5.4. The average helium flow rate over the time interval is therefore:
V = (M - M )/Δt × 22.41/4.003 × (P /P )
where V is the average volumetric flow rate (NL/min) over the time interval and the term
(P /P ) is used to compensate for differences between the measured initial pressure (P )
and the targeted fill pressure (P ).
5.5. Conversion of the average volumetric flow of helium to the average hydrogen flow is done with
the following expression:
V = V /0.75
where V is the corresponding average volumetric flow of hydrogen.
6. POST-CRASH CONCENTRATION MEASUREMENT FOR ENCLOSED SPACES
6.1. Post-crash data collection in enclosed spaces commences when the vehicle comes to a rest.
Data from the sensors installed in accordance with Paragraph 3.2. of this Annex are collected
at least every 5s and continue for a period of 60min after the test. A first-order lag (time
constant) up to a maximum of 5s may be applied to the measurements to provide "smoothing"
and filter the effects of spurious data points.
Left Side Impact (Overhead Plan View)
Right Side Impact (Overhead Plan View)
DETERMINATION OF WORLDSID 50 PERCENTILE ADULT MALE
1. HEAD INJURY CRITERION (HIC)
1.1. The Head Injury Criterion (HIC) 36 is the maximum value calculated from the expression:
⎣ t − t ∫
( t − t )
a = the resultant translational acceleration at the centre of gravity of the dummy head
recorded versus time in units of gravity, g (1g = 9.81m/s ); and
t and t are any two points in time during the impact which are separated by not more than a
36ms time interval and where t is less than t .
1.2. The resultant acceleration at the centre of gravity of the dummy head is calculated from the
a = a + a + a
a = the longitudinal (x-axis) acceleration at the centre of gravity of the dummy head recorded
versus time and filtered at a channel frequency class (CFC) of 1,000Hz;
a = the lateral (y-axis) acceleration at the centre of gravity of the dummy head recorded versus
time and filtered at a CFC of 1,000Hz; and
a = the vertical (z-axis) acceleration at the centre of gravity of the dummy head recorded
versus time and filtered at a CFC of 1,000Hz.
2. SHOULDER PERFORMANCE CRITERIA
2.1. The peak lateral (y-axis) shoulder force is the maximum lateral force measured by the load cell
mounted between the shoulder clevis assembly and the shoulder rib doubler and filtered at a
CFC of 600Hz.
3. THORAX PERFORMANCE CRITERIA
3.1. The maximum thorax rib deflection is the maximum deflection of any (upper, middle or lower)
thorax rib, as determined from the voltage output measurements recorded by the deflection
sensor mounted between the rib accelerometer mounting bracket and central spine box
mounting bracket inside each struck-side thorax rib, and filtered at a CFC of 600Hz.