1.2.

A model for the information document is given in Appendix 1.

1.3.

A vehicle representative of the vehicle type to be approved must be submitted to the technical service responsible for conducting the type-approval tests.

2.1.

Where the vehicle type satisfies the relevant requirements, EC type-approval pursuant to Article 4 (3) and, if applicable, 4 (4) of Directive 70/156/EEC will be granted.

2.2.

A model for the EC type-approval certificate is given in Appendix 2.

2.3.

A type-approval number in accordance with Annex VII to Directive 70/156/EEC is assigned to each vehicle type approved. The same Member State must not assign the same number to another type of vehicle.

2.4.

►C1  In case of doubt, in order to verify that the vehicle conforms to the requirements of this Directive, account must be taken of any data or test results provided by the manufacturer which ►C1  may be taken into consideration in establishing the validity of the type-approval test performed by the type approval authority.

3.1.

In the case of amendments to type-approvals granted pursuant to this Directive, the provisions of Article 5 of Directive 70/156/EEC are applicable.

3.2.

Any modification of the vehicle affecting the general form of the structure of the vehicle, or any variation in the reference mass greater than 8 % which in the judgment of the authority would have a marked influence on the results of the test necessitates a repetition of the test as described in Appendix 1 of Annex II.

3.3.

If the technical service, after consulting the vehicle manufacturer, considers that modifications to a vehicle type are insufficient to warrant a complete retest then a partial test may be used. This would be the case if the reference mass differs by no more than 8 % from the original vehicle, or the number of front seats is unchanged. Variations of seat-type or interior fittings do not automatically entail a full retest. An example of how to approach this problem is given in Appendix 5 of Annex II.

4.1.

As a general rule, measures to ensure the conformity of production must be taken in accordance with the provisions laid down in Article 10 of Directive 70/156/EEC.

2.1.

‘Type-approval of a vehicle’ means the type-approval of a vehicle type with regard to the behaviour of the structure of the passenger compartment in a lateral impact.

2.2.

‘Vehicle type’ means a category of power-driven vehicles which do not differ in such essential respects as:

2.2.1.

the length, width and ground clearance of the vehicles, in so far as they have a negative effect on the performance prescribed in this Directive;

2.2.2.

the structure, dimensions, lines and materials of the side walls of the passenger compartment in so far as they have a negative effect on the performance prescribed in this Directive;

2.2.3.

the lines and inside dimensions of the passenger compartment and the type of protective systems, in so far as they have a negative effect on the performance prescribed in this Directive;

2.2.4.

the siting of the engine (front, rear or centre);

2.2.5.

the unladen mass, ►C1  in so far as it has a negative effect on the performance prescribed in this Directive;

2.2.6.

the optional arrangements or interior fittings in so far as they have a negative effect on the performance prescribed in this Directive;

2.2.7.

the type of front seat(s) and position of the R point in so far as they have a negative effect on the performance prescribed in this Directive.

2.3.

‘Passenger compartment’ means the space for occupant accommodation, bounded by the roof, floor, side walls, doors, outside glazing and front bulkhead and the plane of the rear compartment bulkhead or the plane of the rear seat-back support.

2.4.

‘R point’ or ‘seating reference point’ means the reference point specified by the vehicle manufacturer which:

2.4.1.

has coordinates determined in relation to the vehicle structure;

2.4.2.

corresponds to the theoretical position of the point of torso/thighs rotation (H point) for the lowest and most rewarded normal driving position or position of use given by the vehicle manufacturer for each seating position specified.

2.5.

‘H point’ means the point as defined in Directive 77/649/EEC.

2.6.

‘Capacity of the fuel tank’ means the fuel-tank capacity as specified by the manufacturer of the vehicle.

2.7.

‘Transverse plane’ means a vertical plane perpendicular to the median longitudinal vertical plane of the vehicle.

2.8.

‘Protective system’ means devices intended to restrain and/or protect the occupants.

2.9.

‘Type of protective system’ means a category of protective devices which do not differ in such essential respects as their:

2.10.

‘Reference mass’ means the unladen mass of the vehicle increased by a mass of 100 kg (i.e. the mass of the side impact dummy and its instrumentation).

2.11.

‘Unladen mass’ means the mass of the vehicle in running order without driver, passengers or load, but with the fuel tank filled to 90 % of its capacity and the usual set of tools and spare wheel on board, where applicable.

2.12.

‘Mobile deformable barrier’ means the apparatus with which the test vehicle is impacted. It consists of a trolley and an impactor.

2.13.

‘Impactor’ means a crushable section mounted on the front of the mobile deformable barrier.

2.14.

‘Trolley’ means a wheeled-frame free to travel along its longitudinal axis at the point of impact. Its front block supports the impactor.

2.15.

‘Multi-stage build’ means the procedure whereby two or more manufacturers separately and sequentially participate in the construction of a vehicle.

3.1.

The vehicle must undergo a test in accordance with Appendix 1 to this Annex.

3.1.1.

The test is carried out on the driver's side unless asymmetric side structures, if any, are so different as to affect the performance in a side impact. In that case either of the alternatives in 3.1.1.1 or 3.1.1.2 may be used by agreement between the manufacturer and the service responsible for the tests.

3.1.1.1.

The manufacturer must provide the type-approval authority with information regarding the compatibility of performances in comparison with the driver's side where the test is being carried out on that side.

3.1.1.2.

The type-approval authority, after ascertaining the characteristics of the construction of the vehicle, may decide to have the test performed on the side opposite the driver, which is regarded as the less favourable option.

3.1.2.

The test authority, after consulting the manufacturer, may require the test to be carried out with the seat in a position other than the one indicated in Section 5.5.1 of Appendix 1 ( 9 ). That position will be specified in the test report.

3.1.3.

The result of this test is considered satisfactory if the conditions set out in 3.2 and 3.3 are satisfied.

3.2.

3.3.

2.1.

The vehicle to be tested must be stationary.

2.2.

The mobile deformable barrier must have the characteristics set out in Appendix 2 to Annex II. ►C1  Requirements for verifying them are given in the Addendum to Appendix 2. The mobile deformable barrier must be equipped with a suitable device to prevent a second impact on the struck vehicle.

2.3.

The trajectory of the median longitudinal vertical plane of the mobile deformable barrier must be perpendicular to the median longitudinal vertical plane of the impacted vehicle.

2.4.

The median longitudinal vertical plane of the mobile deformable barrier must be coincident within ± 25 mm with a transverse vertical plane passing through the R point of the front seat adjacent to the struck side of the tested vehicle. The horizontal median plane limited by the external lateral vertical planes of the front face must, at the moment of impact, be within two planes determined before the test and situated 25 mm above and below the previously defined plane.

2.5.

Instrumentation must comply with ISO standard 6487:1987 unless otherwise specified in this Directive.

2.6.

The stabilized temperature of the test dummy at the time of the side impact test must be 22 ± 4 °C.

4.3.1.

The vehicle to be tested must have the reference mass as defined in Section 2.10 of Annex II to this Directive. The mass of the vehicle is adjusted to within ± 1 % of the reference mass.

4.3.2.

The fuel tank must be filled with water to a mass equal to 90 % of the mass of a full load of fuel as specified by the manufacturer.

4.3.3.

All the other systems (brakes, cooling, etc.) may be empty; in this case, the mass of the liquids must be offset.

4.3.4.

If the mass of the measuring apparatus on board the vehicle exceeds the 25 kg allowed, it may be offset by reductions which have no noticeable effect on the results of the test.

4.3.5.

The mass of the measuring apparatus must not change each axle reference load by more than 5 %, each variation not exceeding 20 kg.

5.1.

The side windows must be closed, at least on the struck side.

5.2.

The doors must be closed, but not locked.

5.3.

The transmission must be placed in neutral and the parking brake disengaged.

5.4.

The comfort adjustments of the seats, if any, must be adjusted to the position specified by the vehicle manufacturer.

5.5.

The seat containing the dummy, and its elements, if adjustable, must be adjusted as follows.

5.5.1.

The longitudinal adjustment device is placed with the locking device engaged in the position that is nearest to midway between the foremost and rearmost positions; if this position is between two notches, the rearmost notch is used.

5.5.2.

The head restraint is adjusted such that its top surface is level with the centre of gravity of the dummy's head; if this is not possible, the head restraint must be in the uppermost position.

5.5.3.

Unless otherwise specified by the manufacturer, the seat back must be set such that the torso reference line of the three-dimensional H point machine is set at an angle of 25° ± 1° towards the rear.

5.5.4.

All other seat adjustments must be at the mid-point of available travel, however, height adjustment must be at the position corresponding to the fixed seat, if the vehicle type is available with adjustable and fixed seats. If locking positions are not available at the respective mid-points of travel, the positions immediately rearward, down, or outboard of the mid-points are used. For rotational adjustments (tilt), ‘rearward’ means the adjustment direction which moves the head of the dummy rearwards. If the dummy protrudes outside the normal passenger volume, e.g. head into roof lining, then 10 mm clearance must be provided, using secondary adjustments, seat-back angle, or fore-aft adjustment in that order.

5.6.

Unless otherwise specified by the manufacturer, the other front seats must, if possible, be adjusted to the same position as the seat containing the dummy.

5.7.

If the steering wheel is adjustable, all adjustments are positioned to their mid-travel locations.

5.8.

Tyres must be inflated to the pressure specified by the vehicle manufacturer.

5.9.

The test vehicle must be set horizontal about its roll axis and maintained by supports in that position until the side impact dummy is in place and after all preparatory work is complete.

5.10.

The vehicle must be at its normal attitude corresponding to the conditions set out in 4.3. Vehicles with suspension enabling their ground clearance to be adjusted must be tested under the normal conditions of use at 50 km/h as defined by the vehicle manufacturer. This is assured by means of additional supports, if necessary, but such supports must have no influence on the crash behaviour of the test vehicle during the impact.

6.1.

The side impact dummy must comply with the specifications given in Appendix 3 and be installed in the front seat on the impact side according to the procedure given in Appendix 4 to this Annex.

6.2.

The safety belts or other restraint systems specified for the vehicle must be used. Belts must be of an approved type, conforming to Directive 77/541/EEC and mounted on anchorages conforming to Directive 76/115/EEC.

6.3.

The safety belt or restraint system must be adjusted to fit the dummy in accordance with the manufacturer's instructions; if there are no manufacturer's instructions, the height adjustment, if provided, must be set at middle position; if this position is not available, the position immediately below is used.

7.1.

The readings of the following measuring devices are to be recorded.

7.1.1.

Measurements in the head of the dummy

The resultant triaxial acceleration referring to the head centre of gravity. The head channel instrumentation must comply with ISO 6487:1987,

7.1.2.

Measurements in the thorax of the dummy

The three thorax rib deflection channels must comply with ISO 6487:1987,

7.1.3.

Measurements in the pelvis of the dummy

The pelvis force channel must comply with ISO 6487:1987,

7.1.4.

Measurements in the abdomen of the dummy

The abdomen force channels must comply with ISO 6487:1987,

2.1.

Chest deflection: the peak chest deflection is the maximum value of deflection on any rib as determined by the thorax displacement transducers, filtered at channel frequency class 180 Hz.

2.2.

Viscous criterion: the peak viscous response is the maximum value of V*C on any rib which is calculated from the instantaneous product of the relative thorax compression related to the half thorax and the velocity of compression derived by differentiation of the compression, filtered at channel frequency class 180 Hz. For the purposes of this calculation the standard width of the half thorax rib cage is 140 mm.

where D = rib deflection (in m)

The calculation algorithm to be used is set out in Addendum 2 of this appendix.

1.1.

The total mass must be 950 ± 20 kg.

1.2.

The front and rear track width of the trolley must be 1 500 ± 10 mm.

1.3.

The wheel base of the trolley must be 3 000 ± 10 mm.

1.4.

The centre of gravity must be situated in the median longitudinal vertical plane within 10 mm, 1 000 ± 30 mm behind the front axle and 500 ± 30 mm above the ground.

1.5.

The distance between the front face of the impactor and the centre of gravity of the barrier must be 2 000 ± 30 mm.

2.1.1.

The impactor consists of six independent joined blocks whose forms, sizes and positioning are shown in Figure 1.

2.1.2.

The deformable impact zone must be 1 500 ± 10 mm wide and 500 ± 5 mm high.

2.1.3.

The ground clearance of the collision zone must be 300 ± 5 mm measured in static conditions before impact, subject to the provisions of Article 4 of this Directive.

2.1.4.

There must be six deformable elements, divided into two rows of three elements. All the elements must have the same width (500 ± 5 mm) and the same height (250 ± 3 mm); the elements of the upper row must be 440 ± 5 mm deep and those of the lower row 500 ± 5 mm deep.

2.3.1.

Deviation from the limits of the force-deflection corridors characterizing the rigidity of the impactor, as defined in this Appendix, Figure 2, may be allowed provided that:

2.3.1.1.

the deviation occurs after the beginning of the impact and before the deformation of the impactor is equal to 150 mm;

2.3.1.2.

the deviation does not exceed 50 % of the nearest instantaneous prescribed limit of the corridor;

2.3.1.3.

each displacement corresponding to each deviation does not exceed 35 mm of the deflection, and the sum of these displacements does not exceed 70 mm (see Figure 2) and

2.3.1.4.

the sum of the energy derived from deviating outside the corridor does not exceed 5 % of the gross energy for that block.

2.3.2.

Blocks 1 and 3 are identical. Their rigidity is such that their force-deflection curves fall within the hatched area of Figure 2, Graph 2a.

2.3.3.

Blocks 5 and 6 are identical. Their rigidity is such that their force-deflection curves fall within the hatched area of Figure 2, Graph 2d.

2.3.4.

The rigidity of block 2 is such that its force-deflection curve falls within the hatched area in Figure 2, Graph 2b.

2.3.5.

The rigidity of block 4 is such that its force-deflection curve falls within the hatched area of Figure 2, Graph 2c.

2.3.6.

The ►C1  force-deflection curve of the impactor as a whole shall fall within the hatched area of Figure 2, Graph 2e.

2.3.7.

The force-deflection curves are verified by a test detailed in the Addendum to this Appendix, consisting of an impact of the assembly against a ►C1  dynamometric barrier at 35 ± 2 km/h.

2.3.8.

The dissipated energy ( 10 ) against blocks 1 and 3 during the test must equal 10 ± 2 kJ for each of these blocks.

2.3.9.

The dissipated energy against blocks 5 and 6 must equal 3,5 ± 1 kJ for each of these blocks.

2.3.10.

The dissipated energy against block 4 must equal 4 ± 1 kJ.

2.3.11.

The dissipated energy against block 2 must equal 14 ± 2 kJ.

2.3.12.

The total dissipated energy during the impact must equal 45 ± 5 kJ.

2.3.13.

Impactor deformation measured after the test at level B (Figure 1) must equal ►C1  330 ± 20 mm.

2.2.1.

The rigid barrier consists of a block of reinforced concrete not less than 3 m wide in front and not less than 1,5 m high. The thickness of the rigid barrier must be such that it weighs at least 70 tonnes. The front face must be vertical, perpendicular to the axis of the run-up track and covered with load cells capable of measuring the total load on each block of the mobile deformable barrier impactor at the moment of impact. The impact plate area centres must align with those of the chosen mobile deformable barrier; their edges must clear adjacent areas by 20 mm. Cell mounting and plate surfaces must be in accordance with the requirements set out in the Annex to ISO 6487:1987. In cases where surface protection is added, it must not degrade the transducer responses.

2.2.2.

The rigid barrier must be either anchored in the ground or placed on the ground with, if necessary, additional arresting devices to prevent its displacement. A rigid barrier with load cells having different characteristics but giving results that are at least equally conclusive may be used.

5.1.

The individual characteristics of each barrier must comply with Section 1 of Appendix 2 and be recorded.

6.1.

The suitability of an impactor type is confirmed when the outputs from the six load cells each produce signals complying with the requirements indicated in Section 2.2 of Appendix 2 when recorded.

6.2.

Impactors must carry consecutive serial numbers including the date of manufacture.

1.1.

The dimensions and masses of the side impact dummy represent a 50th percentile adult male, without lower arms.

1.2.

The side impact dummy consists of a metal and plastic skeleton covered by flesh-simulating rubber, plastic and foam.

1.3.

The side impact dummy prescribed in this Directive, including the instrumentation and calibration, is described in technical drawings and a user's manual ( 11 ).

2.1.

For an overview of the side impact dummy see Figure 1 and Table 1 of this Appendix.

2.2.

2.3.

2.4.

2.5.

2.6.

2.7.

2.8.

2.9.

2.10.

2.11.

3.1.1.

The required torque on the ►C1  hemi-spherical screws for assembly of the neck is 10 Nm.

3.1.2.

The head is mounted to the head-neck interface plate of the neck by three screws.

3.1.3.

The neck-thorax interface plate of the neck is mounted to the neck-bracket by four screws.

3.2.1.

The neck-bracket is mounted to the shoulder block by four screws.

3.2.2.

The shoulder block is mounted to the top-surface of the thoracic spine box by three screws.

3.3.1.

The arms may be mounted to the shoulder clavicles and adjusted by means of a screw and a bearing. The required torque to hold the arm in the defined standard position is 0,6 Nm.

3.4.1.

A lumbar spine adaptor is mounted by two screws to the lower part of the thoracic spine.

3.4.2.

The lumbar spine adaptor is mounted to the top of the lumbar spine by two screws.

3.4.3.

The top flange of the central abdominal casting is clamped between the lumbar spine adaptor and the lumbar spine.

3.5.1.

The lumbar spine is mounted to the lumbar spine bottom plate by three screws.

3.5.2.

The lumbar spine bottom plate is mounted to the sacrum block of the pelvis by three screws.

3.5.3.

The legs are mounted to the upper femur-hip joint of the pelvis by a screw.

3.5.4.

The legs may be assembled and adjusted by means of hinge joints in the knees and ankles.

4.1.2.

The masses of the main dummy components are shown in Table 2 of this Appendix.

4.2.1.

The principal dimensions of the side impact dummy (including the suit), based on figure 2 of this Appendix, are given in Table 3 of this Appendix.

Figure 2

Measurements for principal dummy dimensions

5.1.1.

Depending on the vehicle side to be impacted, dummy parts should be certified on the left hand side or right hand side.

5.1.2.

The configurations of the rib modules (including instrumentation), the abdominal force transducers and the pubic symphysis transducer must be converted to the required impact side.

5.2.1.

All instrumentation channels must comply with ISO 6487:1987.

5.3.1.

All dummy parts should be visually checked for damage and if necessary replaced before the certification test.

5.4.1.

Figure 3 of this Appendix shows the test set-up for all certification tests on the side impact dummy.

5.4.2.

The tests on the head, neck, thorax and lumbar spine are carried out on disassembled parts of the dummy.

5.4.3.

The tests on the shoulder, abdomen and pelvis are performed with the complete dummy (without suit). In these tests the dummy is seated on a flat surface with two sheets of less than, or equal to 2 mm thick Teflon placed between the dummy and the surface.

5.4.4.

All parts to be certified must be kept in the test room for a period of at least four hours at a temperature between 18 ° and 22 °C prior to a test.

5.4.5.

The time between two repeated certification tests must be at least 30 minutes.

5.5.1.

The head is dropped from 200 ± 1 mm on to a flat, rigid impact surface.

5.5.2.

The angle between the impact surface and the midsagittal plane of the head is 35 ° ± 1 ° allowing an impact of the upper side of the head.

5.5.3.

The peak resultant head acceleration, filtered using CFC 1 000, must be between 100 g and 150 g.

5.5.4.

The head performance may be adjusted to meet the requirement by altering the friction characteristics of the flesh-skull interface (e.g. by lubrication with talcum powder or PTFE spray).

5.6.1.

The head-neck interface of the neck is mounted to a special symmetrical certification headform with a mass of 3,9 ± 0,05 kg (see Figure 4).

5.6.2.

The headform and neck are mounted upside-down to the bottom of a neck-bending pendulum allowing a lateral motion of the system.

5.6.3.

The neck-pendulum is equipped with a uniaxial accelerometer mounted at 1 655 ± 5 mm from the pendulum pivot.

5.6.4.

The neck-pendulum must be allowed to fall freely from a height chosen to achieve an impact velocity of 3,4 ± 0,1 m/s measured at the accelerometer location.

5.6.5.

The neck-pendulum is decelerated from impact velocity to zero by an appropriate device, resulting in a deceleration-time history inside the corridor specified in Figure 5 of this Appendix. All channels have to be recorded using ISO CFC 1000 filters and filtered digitally using CFC 60.

5.6.6.

The maximum headform flexion angle relative to the pendulum must be 51 ± 5 ►C1  degrees and occur after between 50 and 62 m/s.

5.6.7.

The maximum headform centre of gravity displacements in the ►C1  lateral and vertical directions must be 97 ± 10 mm and 26 ± 6 mm respectively.

5.6.8.

The neck performance may be adjusted by replacing the circular section buffers with buffers of a different ►C1  Shore hardness.

5.7.1.

The length of the elastic cord must be adjusted so that a force between 27,5 N and 32,5 N applied in a forward direction 4 ± 1 mm from the outer edge of the clavicle in the same plane as the clavicle movement is required to move the clavicle forward.

5.7.2.

The dummy is seated on a flat, horizontal, rigid surface with no back support. The thorax is positioned vertically and the arms should be set at an angle of 40 ° ± 2 ° forward to the vertical. The legs are positioned horizontally.

5.7.3.

The impactor is a pendulum of 23,5 ± 0,2 kg and 152 ± 2 mm diameter. The impactor is suspended from a rigid support by four wires with the centre line of the impactor at least 3,5 m below the rigid support.

5.7.4.

The impactor is equipped with an accelerometer sensitive in the direction of impact and located on the impactor axis.

5.7.5.

The impactor must freely swing on to the shoulder of the dummy with an impact velocity of 4,3 ± 0,1 m/s.

5.7.6.

The impact direction is perpendicular to the anterior-posterior axis of the dummy and the axis of the impactor coincides with the axis of the upper arm pivot.

5.7.7.

The peak acceleration of the impactor, filtered using CFC 180, must be between 7,5 and 10,5 g.

5.8.1.

No dynamic certification procedure is defined for the arms.

5.9.1.

Each rib module is certified separately.

5.9.2.

The rib module is positioned vertically in a drop test rig and the rib cylinder is clamped rigidly on to the rig.

5.9.3.

The impactor is a free fall mass of ►C1  7,8+0 — 0,1 kg with a flat face and a diameter of 150 ± 2 mm.

5.9.4.

The centre line of the impactor must be aligned with the centre line of the rib's piston.

5.9.5.

The impact velocity is 1,0, 2,0, 3,0 and 4,0 m/s respectively. Impact velocities may not vary from those specified by more than 2 %.

5.9.6.

The rib displacement should be measured, for instance using the rib's own displacement transducer.

5.9.7.

The rib certification requirements are shown in Table 4 of this Appendix.

5.9.8.

The performance of the rib module may be adjusted by replacing the tuning spring inside the cylinder with one of a different stiffness.

5.10.1.

The lumbar spine is mounted to the special symmetrical certification headform with a mass of 3,9 ± 0,05 kg (see Figure 4).

5.10.2.

The headform and lumbar spine are mounted upside down to the bottom of a neck-bending pendulum allowing a lateral motion of the system.

5.10.3.

The neck-pendulum is equipped with a uniaxial accelerometer mounted at 1 655 ± 5 mm from the pendulum pivot.

5.10.4.

The neck-pendulum is allowed to fall freely from a height chosen to achieve an impact velocity of 6,05 ± 0,1 m/s measured at the accelerometer location.

5.10.5.

The neck-pendulum is decelerated from impact velocity to zero by an appropriate device, resulting in a deceleration-time history inside the corridor specified in Figure 6 of this Appendix. All channels must be recorded using ISO 6487 CFC 1000 filters and filtered digitally using CFC 60.

5.10.6.

The maximum headform flexion angle relative to the pendulum must be ►C1  50 ± 5 ° and occur after between 39 and 53 ms.

5.10.7.

The maximum headform centre of gravity displacements in the lateral and vertical direction must be 104 ± 7 mm and 33 ± 7 mm respectively.

5.10.8.

The performance of the lumbar spine may be adjusted by changing the length of the spine.

5.11.1.

The dummy is seated on a flat, horizontal, rigid surface with no back support. The thorax is positioned vertically, while the arms and legs are positioned horizontally.

5.11.2.

The impactor is a pendulum of 23,5 +  ►C1  0 — 0,2 kg and 152 ± 2 mm diameter.

5.11.3.

The pendulum is equipped with a horizontal ‘armrest’ impactor face of 1,0 ± 0,01 kg. The total mass of the impactor with the armrest face is 24,5 +  ►C1  0 — 0,2 kg. The rigid armrest is 70 ± 1 mm high, 150 ± 1 mm wide and should be allowed to penetrate at least 60 mm into the abdomen. The centre line of the pendulum coincides with the centre of the armrest.

5.11.4.

The impactor is equipped with an accelerometer sensitive in the direction of impact and located on the impactor axis.

5.11.5.

The impactor must freely swing on to the abdomen of the dummy with an impact velocity of 6,3 ± 0,1 m/s.

5.11.6.

The impact direction is perpendicular to the anterior-posterior axis of the dummy and the axis of the impactor is aligned with the centre of the middle force transducer.

5.11.7.

The peak force of the impactor, obtained from the impactor acceleration filtered using CFC 180 and multiplied by the impactor/armrest mass, must be between 9,5 and 11,1 kN, and ►C1  occur after between 9,8 and 11,4 ms.

5.11.8.

The force-time histories measured by the three abdominal force transducers must be summed and filtered using CFC 600. The peak force of this sum must be between 5,9 and 7,9 kN.

5.12.1.

The dummy is seated on a flat, horizontal, rigid surface with no back support. The thorax is positioned vertically while the arms and legs are positioned horizontally.

5.12.2.

The impactor is a pendulum of 23,5 +  ►C1  0 — 0,2 kg and 152 ± 2 mm diameter.

5.12.3.

The impactor is equipped with an accelerometer sensitive in the direction of impact and located on the impactor axis.

5.12.4.

The impactor must freely swing on to the pelvis of the dummy with an impact velocity of 4,3 ± 0,1 m/s.

5.12.5.

The impact direction is perpendicular to the anterior-posterior axis of the dummy and the axis of the impactor is aligned with the centre of the H point foam cylinder.

5.12.6.

The peak force of the impactor, obtained from the impactor acceleration filtered using CFC 180 and multiplied by the impactor mass, must be between 4,4 and 5,4 kN, and ►C1  occur after between 10,3 and 15,5 ms.

5.12.7.

The pubic symphisis force, filtered using CFC 600, must be between 1,04 and 1,64 kN and ►C1  occur after between 9,9 and 15,9 ms.

5.13.1.

No dynamic certification procedure is defined for the legs.

1.1.

The side impact dummy to be used for the following installation procedure is described in Appendix 3 of Annex II to this Directive.

2.1.

Adjust the leg joints so that they just support the leg when it is extended horizontally (1 to 2 g).

2.2.

Clothe the dummy in form-fitting cotton-stretch underwear with short sleeves and mid-calf length trousers. Each foot is equipped with a shoe.

2.3.

Place the dummy in the outboard front seat of the impacted side as described in the side impact test procedure specification.

2.4.

The plane of symmetry of the dummy must coincide with the median vertical plane of the specified seating position.

2.5.

The pelvis of the dummy must be positioned such that a lateral line passing through the dummy H points is perpendicular to the longitudinal centre plane of the seat. The line through the dummy H points must be horizontal with a maximum inclination of ± 2 °.

2.6.

The upper torso must be bent forward and then laid back firmly against the seat back. The shoulders of the dummy must be set fully rearward.

2.7.

Irrespective of the seating position of the dummy, the angle between the upper arm and the torso arm reference line on each side must be 40 ° ± 5 °. The torso arm reference line is defined as the intersection of the plane tangential to the front surface of the ribs and the longitudinal vertical plane of the dummy containing the arm.

2.8.

For the driver's seating position, without inducing pelvis or torso movement, place the right foot of the dummy on the undepressed accelerator pedal with the heel resting as far forward as possible on the floorpan. Set the left foot perpendicular to the lower leg with the heel resting on the floorpan in the same lateral line as the right heel. Set the knees of the dummy such that their outside surfaces are 150 ± 10 mm from the plane of symmetry of the dummy. If possible within these constraints place the thighs of the dummy in contact with the seat cushion.

2.9.

For other seating positions, without inducing pelvis or torso movement, place the heels of the dummy as far forward as possible on the floorpan without compressing the seat cushion more than the compression due to the weight of the leg. Set the knees of the dummy such that their outside surfaces are 150 ± 10 mm from the plane of symmetry of the dummy.

2.1.1.

Using the initial padding materials tested during the type-approval of the vehicle, mounted in a new lateral structure of the vehicle to be approved, two dynamic tests, utilizing two different impactors are carried out (Figure 1).

2.1.1.1.

The head form impactor, defined in 3.1.1, must hit at 24,1 km/h, in the area impacted for the Eurosid head during the approval of the vehicle. Test results must be recorded, and the HPC calculated. ►C1  However, this test is not carried out when, during the tests described in Appendix 1 to Annex II to this Directive:

2.1.1.2.

The body block impactor, defined in 3.2.1, must hit at 24,1 km/h in the lateral area impacted by the Eurosid shoulder, arm and ►C1  thorax during the type-approval of the vehicle. Test results must be recorded, and the HPC calculated.

2.2.1.

Using the new padding materials, seat, etc. submitted for the type-approval extension, and mounted in a new lateral structure of the ►C1  vehicle, the tests specified in 2.1.1.1 and 2.1.1.2 are repeated, the new results recorded, and their HPC calculated.

2.2.1.1.

If the HPC calculated from the results of both approval tests are lower than the HPC obtained during the reference tests (carried out using the original type-approved padding materials or seats), the extension is granted.

2.2.1.2.

If the new HPC are greater than the HPC obtained during the reference test, a new full scale test (using the proposed padding/seats/etc.) is carried out.

3.1.1.

This apparatus consists of a fully guided linear impactor, rigid, with a mass of 6,8 kg. Its impact surface is hemispherical with a diameter of 165 mm.

3.1.2.

The head form must be fitted with two accelerometers and a speed-measuring device, all capable of measuring values in the impact direction.

3.2.1.

This apparatus consists of a fully guided linear impactor, rigid, with a mass of 30 kg. Its dimensions and transversal section are shown in Figure 1.

3.2.2.

The body block must be fitted with two accelerometers and a speed-measuring device, all capable of measuring values in the impact direction.