1.1.

Brief description of the vehicle type as regards its structure, dimensions, lines and constituent materials:

1.2.

Description of the protective system installed in the vehicle:

1.3.

Description of the interior arrangements or fittings that might affect the tests:

1.4.

Location of engine: forward/rear/central ( 12 )

1.5.

Drive: front-wheel/rear-wheel ( 13 )

1.6.

Mass of vehicle submitted for testing

5.

Remarks: (e.g. valid for left-hand drive and right-hand drive vehicles)

6.

Front seat airbags:

1.1.

This Directive applies to power-driven vehicles of category M1 of a total permissible mass not exceeding 2,5 tonnes, with the exception of multi-stage built vehicles produced in quantities not exceeding those fixed for a small series; heavier vehicles and multi-stage built vehicles may be approved at the request of the manufacturer.

2.1.

‘protective system’ means interior fittings and devices intended to restrain the occupants and contribute towards ensuring compliance with the requirements set out in paragraph 3 below;

2.2.

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

2.3.

‘vehicle width’ means the distance between two planes parallel to the longitudinal median plane 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;

2.4.

‘overlap’ means the percentage of the vehicle width directly in line with the barrier face;

2.5.

‘deformable barrier face’ means a crushable section mounted on the front of a rigid block;

2.6.

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

2.6.1.

the length and width of the vehicle, insofar as they have a negative effect on the results of the impact test prescribed in this Directive;

2.6.2.

the structure, dimensions, lines and materials of the part of the vehicle forward of the transverse plane through the ‘R’ point of the driver's seat insofar as they have a negative effect on the results of the impact test prescribed in this Directive;

2.6.3.

the lines and inside dimensions of the passenger compartment and the type of protective system, insofar as they have a negative effect on the results of the impact test prescribed in this Directive;

2.6.4.

the location (front, rear or centre) and the orientation (transversal or longitudinal) of the engine;

2.6.5.

the unladen mass, insofar as it has a negative effect on the results of the impact test prescribed in this Directive;

2.6.6.

the optional arrangements or fittings provided by the manufacturer, insofar as they have a negative effect on the results of the impact test prescribed in this Directive;

2.7.

‘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;

2.8.

‘R’ point means a reference point defined for each seat by the manufacturer in relation to the vehicle's structure;

2.9.

‘H’ point means a reference point determined for each seat by the technical service responsible for approval;

2.10.

‘unladen kerb mass’ means the mass of the vehicle in running order, unoccupied and unladen but complete with fuel, coolant, lubricant, tools and a spare wheel (if these are provided as standard equipment by the vehicle manufacturer);

2.11.

‘airbag’ means a device installed to supplement safety belts and restraint systems in motor vehicles, i.e. systems which, in the event of a severe impact affecting the vehicle, automatically deploy a flexible structure intended to limit, by compression of the gas contained within it, the gravity of the contacts of one or more parts of the body of an occupant of the vehicle with the interior of the passenger compartment.

3.1.1.

The ‘H’ point for each seat is determined in accordance with the procedure described in Annex II to Directive 77/649/EEC.

3.2.1.

The performance criteria recorded, in accordance with Appendix 5, on the dummies in the front outboard seats must meet the following conditions:

3.2.1.1.

the head performance criterion (HPC) must not exceed 1 000 and the resultant head acceleration shall not exceed 80 g for more than 3 ms. The latter must be calculated cumulatively, excluding rebound movement of the head;

3.2.1.2.

the neck injury criteria (NIC) must not exceed the values shown in Figures 1 and 2 ( 14 );

3.2.1.3.

the neck bending moment about the y axis must not exceed 57 Nm in extension ( 15 );

3.2.1.4.

the thorax compression criterion (ThCC) must not exceed 50 mm;

3.2.1.5.

the viscous criterion (V*C) for the thorax must not exceed 1,0 m/s;

3.2.1.6.

the femur force criterion (FFC) must not exceed the force-time performance criterion shown in Figure 3 of this Annex;

3.2.1.7.

the tibia compression force criterion (TCFC) must not exceed 8 kN;

3.2.1.8.

the tibia index (TI), measured at the top and bottom of each tibia, must not exceed 1,3 at either location;

3.2.1.9.

the movement of the sliding knee joints must not exceed 15 mm.

3.2.2.

Residual steering wheel displacement, measured at the centre of the steering wheel hub, must not exceed 80 mm in the upwards vertical direction and 100 mm in the rearward horizontal direction.

3.2.3.

During the test no door may open.

3.2.4.

During the test no locking of the locking systems of the front doors may occur.

3.2.5.

After the impact, it must be possible, without the use of tools, except for those necessary to support the weight of the dummy:

3.2.5.1.

to open at least one door, if there is one, per row of seats and, where there is no such door, to move the seats or tilt their backrests as necessary to allow the evacuation of all the occupants; this is, however, only applicable to vehicles having a roof of rigid construction;

3.2.5.2.

to release the dummies from their restraint system which, if locked, must be capable of being released by a maximum force of 60 N on the centre of the release control;

3.2.5.3.

to remove the dummies from the vehicle without adjustment of the seats.

3.2.6.

In the case of a vehicle propelled by liquid fuel, no more than slight leakage of liquid from the entire fuel system may occur during or after the impact. If after the impact there is continuous leakage of liquid from any part of the fuel system, the rate of of leakage must not exceed 5 × 10−4 kg/s; if the liquid from the fuel-feed system mixes with liquids from the other systems and the various liquids cannot easily be separated and identified, all the liquids collected are taken into account in evaluating the continuous leakage.

1.4.2.1.

For the test, the mass of the vehicle submitted must be the unladen kerb mass.

1.4.2.2.

The fuel tank must be filled with water up to 90 % of the mass of a full load of fuel as specified by the manufacturer with a ±1 % tolerance.

1.4.2.3.

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

1.4.2.4.

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 measured under paragraph 6 below.

1.4.2.5.

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

1.4.2.6.

The mass of the vehicle resulting from the provisions of paragraph 1.4.2.1 above must be indicated in the report.

1.4.3.11.1.

Position of front seats

Seats adjustable longitudinally must be placed so that their ‘H’ point, (see 3.1.1) is in the middle position of travel or in the nearest locking position thereto, and at the height position defined by the manufacturer (if independently adjustable for height).

In the case of a bench seat, the reference must be to the ‘H’ point of the driver's place.

1.4.3.11.2.

Position of the front seat-backs

If adjustable, the seat-backs must be adjusted so that the resulting inclination of the torso of the dummy is as close as possible to that recommended by the manufacturer for normal use or, in the absence of any particular recommendation by the manufacturer, to 25° towards the rear from the vertical.

1.4.3.11.3.

Rear seats

If adjustable, the rear seats or rear bench seats must be placed in the rearmost position.

2.1.1.

A dummy corresponding to the specifications for Hybrid III ( 16 ) fitted with a 45° ankle and meeting the specifications for its adjustment is installed in each of the front outboard seats in accordance with the conditions set out in Appendix 3. The dummy is equipped for recording the data necessary to determine the performance criteria with measuring systems corresponding to the specifications in Appendix 5. The ankle of the dummy must be certified in accordance with the procedures in Appendix 7 to Annex II.

2.1.2.

The car will be tested with restraint systems, as provided by the manufacturer.

3.1.

The vehicle must be propelled either by its own engine or by any other propelling device.

3.2.

At the moment of impact the vehicle must no longer be subject to the action of any additional steering or propelling device.

3.3.

The course of the vehicle must be such that it satisfies the requirements of 1.2 and 1.3.1.

5.1.

All the measurements necessary for the verification of the performance criteria must be made with data channels corresponding to the specifications of Appendix 5.

5.2.

The different parameters are recorded through independent data channels of the following CFC (Channel Frequency Class):

5.2.1.   Measurements in the head of the dummy

The acceleration (a) referring to the centre of gravity is calculated from the triaxial components of the acceleration measured with a CFC of 1 000.

5.2.2.   Measurements in the neck of the dummy

5.2.3.   Measurements in the thorax of the dummy

The chest deflection between the sternum and the spine is measured with a CFC of 180.

5.2.4.   Measurements in the femur and tibia of the dummy

6.1.

To enable the simplified test described in Appendix 4 to be carried out, the deceleration curve of the structure must be determined on the basis of the value of the longitudinal accelerometers at the base of the ‘B’ pillar on the struck side of the vehicle with a CFC of 180 by means of data channels corresponding to the requirements set out in Appendix 5.

6.2.

The speed curve which will be used in the test procedure described in Appendix 4 must be obtained from the longitudinal accelerometer at the ‘B’ pillar on the side struck.

1.1.

This criterion is considered to be satisfied when, during the test, there is no contact between the head and any vehicle component.

1.2.

If that is not the case, a calculation of the value of HPC is made, on the basis of the acceleration (a), measured according to section 5.2.1 of Appendix 1 to this Annex, by the following expression:

in which:

1.2.1.

the term ‘a’ is the resultant acceleration measured according to paragraph 5.2.1 of Appendix 1 to this Annex and is measured in units of gravity, g (1 g = 9,81 m/s2);

1.2.2.

if the beginning of the head contact can be determined satisfactorily, t1 and t2 are the two time instants, expressed in seconds, defining an interval between the beginning of the head contact and the end of the recording for which the value of HPC is maximum;

1.2.3.

if the beginning of the head contact cannot be determined, t1 and t2 are the two time instants, expressed in seconds, defining a time interval between the beginning and the end of the recording for which the value of HPC is maximum.

1.2.4.

Values of HPC for which the time interval (t1 − t2) is greater than 36 ms are ignored for the purposes of calculating the maximum value.

1.3.

The value of the resultant head acceleration during forward impact which is exceeded for 3 ms cumulatively is calculated from the resultant head acceleration measured according to paragraph 5.2.1 of Appendix 1 to this Annex.

2.1.

These criteria are determined by the compressive axial force, the axial tensile force and the fore/aft shear forces at the head/neck interface, expressed in kN and measured according to paragraph 5.2.2 of Appendix 1 to this Annex and by the duration of these forces expressed in ms.

2.2.

The neck bending moment criterion is determined by the bending moment, expressed in Nm, about a lateral axis at the head/neck interface and measured according to paragraph 5.2.2 of Appendix 1 to this Annex.

2.3.

The neck flexion bending moment, expressed in Nm, must be recorded.

3.1.

The thorax compression criterion is determined by the absolute value of the thorax deformation, expressed in mm and measured according to paragraph 5.2.3 of Appendix 1 to this Annex.

3.2.

The viscous criterion (V*C) is calculated as the instantaneous product of the compression and the rate of deflection of the sternum, measured according to paragraph 6 and also paragraph 5.2.3 of Appendix 1 to this Annex.

4.1.

This criterion is determined by the compression load expressed in kN, transmitted axially on each femur of the dummy and measured according to paragraph 5.2.4 of Appendix 1 to this Annex and by the duration of the compressive load expressed in ms.

5.1.

The tibia compressive force criterion is determined by the compressive load (Fz) expressed in kN, transmitted axially on each tibia of the dummy and measured according to paragraph 5.2.4 of Appendix 1 to Annex II.

5.2.

The tibia index is calculated on the basis of the bending moments (MX and MY) measured according to paragraph 5.1 by the following expression:

where:

MX = bending moment about the x axis

MY = bending moment about the y axis

(MC)R = critical bending moment and shall be taken to be 225 Nm

FZ = compressive axial force in the z direction

(FC)Z = critical compressive force in the z direction and shall be taken to be 35,9 kN

MR =

The tibia index is calculated for the top and the bottom of each tibia; however, Fz may be measured at either location. The value obtained is used for the top and bottom TI calculations. Moments MX and MY are both measured separately at both locations.

6.1.

The viscous criterion is calculated as the instantaneous product of the compression and the rate of deflection of the sternum. Both are derived from the measurement of sternum deflection.

6.2.

The sternum deflection response is filtered once at CFC 180. The compression at time t is calculated from this filtered signal as:

The sternum deflection velocity at time t is calculated from the filtered deflection as:

where D(2) is the deflection at time t in metres and δt is the time interval in seconds between the measurements of deflection. The maximum value of δt is 1,25 × 10−4 seconds. This calculation procedure is shown diagrammatically below.

2.2.1.

The upper arms of the driver test dummy must be adjacent to the torso with the centrelines as close to a vertical plane as possible.

2.2.2.

The upper arms of the passenger test dummy must be in contact with the seat back and the sides of the torso.

2.3.1.

The palms of the driver test dummy must be in contact with the outer part of the steering wheel rim at the rim's horizontal centreline. The thumbs must be over the steering wheel rim and must be lightly taped to the steering wheel rim so that if the hand of the test dummy is pushed upward by a force of not less than 9 N and not more than 22 N, the tape releases the hand from the steering wheel rim.

2.3.2.

The palms of the passenger test dummy must be in contact with the outside of the thighs. The little finger must be in contact with the seat cushion.

2.4.1.

In vehicles equipped with bench seats, the upper torso of the driver and passenger test dummies must rest against the seat back. The midsagittal plane of the driver dummy must be vertical and parallel to the vehicle's longitudinal centreline, and pass through the centre of the steering wheel rim. The midsagittal plane of the passenger dummy must be vertical and parallel to the vehicle's longitudinal centreline and the same distance from the vehicle's longitudinal centreline as the midsagittal plane of the driver dummy.

2.4.2.

In vehicles equipped with individual seats, the upper torso of the driver and passenger test dummies must rest against the seat back. The midsagittal plane of the driver and the passenger dummy must be vertical and must coincide with the longitudinal centreline of the individual seat.

2.4.3.

2.4.3.1.   ‘H’ point

The ‘H’ point of the driver and passenger test dummies must coincide, within 13 mm in the vertical dimension and 13 mm in the horizontal dimension, with a point 6 mm below the position of the ‘H’ point of the machine, except that the length of the thigh and lower leg segments used to calculate the ‘H’ point must be adjusted to 414 and 401 mm, instead of 432 and 417 mm respectively.

2.4.3.2.   Pelvic angle

As determined using the pelvic angle gauges ( 17 ) inserted into the ‘H’ point gauging hole of the dummy, the angle measured from the horizontal on the 76,2 mm flat surface of the gauge must be 22,5° ± 2,5°.

2.5.1.

The upper legs of the driver and passenger test dummies must rest against the seat cushion to the extent permitted by placement of the feet. The initial distance between the outboard knee clevis flange surfaces must be 270 mm ± 10 mm.

2.5.2.

To the extent practicable, the left leg of the driver dummy and both legs of the passenger dummy must be in vertical longitudinal planes. To the extent practicable, the right leg of the driver dummy must be in a vertical plane. Final adjustment to accommodate placement of feet in accordance with 2.6 for various passenger compartment configurations is permitted.

2.6.1.

The right foot of the driver test dummy must rest on the undepressed accelerator with the rearmost point of the heel on the floor surface in the plane of the pedal. If the foot cannot be placed on the accelerator pedal, it must be positioned perpendicular to the tibia and placed as far forward as possible in the direction of the centreline of the pedal with the rearmost point of the heel resting on the floor surface. The heel of the left foot must be placed as far forward as possible and must rest on the floor. The left foot must be positioned as flat as possible on the toeboard. The longitudinal centreline of the left foot must be placed as parallel as possible to the longitudinal centreline of the vehicle.

2.6.2.

The heels of both feet of the passenger test dummy must be placed as far forward as possible and must rest on the floor. Both feet must be positioned as flat as possible on the toeboard. The longitudinal centreline of the feet must be placed as parallel as possible to the longitudinal centreline of the vehicle.

2.7.

The measuring instruments installed must not in any way affect the movement of the dummy during impact.

2.8.

The temperature of the dummies and the system of measuring instruments must be stabilized before the test and maintained so far as possible within a range between 19 °C and 22 °C.

2.9.

A size 11XW shoe, which meets the configuration size, sole and heel thickness specifications of the US military standard MIL-S 13192, change ‘P’ and whose weight is 0,57 ± 0,1 kg, shall be placed and fastened on each foot of the test dummies.

1.3.1.

The structure must be firmly attached to the trolley in such a way that no relative displacement occurs during the test.

1.3.2.

The method used to fasten the structure to the trolley must not have the effect of strengthening the seat anchorages or restraint devices, or of producing any abnormal deformation of the structure.

1.3.3.

The attachment device recommended is that whereby the structure rests on supports placed approximately in the axis of the wheels or, if possible, whereby the structure is secured to the trolley by the fastenings of the suspension system.

1.3.4.

The angle between the longitudinal axis of the vehicle and the direction of motion of the trolley must be 0° ± 2°.

2.4.1.

A time base must be recorded and must at least give 10 ms with an accuracy of 1 %.

2.4.2.

The relative time delay between the signal of two or more data channels, regardless of their frequency class, must not exceed 1 ms excluding delay caused by phase shift.

Two or more data channels of which the signals are combined must have the same frequency class and must not have relative time delay greater than 0,1 FHs.

This requirement applies to analogue signals as well as to synchronization pulses and digital signals.

2.6.2.1.1.

Accelerations

The errors must be less than ± 1,5 % of the CAC.

2.6.2.1.2.

Forces

The errors must be less than ± 1 % of the CAC.

2.6.2.1.3.

Displacements

The errors must be less than ± 1 % of the CAC.

2.6.2.2.1.

Accelerations

The error in the reference accelerations expressed as a percentage of the CAC must be less than ± 1,5 % below 400 Hz, less than ± 2 % between 400 Hz and 900 Hz, and less than ± 2,5 % above 900 Hz.

5.2.1.

The sampling frequency should be equal to at least 8 FH. In the case of analogue recording, when the recording and reading speeds are different, the sampling frequency can be divided by the speed ratio.

5.2.2.

The size of digital words should be at least 7 bits and a parity bit.

3.1.

Immediately before bonding, aluminium sheet surfaces to be bonded must be thoroughly cleaned using a suitable solvent, such as 1-1-1 Trichloroethane. This is to be carried out at least twice or as required to eliminate grease or dirt deposits. The cleaned surfaces must then be abraded using 120 grit abrasive paper. Metallic/silicon carbide abrasive paper is not to be used. The surfaces must be thoroughly abraded and the abrasive paper changed regularly during the process to avoid clogging, which may lead to a polishing effect. Following abrading, the surfaces must be thoroughly cleaned again, as above. In total, the surfaces must be solvent cleaned at least four times. All dust and deposits left as a result of the abrading process must be removed, as these will adversely affect bonding.

3.2.

The adhesive should be applied to one surface only, using a ribbed rubber roller. In cases where honeycomb is to be bonded to aluminium sheet, the adhesive should be applied to the aluminium sheet only. A maximum of 0,5 kg/m2 must be applied evenly over the surface, giving a maximum film thickness of 0,5 mm.

4.1.

The main honeycomb block must be bonded to the backing sheet with adhesive such that the cell axes are perpendicular to the sheet. The cladding must be bonded to the front surface of the honeycomb block. The top and bottom surfaces of the cladding sheet must not be bonded to the main honeycomb block but should be positioned closely to it. The cladding sheet must be adhesively bonded to the backing sheet at the mounting flanges.

4.2.

The bumper element must be adhesively bonded to the front of the cladding sheet such that the cell axes are perpendicular to the sheet. The bottom of the bumper element must be flush with the bottom surface of the cladding sheet. The bumper facing sheet must be adhesively bonded to the front of the bumper element.

4.3.

The bumper element must then be divided into three equal sections by means of two horizontal slots. These slots must be cut through the entire depth of the bumper section and extend the whole width of the bumper. The slots must be cut using a saw; their width must be the width of the blade used and must not exceed 4,0 mm.

4.4.

Clearance holes for mounting the barrier are to be drilled in the mounting flanges (shown in Figure 5). The holes must be of 9,5 mm diameter. Five holes must be drilled in the top flange at a distance of 40 mm from the top edge of the flange and five in the bottom flange, 40 mm from the bottom edge of that flange. The holes must be at 100 mm, 300 mm, 500 mm, 700 mm, 900 mm from either edge of the barrier. All holes must be drilled to ± 1 mm of the nominal distances.

5.1.

The deformable barrier must be rigidly fixed to the edge of a mass of not less than 7 × 104 kg or to some structure attached thereto. The attachment of the barrier face must be such that the vehicle must not contact any part of the structure more than 75 mm from the top surface of the barrier (excluding the upper flange) during any stage of the impact ( 18 ). The front face of the surface to which the deformable barrier is attached must be flat and continuous over the height and width of the face and must be vertical ± 1° and perpendicular ± 1° to the axis of the run-up track. The attachment surface must not be displaced by more than 10 mm during the test. If necessary, additional anchorage or arresting devices must be used to prevent displacement of the concrete block. The edge of the deformable barrier must be aligned with the edge of the concrete block appropriate for the side of the vehicle to be tested.

5.2.

The deformable barrier must be fixed to the concrete block by means of ten bolts, five in the top mounting flange and five in the bottom. These bolts must be of at least 8 mm diameter. Steel clamping strips must be used for both the top and bottom mounting flanges (see Figures 1 and 5). These strips must be 60 mm high and 1 000 mm wide and have a thickness of at least 3 mm. Five clearance holes of 9,5 mm diameter must be drilled in both strips to correspond with those in the mounting flange on the barrier (see paragraph 4). None of the fixtures must fail in the impact test.