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27.3.2013 Official
Journal
of
the
European
Union
L
89/1
II
(Non-legislative acts)
ACTS ADOPTED BY BODIES CREATED BY
INTERNATIONAL AGREEMENTS
Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation
should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:
http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html
Regulation No 12 of the Economic Commission for Europe of the United Nations (UN/ECE) —
Uniform provisions concerning the approval of vehicles with regard to the protection of the driver
against the steering mechanism in the event of impact
Incorporating all valid text up to:
Supplement 1 to the 04 series of amendments — Date of entry into force: 26 July 2012.
CONTENTS
REGULATION
1. Scope
2. Definitions
3. Application for approval
4. Approval
5. Specifications
6. Tests
7. Modifications and extension of approval of the vehicle type or steering control type
8. Conformity of production
9. Penalties for non-conformity of production
10. Instructions
11. Production definitively discontinued
12. Names and addresses of Technical Services responsible for conducting approval tests, and of Type-
Approval Authorities
13. Transitional provisions
ANNEXES
ANNEX 1A Communication concerning the approval or extension or refusal or withdrawal of approval or
production definitively discontinued of a vehicle type with regard to the protection of the
driver against the steering mechanism in the event of impact, pursuant to Regulation No 12

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ANNEX 1B Communication concerning the approval or extension or refusal or withdrawal of approval or
production definitively discontinued of a steering control type with regard to the protection of
the driver against the steering mechanism in the event of impact, pursuant to the relevant part
of Regulation No 12
ANNEX 2 Arrangements of approval marks
ANNEX 3 Frontal-impact test against a barrier
ANNEX 4 Body block test
Appendix: Body
block
ANNEX 5 Head form test
ANNEX 6 Procedure for determining the ‘H’ point and the actual torso angle for seating positions in
motor vehicles
Appendix 1: Description of the three dimensional ‘H’ point machine
Appendix 2: Three-dimensional reference system
Appendix 3: Reference data concerning seating positions
ANNEX 7 Test procedures for the protection of the occupants of vehicles operating on electrical power
from high voltage and electrolyte spillage
Appendix: Jointed
Test
Finger
(IPXXB)
1. SCOPE
1.1.
This Regulation applies to the behaviour of the steering mechanism and to the electrical power
train operating on high voltage as well as the high voltage components and systems which are
galvanically connected to the high voltage bus of the electrical power train, of motor vehicles of
category M 1 , and vehicles of category N 1 with a maximum permissible mass less than 1 500 kg,
with regard to the protection of the occupants in a frontal collision.
1.2.
At the request of a manufacturer, vehicles other than those mentioned in paragraph 1.1 above
may be approved under this Regulation.
2. DEFINITIONS
For the purposes of this Regulation,
2.1.
‘Approval of a vehicle’ means the approval of a vehicle type with regard to the protection of the
driver against the steering mechanism in the event of impact;
2.2.
‘Vehicle type’ means a category of motor vehicles which do not differ in such essential respects
as:
2.2.1. Vehicle
powered
by
an
internal
combustion
engine:
2.2.1.1. The structure, dimensions, lines and constituent materials of that part of the vehicle forward of
the steering control;
2.2.1.2. The mass of vehicle in running order, as defined in paragraph 2.18 below;
2.2.2. Vehicle
powered
by
an
electric
engine
2.2.2.1. The structure, dimensions, lines and constituent materials of that part of the vehicle forward of
the steering control.
2.2.2.2. The locations of the Rechargeable Energy Storage Systems (RESS), in so far as they have a
negative effect on the result of the impact test prescribed in this Regulation;
2.2.2.3. Mass of the vehicle in running order, as defined in paragraph 2.18 below.

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2.3.
‘Approval of a steering control’ means the approval of a steering control type with regard to the
protection of the driver against the steering mechanism in the event of impact;
2.4. ‘Steering
control
type’
means
a
category
of
steering
controls
which
do
not
differ
in
such
essential
respects as:
2.4.1. The
structure,
dimensions,
lines
and
constituent
materials;
2.5.
‘Steering control’ means the steering device, usually the steering wheel, which is actuated by the
driver;
2.6.
‘General steering control’ means a steering control which can be fitted to more than one
approved vehicle type where differences in the attachment of the steering control to the
steering column do not affect the impact performance of the steering control;
2.7.
‘Air-bag’ means a flexible bag that is designed to be filled with a gas under pressure, and is:
2.7.1. Designed
to
protect
the
vehicle
driver
in
an
impact
against
the
steering
control;
2.7.2. Inflated
by
a
device
which
is
actuated
in
case
of
vehicle’s
impact;
2.8.
‘Steering control rim’ means the quasi-toroidal outer ring in the case of the steering wheel usually
griped by the driver’s hands during driving;
2.9. ‘Spoke’
means
a
bar
connecting
the
steering
control
rim
to
the
boss;
2.10. ‘Boss’
means
that
part
of
the
steering
control,
usually
at
the
centre,
that:
2.10.1. Joins the steering control to the steering shaft,
2.10.2. Transmits the torque from the steering control to the steering shaft;
2.11.
‘Centre of the steering control boss’ means that point on the surface of the boss which is in line
with the axis of the steering shaft;
2.12.
‘Plane of the steering control’ means in the case of the steering wheel the flat surface that splits
the steering wheel rim equally between the driver and the front of the car;
2.13.
‘Steering shaft’ means the component which transmits to the steering gear the torque applied to
the steering control;
2.14. ‘Steering
column’
means
the
housing
enclosing
the
steering
shaft;
2.15.
‘Steering mechanism’ means the aggregate comprising the steering control, the steering column,
the assembly accessories, the steering shaft, the steering gear housing, and all other components
such as those designed to contribute to the absorption of energy in the event of impact against
the steering control;
2.16. Passenger
compartment
2.16.1. ‘Passenger
compartment
with
regard
to
occupant’s
protection’
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.
2.16.2. ‘Passenger
compartment
for
electric
safety
assessment’
means
the
space
for
occupant
accom
modation, bounded by the roof, floor, side walls, doors, outside glazing, front bulkhead and
rear bulkhead, or rear gate, as well as by the electrical protection barriers and enclosures provided
for protecting the power train from direct contact with high voltage live parts.
2.17.
‘Impactor’ consists of a rigid hemispherical headform 165 mm in diameter, in accordance with
Annex 5, paragraph 3 of this Regulation;
2.18.
‘Mass of the vehicle in running order’ means the mass of the vehicle unoccupied and unladen but
complete with fuel, coolant, lubricant tools and spare wheel, if provided as standard equipment
by the vehicle manufacturer, and RESS.

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2.19. ‘High
voltage’
means
the
classification
of
an
electric
component
or
circuit,
if
its
working
voltage
is
> 60 V and ≤ 1 500 V direct current (DC) or > 30 V and ≤ 1 000 V alternating current (AC)
root-mean-square (rms);
2.20.
‘Rechargeable energy storage system (RESS)’ means rechargeable energy storage system which
provides electrical energy for propulsion;
2.21.
‘Electrical protection barrier’ the part providing protection against any direct contact to the high
voltage live parts;
2.22. ‘Electrical
power
train’
means
the
electrical
circuit
which
includes
the
traction
motor(s),
and
may
also include the RESS, the electrical energy conversion system, the electronic converters, the
associated wiring harness and connectors, and the coupling system for charging the RESS;
2.23. ‘Live
parts’
means
conductive
part(s)
intended
to
be
electrically
energised
in
normal
use;
2.24.
‘Exposed conductive part’ means the conductive part which can be touched under the provisions
of the protection IPXXB and which becomes electrically energised under isolation failure
conditions. This includes parts under a cover that can be removed without using tools.
2.25. ‘Direct
contact’
means
the
contact
of
persons
with
high
voltage
live
parts;
2.26. ‘Indirect
contact’
means
the
contact
of
persons
with
exposed
conductive
parts;
2.27. ‘Protection
IPXXB’
means
protection
from
contact
with
high
voltage
live
parts
provided
by
either
an electrical protection barrier or an enclosure and tested using a Jointed Test Finger (IPXXB) as
described in paragraph 4 of Annex 7;
2.28.
‘Working voltage’ means the highest value of an electrical circuit voltage root-mean-square (rms),
specified by the manufacturer, which may occur between any conductive parts in open circuit
conditions or under normal operating conditions. If the electrical circuit is divided by galvanic
isolation, the working voltage is defined for each divided circuit, respectively;
2.29.
‘Coupling system for charging the rechargeable energy storage system (RESS)’ means the electrical
circuit used for charging the RESS from an external electrical power supply including the vehicle
inlet;
2.30. ‘Electrical
chassis’
means
a
set
made
of
conductive
parts
electrically
linked
together,
whose
electrical potential is taken as reference;
2.31.
‘Electrical circuit’ means an assembly of connected high voltage live parts which is designed to be
electrically energised in normal operation;
2.32. ‘Electric
energy
conversion
system’
means
a
system
that
generates
and
provides
electrical
energy
for electrical propulsion;
2.33. ‘Electronic
converter’
means
a
device
capable
of
controlling
and/or
converting
electrical
power
for
electrical propulsion;
2.34. ‘Enclosure’
means
the
part
enclosing
the
internal
units
and
providing
protection
against
any
direct
contact;
2.35.
‘High Voltage Bus’ means the electrical circuit, including the coupling system for charging the
RESS that operates on a high voltage;
2.36. ‘Solid
insulator’
means
the
insulating
coating
of
wiring
harnesses
provided
in
order
to
cover
and
prevent the high voltage live parts from any direct contact. This includes covers for insulating the
high voltage live parts of connectors; and varnish or paint for the purpose of insulation;

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2.37. ‘Automatic
disconnect’
means
a
device
that
when
triggered,
galvanically
separates
the
electrical
energy sources from the rest of the high voltage circuit of the electrical power train;
2.38.
‘Open type traction battery’ means a type of battery requiring liquid and generating hydrogen gas
released to the atmosphere.
3. APPLICATION
FOR
APPROVAL
3.1. Vehicle
type
3.1.1.
The application for approval of a vehicle type with regard to the protection of the driver against
the steering mechanism in the event of impact shall be submitted by the vehicle manufacturer or
by his duly accredited representative.
3.1.2.
It shall be accompanied by the undermentioned documents in triplicate and the following
particulars:
3.1.2.1. A detailed description of the vehicle type with respect to the structure, dimensions, lines and
constituent materials of that part of the vehicle forward of the steering control;
3.1.2.2. Drawings, on an appropriate scale and in sufficient detail, of the steering mechanism and of its
attachment to the vehicle chassis and body;
3.1.2.3. A
technical
description
of
that
mechanism;
3.1.2.4. An indication of the mass of the vehicle in running order;
3.1.2.5. Evidence that the steering control has been approved in accordance with paragraph 5.2 of the
Regulation, if applicable;
3.1.2.6. Evidence that the steering mechanism complies with the specifications of paragraph 5.2.2 of
Regulation No 94 if the application for approval is submitted by the applicant pursuant to
paragraph 5.1.2 below;
3.1.2.7. Evidence
that
the
steering
control
complies
with
the
specifications
of
paragraphs
5.2.1.4
and
5.2.1.5 of Regulation No 94 if the application for approval is submitted by the applicant
pursuant to paragraph 5.2.1 below;
3.1.2.8. A general description of the electrical power source type, location and the electrical power train
(e.g. hybrid, electric).
3.1.3. The
following
shall
be
submitted
to
the
Technical
Service
responsible
for
conducting
approval
tests:
3.1.3.1. A vehicle, representative of the vehicle type to be approved, for the test referred to in paragraph
5.1 below;
3.1.3.2. At the manufacturer’s discretion, with the agreement of the technical service, either a second
vehicle, or those parts of the vehicle regarded by him as essential for the test referred to in
paragraphs 5.2 and 5.3 below.
3.1.3.3. The
competent
authority
shall
verify
the
existence
of
satisfactory
arrangements
for
ensuring
effective control of the conformity of production before type-approval is granted.
3.2. Steering
control
type
3.2.1.
The application for approval of a steering control type with regard to the protection of the driver
against the steering mechanism in the event of an impact shall be submitted by the steering
control manufacturer or by his duly accredited representative.
3.2.2.
It shall be accompanied by the undermentioned documents in triplicate and the following
particulars:
3.2.2.1. A detailed description of the steering control type with respect to the structure, the dimensions
and the constituent materials of the steering control;
3.2.2.2. Drawings, on an appropriate scale and in sufficient detail, of the steering mechanism and of its
attachment to the vehicle chassis and body.

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3.2.2.3. Evidence
that
the
steering
control
complies
with
the
specifications
of
paragraphs
5.2.1.4
and
5.2.1.5 of Regulation No 94, if the application for approval is submitted by the applicant
pursuant to paragraph 5.2.1 below.
3.2.3.
A steering control representative of the steering control type to be approved plus, at the manu
facturer’s discretion, with the agreement of the technical service, those parts of the vehicle
regarded by him as essential for the test, shall be submitted to the technical service responsible
for conducting approval tests for the test referred to in paragraphs 5.2 and 5.3 below.
4. APPROVAL
4.1.
A certificate conforming to the model specified in paragraph 4.1.1 or 4.1.2 shall be attached to
the type-approval certificate:
4.1.1.
Annex 1A for applications referred to in paragraph 3.1;
4.1.2. Annex
1B
for
applications
referred
to
in
paragraph
3.2.
4.2. Vehicle
type
4.2.1.
If the vehicle submitted for approval pursuant to this Regulation meets the requirements of
paragraphs 5 and 6 below and Annexes 4, 5 and 6 to this Regulation, approval of that
vehicle type shall be granted.
4.2.2. An
approval
number
shall
be
assigned
to
each
type
approved.
Its
first
two
digits
(at
present
04
corresponding to the 04 series of amendments) shall indicate the series of amendments incor
porating the most recent major technical amendments made to the Regulation at the time of
issue of the approval. The same Contracting Party shall not assign the same number to the same
vehicle type equipped with another type of steering mechanism, or to another vehicle type, as
defined in paragraph 2.2 above.
4.2.3.
Notice of approval or of extension or refusal of approval of a vehicle type pursuant to this
Regulation shall be communicated to the Parties to the Agreement applying this Regulation, by
means of a form conforming to the model in Annex 1A to this Regulation.
4.2.4. There
shall
be
affixed,
conspicuously
and
in
a
readily
accessible
place
specified
on
the
approval
form, to every vehicle conforming to a vehicle type approved under this Regulation an inter
national approval mark consisting of:
4.2.4.1. A circle surrounding the letter ‘E’ followed by the distinguishing number of the country which
has granted approval ( 1 );
4.2.4.2. 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 4.2.4.1.
4.2.5.
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 4.2.4.1 need not be repeated; in such a case the Regulation and approval
numbers and the additional symbols of all the Regulations under which approval has been
granted in the country which has granted approval under this Regulation shall be placed in
vertical columns to the right of the symbol prescribed in paragraph 4.2.4.1.
4.2.6.
The approval mark shall be clearly legible and be indelible.
4.2.7. The
approval
mark
shall
be
placed
close
to
or
on
the
vehicle
data
plate
affixed
by
the
manu
facturer.
( 1 ) The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in Annex 3 to the
Consolidated Resolution on the Construction of Vehicles (R.E.3), document ECE/TRANS/WP.29/78/Rev.2/Amend.1.

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4.3. Steering-control
type
4.3.1. If
the
steering
control
submitted
for
separate
approval
pursuant
to
this
Regulation
meets
the
applicable requirements of paragraphs 5 and 6 below and Annexes 4, 5 and 6 to this Regulation,
approval of that steering control type shall be granted. This is only applicable to steering controls
which do not include an airbag.
4.3.2. An
approval
number
shall
be
assigned
to
each
type
approved.
Its
first
two
digits
(at
present
04
corresponding to the 04 series of amendments) shall indicate the series of amendments incor
porating the most recent major technical amendments made to the Regulation at the time of
issue of the approval. The same Contracting Party shall not assign the same number to another
steering control type as defined in paragraph 2.4 above.
4.3.3.
Notice of approval or of extension or refusal of approval of a steering control type pursuant to
this Regulation shall be communicated to the Parties to the Agreement applying this Regulation,
by means of a form conforming to the model in Annex 1B to this Regulation.
4.3.4. There
shall
be
affixed,
conspicuously
and
in
a
readily
accessible
place
specified
on
the
approval
form, to every steering control conforming to a steering control type approved under this
Regulation an international approval mark consisting of:
4.3.4.1. A circle surrounding the letter ‘E’ followed by the distinguishing number of the country which
has granted approval ( 1 );
4.3.4.2. The
approval
number
placed
below
the
circle.
4.3.4.3. The
symbol
R94-02
in
the
case
of
an
approval
pursuant
to
paragraph
5.2.1
below.
4.3.5.
The approval mark shall be clearly legible and be indelible.
4.4.
Annex 2 to this Regulation gives examples of arrangements of approval marks.
5. SPECIFICATIONS
5.1. When
the
unladen
vehicle,
in
running
order,
without
a
manikin,
is
collision-tested
against
a
barrier at a speed of 48,3 km/h (30 mph), the top of the steering column and its shaft shall not
move backwards, horizontally and parallel to the longitudinal axis of the vehicle, by more than
12,7 cm and also not more than 12,7 cm vertically upwards, both dimensions considered in
relation to a point of the vehicle not affected by the impact ( 2 ).
5.1.1.
Additionally vehicles equipped with electrical power train shall meet paragraph 5.5. This could be
demonstrated in a separate frontal impact test at the request of the manufacturer after validation
by the Technical Service, given that the electric components do not influence the driver’s
protection performance of the vehicle type as defined in this Regulation.
5.1.2.
Specifications of paragraph 5.1 above are deemed to be met if the vehicle equipped with such a
steering system complies with the specifications of paragraph 5.2.2 of Regulation No 94.
5.2.
When the steering control is struck by a body block released against this control at a relative
speed of 24,1 km/h (15 mph), the force applied to the body block by the steering control shall
not exceed 1 111 daN.
5.2.1.
If the steering control is fitted with a steering wheel airbag, specifications of paragraph 5.2 above
are deemed to be met if the vehicle equipped with such a steering system complies with the
specifications of paragraphs 5.2.1.4 and 5.2.1.5 of Regulation No 94.
( 2 ) See Annex 3, paragraph 3.1.

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5.3.
When the steering control is struck by an impactor released against this control at a relative
speed of 24,1 km/h, in accordance with the procedures of Annex 5, the deceleration of the
impactor shall not exceed 80 g cumulative for more than 3 milliseconds. The deceleration shall
always be lower than 120 g with C.F.C. 600 Hz.
5.4.
The steering control shall be designed, constructed and fitted in such a way that:
5.4.1.
Before the impact test prescribed in paragraphs 5.2 and 5.3 above no part of the steering control
surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter
shall present any roughness or sharp edges with a radius of curvature of less than 2,5 mm.
In the case of a steering control equipped with an airbag, this requirement shall be deemed to be
satisfied if no part, which can be contacted by a sphere of 165 mm in diameter, contains any
dangerous sharp edges, as defined in paragraph 2.18 of Regulation No 21, likely to increase the
risk of serious injury to the occupants.
5.4.1.1. After any impact test prescribed in paragraphs 5.2 and 5.3 the part of the steering control surface
directed towards the driver shall not present any sharp or rough edges likely to increase the
danger or severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.
5.4.1.1.1. In the case of a projection consisting of a component made of non-rigid material of less than 50
Shore A hardness mounted on rigid support, the requirement of paragraph 5.4.1.1 shall only
apply to the rigid support.
5.4.2. The
steering
control
shall
be
so
designed,
constructed
and
fitted
as
not
to
embody
components
or accessories, including the horn control and assembly accessories, capable of catching in the
driver’s clothing or jewellery in normal driving movements.
5.4.3.
In the case of steering controls not intended to form part of the original equipment they shall be
required to meet the specification when tested in accordance with Annex 4, paragraph 2.1.3 and
Annex 5, paragraph 2.3.
5.4.4.
In the case of ‘general steering controls’, the requirements shall be met over:
5.4.4.1. The full range of column angles, it being understood that the tests shall be performed at least for
the maximum and minimum column angles for the range of approved vehicle types for which
the controls are intended;
5.4.4.2. The full range of possible impactor and body block positions in relation to the steering control, it
being understood that the test shall be performed at least for the mean position for the range of
approved vehicle types for which the controls are intended. Where a steering column is used, it
shall be of a type corresponding to the ‘worst case’ conditions.
5.4.5.
Where adaptors are used to adapt a single type of steering control to a range of steering column,
and it can be demonstrated that with such adaptors the energy-absorbing characteristics of the
system are the same, all the tests may be performed with one type of adaptor.
5.5.
Following the test conducted in accordance with the procedure defined in Annex 3 to this
Regulation the electrical power train operating on high voltage and the high voltage components
and systems which are galvanically connected to the high voltage bus of the electrical power train
shall meet the following requirements:
5.5.1. Protection
against
electrical
shock
After the impact at least one of the four criteria specified in paragraphs 5.5.1.1 to 5.5.1.4.2 shall
be met.

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If the vehicle has an automatic disconnect function or device(s) that galvanically divide the
electrical power train circuit during driving condition, at least one of the following criteria
shall apply to the disconnected circuit or to each divided circuit individually after the disconnect
function is activated.
However criteria defined in 5.5.1.4 shall not apply if more than a single potential of a part of the
high voltage bus is not protected under the conditions of protection IPXXB.
In the case that the test is performed under the condition that part(s) of the high voltage system
are not energised, the protection against electrical shock shall be proved by either paragraph
5.5.1.3 or 5.5.1.4 for the relevant part(s).
5.5.1.1. Absence
of
high
voltage
The voltages V b , V 1 and V 2 of the high voltage buses shall be equal or less than 30 VAC or 60
VDC as specified in paragraph 2 of Annex 7.
5.5.1.2. Low
electrical
energy
The total energy (TE) on the high voltage buses shall be less than 2,0 joules when measured
according to the test procedure as specified in paragraph 3 formula (a) of Annex 7. Alternatively
the total energy (TE) may be calculated by the measured voltage V b of the high voltage bus and
the capacitance of the X-capacitors (C x ) specified by the manufacturer in paragraph 3 formula (b)
of Annex 7.
The energy stored in the Y-capacitors (TE y1 , TE y2 ) shall also be less than 2,0 joules. This shall be
calculated by measuring the voltages V 1 and V 2 of the high voltage buses and the electrical
chassis, and the capacitance of the Y-capacitors specified by the manufacturer according to
formula (c) in paragraph 3 of Annex 7.
5.5.1.3. Physical
protection
For protection against direct contact with high voltage live parts, the protection IPXXB shall be
provided.
In addition, for protection against electrical shock which could arise from indirect contact, the
resistance between all exposed conductive parts and the electrical chassis shall be lower than 0,1
ohm when there is current flow of at least 0,2 amperes.
This requirement is satisfied if the galvanic connection has been made by welding.
5.5.1.4. Isolation
resistance
The criteria specified in the paragraphs 5.5.1.4.1 and 5.5.1.4.2 below shall be met.
The measurement shall be conducted in accordance with paragraph 5 of Annex 7.
5.5.1.4.1. Electrical power train consisting of separate DC- or AC-buses
If the AC high voltage buses and the DC high voltage buses are galvanically isolated from each
other, isolation resistance between the high voltage bus and the electrical chassis (R i as defined in
paragraph 5 of Annex 7) shall have a minimum value of 100 Ω/volt of the working voltage for
DC buses, and a minimum value of 500 Ω/volt of the working voltage for AC buses.
5.5.1.4.2. Electrical power train consisting of combined DC- and AC-buses
If the AC high voltage buses and the DC high voltage buses are galvanically connected isolation
resistance between the high voltage bus and the electrical chassis (R i as defined in paragraph 5 of
Annex 7) shall have a minimum value of 500 Ω/volt of the working voltage.

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L 89/10
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Official Journal of the European Union
27.3.2013
However, if the protection IPXXB is satisfied for all AC high voltage buses or the AC voltage is
equal or less than 30 V after the vehicle impact, the isolation resistance between the high voltage
bus and the electrical chassis (R i as defined in paragraph 5 of Annex 7) shall have a minimum
value of 100 Ω/volt of the working voltage.
5.5.2. Electrolyte
spillage
In the period from the impact until 30 minutes after, no electrolyte from the RESS shall spill into
the passenger compartment, and no more than 7 per cent of electrolyte shall spill from the RESS
except open type traction batteries outside the passenger compartment. For open type traction
batteries no more than 7 per cent with a maximum of 5,0 litres shall spill outside the passenger
compartment. The manufacturer shall demonstrate compliance in accordance with paragraph 6 of
Annex 7.
5.5.3. RESS
retention
RESS located inside the passenger compartment shall remain in the location in which they are
installed and RESS components shall remain inside RESS boundaries.
No part of any RESS that is located outside the passenger compartment for electrical safety
assessment shall enter the passenger compartment during or after the impact test.
The manufacture shall demonstrate compliance in accordance with paragraph 7 of Annex 7.
5.6.
Specifications of paragraphs 5.5 to 5.5.3 above are deemed to be met if the vehicle equipped
with an electrical power train operating on high voltage complies with the specifications of
paragraphs 5.2.8 to 5.2.8.3 of Regulation No 94, 02 series of amendments.
6. TESTS
6.1.
Compliance with the requirements of paragraphs 5.1 to 5.4 above shall be checked in accordance
with the methods set out in Annexes 3, 4 and 5 to this Regulation. Compliance with the
requirements of paragraph 5.5 above shall be checked in accordance with the methods set out
in Annex 3 to this Regulation. All measurements should be done on the basis of ISO 6487 1987.
6.2. However,
other
tests
may
be
permitted
at
the
discretion
of
the
Type-Approval
Authority
provided
equivalence can be demonstrated. In such a case a report shall be attached to the approval
documentation describing the methods used and the results obtained.
7.
MODIFICATIONS AND EXTENSION OF APPROVAL OF THE VEHICLE TYPE OR STEERING CONTROL
TYPE
7.1.
Every modification of the vehicle type or steering control type or both shall be notified to the
Type-Approval Authority which approved the vehicle type or the steering control type. The
department may then either:
7.1.1. Consider
that
the
modifications
made
are
unlikely
to
have
an
appreciable
adverse
effect
and
that
in any case the vehicle still complies with the requirements; or
7.1.2.
Require a further test report from the technical service responsible for conducting the tests.
7.2.
Without prejudice to the provisions of paragraph 7.1 above, a variant of the vehicle whose mass
in the running order is less than that of the vehicle subjected to the approval test shall not be
regarded as a modification of the vehicle type.
7.3. Confirmation
or
refusal
of
approval,
specifying
the
alteration
shall
be
communicated
by
the
procedure specified in paragraphs 4.2.3 or 4.3.3 above to the Parties to the Agreement
applying this Regulation.
7.4. The
competent
authority
issuing
the
extension
of
approval
shall
assign
a
series
number
for
such
an extension and inform thereof the other Parties to the 1958 Agreement applying this Regu
lation by means of a communication form conforming to the model in Annex 1A or 1B to this
Regulation.

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27.3.2013 Official
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European
Union L
89/11
8. CONFORMITY
OF
PRODUCTION
8.1. Every
vehicle
or
steering
control
approved
under
this
Regulation
shall
be
so
manufactured
as
to
conform to the type approved by meeting the requirements set out in paragraphs 5 and 6 above.
8.2. In
order
to
verify
that
the
requirements
of
paragraph
8.1
are
met,
suitable
checks
of
the
production shall be carried out.
8.3. The
holder
of
the
approval
shall,
in
particular:
8.3.1.
Ensure the existence of procedures for effective quality control of the vehicle or steering control;
8.3.2.
Have access to the testing equipment necessary for checking conformity to each approved type;
8.3.3. Ensure
that
test
result
data
are
recorded
and
that
the
annexed
documents
remain
available
for
a
period to be determined in agreement with the Type-Approval Authority;
8.3.4.
Analyse the results of each type of test, in order to verify and ensure the consistency of char
acteristics of the vehicle or steering control, making allowance for permissible variations in
industrial production;
8.3.5. Ensure
that
for
each
type
of
vehicle
or
steering
control
at
least
the
tests
concerning
the
taking
of
measurements are carried out;
8.3.6.
Ensure that any set of samples or test pieces giving evidence of non-conformity in the type of test
in question shall give rise to a further sampling and test. All necessary steps shall be taken to
restore conformity of the corresponding production.
8.4. The
competent
authority
which
has
granted
type-approval
may
at
any
time
verify
the
conformity
control methods applied in each production unit.
8.4.1.
At every inspection, the test records and production records shall be presented to the visiting
inspector.
8.4.2. The
inspector
may
select
samples
at
random
to
be
tested
in
the
manufacturer’s
laboratory.
The
minimum number of samples may be determined according to the results of the manufacturer’s
own checks.
8.4.3.
Where the quality level appears unsatisfactory or it seems necessary to verify the validity of the
tests carried out in application of paragraph 8.4.2, the inspector shall select samples to be sent to
the technical service which conducted the type-approval tests.
8.4.4.
The competent authority may carry out any test prescribed in this Regulation. The normal
frequency of inspections authorised by the competent authority shall be one per year. In cases
where unsatisfactory results are found during one of these inspections, the competent authority
shall ensure that all necessary steps are taken to restore conformity of production as rapidly as
possible.
9. PENALTIES
FOR
NON-CONFORMITY
OF
PRODUCTION
9.1.
The approval granted in respect of a vehicle type or steering control type, pursuant to this
Regulation, may be withdrawn if the requirement laid down in paragraph 8.1 above is not
complied with, or if the vehicle(s) or steering control(s) selected have failed to pass the checks
prescribed in paragraph 8.2 above.
9.2. If
a
Contracting
Party
to
the
Agreement
applying
this
Regulation
withdraws
an
approval
it
has
previously granted, it shall forthwith so notify the other Contracting Parties applying this Regu
lation by means of a communication form conforming to the model in Annex 1A or 1B to this
Regulation (as appropriate).

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L 89/12
EN
Official Journal of the European Union
27.3.2013
10. INSTRUCTIONS
In the case of a steering control type supplied separately from a vehicle, the packaging and
installation instructions must clearly state the vehicle type(s) for which it is intended.
11. PRODUCTION
DEFINITIVELY
DISCONTINUED
If the holder of the approval completely ceases to manufacture a type of vehicle or type of
steering control approved in accordance with this Regulation, he shall so inform the authority
which granted the approval. Upon receiving the relevant communication that authority shall
inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of
a communication form conforming to the model in Annex 1A or 1B to this Regulation (as
appropriate).
12. NAMES
AND
ADDRESSES
OF
TECHNICAL
SERVICES
RESPONSIBLE
FOR
CONDUCTING
APPROVAL
TESTS, AND OF TYPE-APPROVAL AUTHORITIES
The Parties to the Agreement applying this Regulation shall communicate to the United Nations
Secretariat the names and addresses of the Technical Services responsible for conducting approval
tests and of the Type-Approval Authorities which grant approval and to which forms certifying
approval or extension, refusal or withdrawal of approval, issued in other countries, are to be sent.
13. TRANSITIONAL
PROVISIONS
13.1.
As from the date of entry into force of the 03 series of amendments to this Regulation, no
Contracting Parties shall refuse an application for approval submitted in accordance with this
Regulation as amended by the 03 series of amendments.
13.2.
As from the official date of entry into force of the 04 series of amendments, no Contracting Party
applying this Regulation shall refuse to grant type-approval under this Regulation as amended by
the 04 series of amendments.
13.3. Approval
of
a
vehicle
type
13.3.1. Upon the expiration of a period of 36 months following the official date of entry into force
referred to in paragraph 13.1 above, Contracting Parties applying this Regulation shall grant type-
approval for category M 1 forward-control vehicles and category N 1 vehicles of less than 1,5
tonnes only if the vehicle type satisfies the requirements of this Regulation as amended by the 03
series of amendments, with the exception of the provisions laid down in paragraph 5.1 of this
Regulation concerning the maximum vertical displacement of the steering column, which shall
apply to new approvals only after a further period of 12 months.
13.3.2. Upon the expiration of a period of 48 months following the official date of entry into force
referred to in paragraph 13.1 above, Contracting Parties applying this Regulation shall grant type-
approval to category M 1 vehicles other than forward-control vehicles only if the vehicle type
satisfies the requirements of this Regulation as amended by the 03 series of amendments.
13.3.3. Upon the expiration of a period of 60 months following the official date of entry into force
referred to in paragraph 13.1 above, Contracting Parties applying this Regulation may refuse to
recognise type-approvals of the vehicle type which have not been granted in accordance with the
03 series of amendments to this Regulation.
13.3.4. As from 24 months after the date of entry into force of the 04 series of amendments,
Contracting Parties applying this Regulation shall grant type-approvals only to those types of
vehicles which comply with the requirements of this Regulation as amended by the 04 series of
amendments.
However, in the case of vehicles having an electrical power train operating on high voltage, an
additional period of 12 months is granted provided that the manufacturer demonstrates, to the
satisfaction of the Technical Service, that the vehicle provides equivalent levels of safety to those
required by this Regulation as amended by the 04 series of amendments.

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27.3.2013 Official
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89/13
13.3.5. Contracting
Parties
applying
this
Regulation
shall
not
refuse
to
grant
extensions
of
type-approvals
issued to the preceding series of amendments to this Regulation, when this extension does not
entail any change to the propulsion system of the vehicle. However, as from 48 months after the
official date of entry into force of the 04 series of amendments, extensions to type-approvals
issued to the previous series of amendments shall not be granted in respect of vehicles having an
electrical power train operating on high voltage.
13.3.6. Where at the time of entry into force of the 04 series of amendments to this Regulation national
requirements exist to address the safety provisions of vehicles having an electrical power train
operating on high voltage, those Contracting Parties applying this Regulation may refuse national
approval or registration of such vehicles not meeting the national requirements, unless these
vehicles are type approved to the 04 series of amendments to this Regulation.
13.3.7. As from 48 months after the entry into force of the 04 series of amendments to this Regulation,
Contracting Parties applying this Regulation may refuse national or regional type-approval and
may refuse first national or regional registration (first entry into service) of a vehicle having an
electrical power train operating on high voltage which does not meet the requirements of the 04
series of amendments to this Regulation.
13.3.8. Type-Approvals of the vehicles to the 03 series of amendments to this Regulation which are not
affected by the 04 series of amendments shall remain valid and Contracting Parties applying the
Regulation shall continue to accept them.
13.4. Type-Approvals
of
type
of
steering
control
13.4.1. Even after the date of entry into force of the 04 series of amendments, type-approvals of the
steering control to the preceding series of amendments to the Regulation shall remain valid and
Contracting Parties applying the Regulation shall continue to accept them, and Contracting
Parties may continue to grant extensions of type-approvals to the 03 series of amendments.
13.4.2. As from the official date of entry into force of Supplement 2 to the 03 series of amendments,
Contracting Parties shall not grant separate type-approvals of the type of steering control which
include an airbag.
13.4.3. As from the official date of entry into force of Supplement 2 to the 03 series of amendments,
Contracting Parties may refuse to recognise separate type-approvals of the type of steering control
which include an airbag.

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L 89/14
EN
Official Journal of the European Union
27.3.2013
ANNEX 1A
COMMUNICATION
(Maximum format: A4 (210 × 297 mm))

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EN
27.3.2013 Official
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of
the
European
Union L
89/15
ANNEX 1B
COMMUNICATION
(Maximum format: A4 (210 × 297 mm))

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L 89/16
EN
Official Journal of the European Union
27.3.2013
ANNEX 2
ARRANGEMENTS OF APPROVAL MARKS
Model A
(see paragraph 4.2.4 of this Regulation)
a = 8 mm min.
The above approval mark affixed to a vehicle shows that the vehicle type concerned has, with regard to the protection of
the driver against the steering mechanism in the event of impact, been approved in the Netherlands (E4) pursuant to
Regulation No 12. The approval number indicates that the approval was granted according to the requirements of
Regulation No 12 as amended by the 04 series of amendments.
Model B
(see paragraph 4.2.5 of this Regulation)
a = 8 mm 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 12 and 42 ( 1 ). The approval numbers indicate that, at the dates when
the respective approvals were given, Regulation No 12 included the 04 series of amendments and Regulation No 42 the
00 series of amendments.
Model C
(see paragraph 4.3.4 of this Regulation)
a = 8 mm min.
( 1 ) The second number is given merely as an example.

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EN
27.3.2013 Official
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European
Union L
89/17
The above approval mark affixed to a steering control shows that the steering control type concerned has, with regard to
the protection of the driver against the steering mechanism in the event of impact, been approved in the Netherlands (E4)
pursuant to the relevant part of Regulation No 12 as amended by the 04 series of amendments.
Model D
(see paragraph 4.3.4.3 of this Regulation)
a = 8 mm min.
The above approval mark affixed to a steering control shows that the steering control type concerned has been approved
in the Netherlands (E4) with regard to the protection of the driver against the steering mechanism in the event of impact,
pursuant to provisions of paragraphs 5.2.1 and/or 5.3.1 of Regulation No 12 as amended by the 03 series of amend
ments.

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L 89/18
EN
Official Journal of the European Union
27.3.2013
ANNEX 3
FRONTAL-IMPACT TEST AGAINST A BARRIER
1. PURPOSE
The purpose of this test is to verify whether the vehicle satisfies the requirements set forth in paragraph 5.1.
2. INSTALLATIONS,
PROCEDURE
AND
MEASURING
INSTRUMENTS
2.1. Testing
ground
The test area shall be large enough to accommodate the run-up track, barrier and technical installations
necessary for the test. The last part of the track, for at least 5 m before the barrier, shall be horizontal
(slope less than 3 per cent measured over a length of 1 metre), flat and smooth.
2.2. Barrier
The barrier shall consist of a block of reinforced concrete not less than 3 m wide in front and not less than
1,5 m high. The barrier shall be of such thickness that it weighs at least 70 tonnes. The front face shall be flat,
vertical and perpendicular to the axis of the run-up track. It shall be covered with plywood boards 20 ± 2 mm
thick, in good condition. A structure on a steel plate at least 25 mm thick may be placed between the plywood
board and the barrier. A barrier with different characteristics may likewise be used, provided that the area of
the impact surface is greater than the frontal crash area of the vehicle being tested and provided that it gives
equivalent results.
2.3. Propulsion
of
vehicle
At the moment of impact the vehicle shall no longer be subject to the action of any additional steering or
propelling device. It shall reach the obstacle on a course perpendicular to the collision wall; the maximum
lateral misalignment tolerated between the vertical median line of the front of the vehicle and the vertical
median line of the collision wall is ± 30 cm.
2.4. State
of
vehicle
2.4.1.
For the test, the vehicle shall either be fitted with all the normal components and equipment included in its
unladen kerb mass or be in such a condition as to satisfy this requirement so far as the components and
equipment of concern to the passenger compartment and the distribution of the mass of the vehicle as a
whole, in running order, are concerned.
At the request of the manufacturer, by derogation from paragraph 5.1 of this Regulation, the test may be
carried out with manikins in position, provided they do not at any time hinder the movement of the steering
mechanism. The mass of the manikins shall not be taken into account for the purposes of the test.
2.4.2. If
the
vehicle
is
driven
by
external
means,
the
fuel
feed
system
shall
be
filled
to
at
least
90
per
cent
of
its
capacity with a non-inflammable liquid having a density between 0,7 and 1.
This requirement does not apply for Hydrogen as fuel.
All the other systems (brake-fluid reservoirs, radiator, etc.) may be empty.
2.4.3.
If the vehicle is driven by its own engine, the fuel tank shall be at least 90 per cent of a full load of fuel. All
other reservoirs shall be filled to capacity.
It shall be allowed by agreement between manufacturer and Technical Service to modify the fuel system so that
an appropriate amount of fuel can be used to run the engine or the electrical energy conversion system.
In such case, the fuel tank shall be filled to not less than 90 per cent of mass of a full load of fuel with a non-
inflammable liquid of a density between 0,7 and 1.
This requirement does not apply to Hydrogen fuel tanks.
2.4.4. Electrical
power
train
adjustment
2.4.4.1. The RESS shall be at any state of charge, which allows the normal operation of the power train as recom
mended by the manufacturer.
2.4.4.2. The electrical power train shall be energised with or without the operation of the original electrical energy
sources (e.g. engine-generator, RESS or electric energy conversion system), however:
2.4.4.2.1. By the agreement between Technical Service and manufacturer it shall be permissible to perform the test with
all or parts of the electrical power train not being energised in so far as there is no negative influence on the
test result. For parts of the electrical power train not energised, the protection against electrical shock shall be
proved by either physical protection or isolation resistance and appropriate additional evidence.

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27.3.2013 Official
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89/19
2.4.4.2.2. In the case where an automatic disconnect is provided, at the request of the manufacturer it shall be
permissible to perform the test with the automatic disconnect being triggered. In this case it shall be demon
strated that the automatic disconnect would have operated during the impact test. This includes the automatic
activation signal as well as the galvanic separation considering the conditions as seen during the impact.
2.4.5.
If the manufacturer so requests, the technical service responsible for conducting the tests may allow the same
vehicle as is used for tests prescribed by other Regulations (including tests capable of affecting its structure) to
be used also for the tests prescribed by this Regulation.
2.4.6.
The steering wheel, if adjustable, shall be placed in the normal position indicated by the manufacturer or,
failing that, midway between the limits of its range(s) of adjustment.
2.5. Speed
on
impact
The speed on impact shall be between 48,3 km/h (30 mph) and 53,1 km/h (33 mph). However, if the test has
been carried out at a higher impact speed and the vehicle has met the requirements laid down, the test shall be
considered satisfactory.
2.6. Measuring
instruments
The instrument used to record the speed referred to in paragraph 2.5 above shall be accurate to within 1per
cent.
3. RESULTS
3.1.
To determine the rear- and upward-movement of the steering control, a recording ( 1 ) shall be made, during the
collision, of the variation in the distance — measured horizontally ( 2 ) and parallel to the longitudinal axis of
the vehicle, and vertically, in the direction perpendicular to that axis — between the top of the steering column
(and shaft) and a point on the vehicle which is not affected by the impact. The largest value of this variation,
taken from the recording, shall be taken as the rear- and upward-movement.
3.2.
After the test, the damage sustained by the vehicle shall be described in a written report; one photograph at
least shall be taken of each of the following views of the vehicle:
3.2.1. Sides
(right
and
left),
3.2.2. Front,
3.2.3. Bottom,
3.2.4. Affected
area
inside
the
passenger
compartment.
4. CORRECTION
FACTORS
4.1. Notation
V Recorded
speed
in
km/h;
m o Mass of prototype in the state defined in paragraph 2.4 of this annex;
m 1 Mass of prototype with testing apparatus;
D o Variation in the distance measured during the impact, as defined in paragraph 3.1 of this annex;
D 1 Variation in the distance used to determine the results of the test;
2
K 1 = the greater of 48,3 and 0,83;
V
m
K

o

2 = the greater of
and 0,8.
m 1
4.2. The
corrected
variation
D 1 used to check the conformity of the prototype with the requirements of this
Regulation shall be calculated by the following formula:
D 1 = D o × K 1 × K 2
4.3.
A frontal impact test against a barrier is not needed in the case of a vehicle which is identical with the
prototype considered as regards the characteristics specified in paragraph 2.2 of this Regulation but whose
mass m 1 is greater than m o , if m 1 is not more than 1,25 m o and if the corrected variation D 2 obtained from
m
the variation D

1

1 by the formula D 2 D 1 is such as to show that the new vehicle still meets the
m o
requirements of paragraph 5 of this Regulation.
( 1 ) This recording may be replaced by maximum measurements.
( 2 ) ‘Horizontally’ means with reference to the passenger compartment when the vehicle is immobile before the test, not in space during
movement of the vehicle in relation to the ground, and ‘vertically’ is perpendicular to horizontally and upwards.

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L 89/20
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Official Journal of the European Union
27.3.2013
5. EQUIVALENT
PROCEDURES
5.1.
Alternative tests may be permitted at the discretion of the Type-Approval Authority provided equivalence can
be demonstrated. A report shall be attached to the approval documentation describing the method used and
the results obtained or the reason for not carrying out the test.
5.2.
Responsibility for demonstrating the equivalence of the alternative method shall rest with the manufacturer or
his agent wishing to use such a method.

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EN
27.3.2013 Official
Journal
of
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European
Union L
89/21
ANNEX 4
BODY BLOCK TEST
1. PURPOSE
The purpose of this test is to verify whether the vehicle meets the requirements set out in paragraph 5.2 of this
Regulation.
2. INSTALLATIONS,
PROCEDURES
AND
MEASURING
INSTRUMENTS
2.1. Mounting
of
the
steering
control
2.1.1.
The control shall be mounted on the front section of the vehicle obtained by cutting the body transversely at
the level of the front seats, and possibly eliminating the roof, windscreen and doors. This section shall be fixed
rigidly to the test bench, so that it does not move under the impact of the body block.
The tolerance on the control-mounting angle shall be ± 2 degrees of the design angle.
2.1.2.
However, at the request of the manufacturer and with the agreement of the technical service, the steering
control may be mounted on a framework simulating the mounting of the steering mechanism, provided that,
as compared with the real ‘front body section/steering mechanism’ assembly the ‘framework/steering mech
anism’ assembly has:
2.1.2.1. The
same
geometrical
layout,
2.1.2.2. Greater
rigidity.
2.1.3.
Mounting of the steering control when seeking steering control approval only. The steering control shall be
tested complete with trim. The steering control must have a minimum collapsing space of 100 mm between
the steering control and the test bench. The steering shaft shall be firmly attached to the test bench so that the
steering shaft does not move under impact (see figure 1 of Annex 5).
2.2. Setting
of
the
steering
mechanism
for
the
tests
2.2.1.
During the first test, the steering control shall be turned so that its most rigid spoke is perpendicular to the
point of contact with the body block; if the steering control is a steering wheel, the test shall be repeated with
the most flexible part of the steering wheel perpendicular to that point of contact. In the case of an adjustable
steering control, both tests shall be made with the wheel adjusted to the normal position indicated by the
manufacturer or, failing that, midway between the limits of its range(s) of adjustment.
2.2.2.
If the vehicle is equipped with a device to adjust the slope and position of the steering wheel, the test shall be
performed with the latter in the normal position of use indicated by the manufacturer and regarded by the
laboratory as representative from the standpoint of energy absorption.
2.2.3.
If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with the air-bag
inflated. At the request of the manufacturer and with the consent of the technical service the test may be
carried out without the air-bag inflated.
2.3. Body
block
The body block shall have the shape, dimensions, mass and characteristics shown in the appendix to this
annex.
2.3.1.
Following are non-mandatory additional guidelines for mechanical properties of the bodyblock:
(a) Rate of loading during stiffness measurement: 250 ± 50 mm/min;
(b) Centre of gravity: 551,2 ± 6 mm from top of the bodyblock;
(c) Moment of inertia about lateral axis through centre of gravity:
2,26 ± 0,23 kg × m 2 .

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L 89/22
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Official Journal of the European Union
27.3.2013
2.4. Measurement
of
forces
2.4.1. Measurements
shall
be
made
of
the
maximum
force,
acting
horizontally
and
parallel
to
the
longitudinal
axis
of
the vehicle, applied to the body block as a result of impact against the steering control.
2.4.2.
This force may be measured directly or indirectly or may be calculated from values recorded during the test.
2.5. Propulsion
of
the
body
block
2.5.1. Any
method
of
propulsion
may
be
used,
provided
that
when
the
body
block
strikes
the
steering
control
it
is
free from all connection with the propelling device. The body block shall strike this control after an approxi
mately straight trajectory parallel to the longitudinal axis of the vehicle.
2.5.2.
The H point of the body block, indicated by a special mark, shall be so adjusted that before the impact it is in
the horizontal plane passing through the R point as indicated by the manufacturer of the vehicle.
2.6. Speed
The body block shall strike the steering control at a speed of 24,1 km/h + 1,2 (15 mph + 0,8). However, if the
test has been carried out at a higher impact speed and the control has met the requirements laid down, the test
shall be considered satisfactory.
2.7. Measuring
instruments
2.7.1.
The instrumentation used to record the parameters referred to in paragraph 5.2 of this Regulation shall enable
the measurements to be made with the following accuracy:
2.7.1.1. Speed
of
body
block:
within
2
per
cent;
2.7.1.2. Time
recording:
within
1/1
000
second;
2.7.1.3. The beginning of the impact (zero point) at the moment of first contact of the body block with the steering
control shall be identified on the recordings and films used for analysing the results of the test.
2.7.1.4. Measurement
of
force
The instrumentation used shall comply with ISO 6487: 1987 unless otherwise specified in this Regulation.
2.7.1.4.1. With load transducers inserted on the steering system:
The channel amplitude class shall be 1 960 daN (2 000 kg) and the channel frequency class 600.
2.7.1.4.2. With accelerometers or load transducers inserted on the body block: Two unidirectional accelerometers shall be
placed symmetrically in the transverse plane of the centre of gravity of the body block. The channel amplitude
class shall be 60 g and the channel frequency class 180. Other methods with regard to the number and
positioning of the measuring accelerometers shall be allowed, such as by dividing the test apparatus in separate
parts at the centre of gravity of which accelerometers are placed to measure the acceleration horizontally and
parallel to the longitudinal axis of the vehicle.
The resultant force shall be the force corresponding to the maximum of the sum of forces calculated or
measured directly for each part of the body block.
2.8. Ambient
temperature:
stabilised
at
20
±
5
°C.
3. RESULTS
3.1.
After the test, the damage sustained by the steering mechanism shall be ascertained and described in a written
report; at least one side-view and one front-view photograph of the ‘steering control/steering column/
instrument panel’ area shall be taken.
3.2.
The maximum value of the force shall be measured or calculated as indicated in paragraph 2.4.

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EN
27.3.2013 Official
Journal
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European
Union L
89/23
Appendix
Body block

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L 89/24
EN
Official Journal of the European Union
27.3.2013
ANNEX 5
HEAD FORM TEST
1. PURPOSE
The purpose of this text is to verify whether the steering control meets the requirements set out in paragraph 5.3
of this Regulation.
2. INSTALLATIONS,
PROCEDURES
AND
MEASURING
INSTRUMENTS
2.1. General
2.1.1. The steering control shall be tested complete with trim.
2.1.2. If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with the air-bag inflated.
At the request of the manufacturer and with the consent of the technical service the test may be carried out
without the air-bag inflated.
2.2.
Mounting of the steering control when seeking steering control approval related to vehicle approval
2.2.1. The control shall be mounted on the front section of the vehicle obtained by cutting the body transversely at the
level of the front seats and possibly eliminating the roof, windscreen and doors.
This section shall be fixed rigidly to the test bench so that it does not move under the impact of the head form.
The tolerance on the control mounting angle shall be ± 2 degrees of the design angle.
2.2.2. However, at the request of the manufacturer and with the agreement of the technical service, the steering control
may be mounted on a framework simulating the mounting of the steering mechanism, provided that, as
compared with the real ‘front body section/steering mechanism’ assembly, the ‘framework/steering mechanism’
assembly has:
2.2.2.1. The same geometric layout,
2.2.2.2. Greater rigidity.
2.3.
Mounting the steering control when seeking steering control approval only
The steering control shall be tested complete with trim. The steering control must have a minimum collapsing
space of 100 mm between the steering control and the test bench. The steering shaft shall be firmly attached to
the test bench so that the steering shaft does not move under impact (see Figure 1).
2.3.1. However, at the request of the manufacturer the test may be carried out under the conditions specified in
paragraph 2.2 above. In such case the approval will only be valid for the specified type(s) of vehicle(s).
3. TEST
APPARATUS
3.1.
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.
3.2. The
head
form
shall
be
fitted
with
two
accelerometers
capable
of
measuring
values
in
the
impact
direction.
3.3. Measuring
instruments
3.3.1. The measuring instruments used shall comply with ISO 6487: 1987. In addition they shall have the following
characteristics:
3.3.2. Acceleration
Channel amplitude class 150 g CAC
Channel frequency class 600 Hz CFC.
3.3.3. Speed
Accuracy to within ± 1 per cent

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3.3.4. Time
recording
The instrumentation shall enable the action to be recorded throughout its duration and the readings to be made
with the accuracy to one-thousandth of a second. The beginning of the impact at the moment of first contact
between the impactor and the steering control shall be noted on the recordings used for analysing the test.
4. TEST
PROCEDURE
4.1.
The plane of the steering control shall be set up perpendicular to the direction of impact.
4.2.
A maximum of four and a minimum of three positions on each steering control wheel type shall be impacted. A
new steering control shall be used for each impact. On successive impacts the axial axis of the impactor shall be
in line with one of the following points:
4.2.1. The
centre
of
the
steering
control
boss;
4.2.2. The joint of the stiffest or most supported spoke to the inner edge of the steering control rim;
4.2.3. The mid-point of the shortest unsupported area of the steering control rim that does not include a spoke when
hit by the head form;
4.2.4. At the discretion of the type approving authority, the ‘worst case’ position on the steering control.
4.3.
The impactor shall strike the steering control at a velocity of 24,1 km/h; this velocity shall be achieved either by
the mere energy of propulsion or by using an additional propelling device.
5. RESULTS
5.1.
In the tests carried out according to the above procedures, the deceleration rate of the impactor shall be taken as
the simultaneous average of the readings of the two decelerometers.
6. EQUIVALENT
PROCEDURES
6.1.
Alternative tests may be permitted at the discretion of the Type-Approval Authority provided equivalence can be
demonstrated. A report shall be attached to the approval documentation describing the method used and the
results obtained.
6.2.
Responsibility for demonstrating the equivalence of the alternative method shall rest with the manufacturer or
his agent wishing to use such a method.
Figure 1a
Testing set-up

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L 89/26
EN
Official Journal of the European Union
27.3.2013
Figure 1b
Measurement of the testing set-up rigidity
F = 800 daN; d = 0,2 metre
Under a load of 800 daN producing a couple of 160 mdaN in relation to the point ‘B’, the displacement in any direction
of the point ‘A’ shall be lower than 2 mm.

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EN
27.3.2013 Official
Journal
of
the
European
Union L
89/27
ANNEX 6
PROCEDURE FOR DETERMINING THE ‘H’ POINT AND THE ACTUAL TORSO ANGLE FOR SEATING
POSITIONS IN MOTOR VEHICLES ( 1 )
Appendix 1
Description of the three dimensional ‘H’ point machine (3-D H machine) ( 1 )
Appendix 2
Three-dimensional reference system ( 1 )
Appendix 3
Reference data concerning seating positions ( 1 )
( 1 ) The procedure is described in Annex 1 to the Consolidated Resolution on the Construction of Vehicles (RE.3) (document ECE/TRANS/
WP.29/78/Rev.2).

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L 89/28
EN
Official Journal of the European Union
27.3.2013
ANNEX 7
TEST PROCEDURES FOR THE PROTECTION OF THE OCCUPANTS OF VEHICLES OPERATING ON
ELECTRICAL POWER FROM HIGH VOLTAGE AND ELECTROLYTE SPILLAGE
This annex describes test procedures to demonstrate compliance to the electrical safety requirements of paragraph 5.5. For
example, megohmmeter or oscilloscope measurements are an appropriate alternative to the procedure described below for
measuring isolation resistance. In this case it may be necessary to deactivate the on-board isolation resistance monitoring
system.
Before the vehicle impact test conducted, the high voltage bus voltage (V b ) (see Figure 1) shall be measured and recorded
to confirm that it is within the operating voltage of the vehicle as specified by the vehicle manufacturer.
1. TEST
SETUP
AND
EQUIPMENT
If a high voltage disconnect function is used, measurements are to be taken from both sides of the device
performing the disconnect function.
However, if the high voltage disconnect is integral to the RESS or the energy conversion system and the high-
voltage bus of the RESS or the energy conversion system is protected according to protection IPXXB following the
impact test, measurements may only be taken between the device performing the disconnect function and the
electrical loads.
The voltmeter used in this test shall measure DC values and have an internal resistance of at least 10 ΜΩ.
2. THE
FOLLOWING
INSTRUCTIONS
MAY
BE
USED
IF
VOLTAGE
IS
MEASURED.
After the impact test, determine the high voltage bus voltages (V b , V 1 , V 2 ) (see Figure 1).
The voltage measurement shall be made not earlier than 5 seconds but not later than 60 seconds after the impact.
This procedure is not applicable if the test is performed under the condition where the electrical power train is not
energised.
Figure 1
Measurement of V b , V 1 , V 2

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3. ASSESSMENT
PROCEDURE
FOR
LOW
ELECTRICAL
ENERGY
Prior to the impact a switch S 1 and a known discharge resistor R e is connected in parallel to the relevant capacitance
(ref. Figure 2).
Not earlier than 5 seconds and not later than 60 seconds after the impact the switch S 1 shall be closed while the
voltage V b and the current I e are measured and recorded. The product of the voltage V b and the current I e shall be
integrated over the period of time, starting from the moment when the switch S 1 is closed (t c ) until the voltage V b
falls below the high voltage threshold of 60 V DC (t h ). The resulting integration equals the total energy (TE) in
joules:
(a) TE th V btc I e dt
When V b is measured at a point in time between 5 seconds and 60 seconds after the impact and the capacitance
of the X-capacitors (C x ) is specified by the manufacturer, total energy (TE) shall be calculated according to the
following formula:
(b) TE = 0,5 × C
2
x × (V b – 3 600)
When V 1 , V 2 (see Figure 1) are measured at a point in time between 5 seconds and 60 seconds after the impact
and the capacitances of the Y-capacitors (C y1 , C y2 ) are specified by the manufacturer, total energy (TE y1 , TE y2 )
shall be calculated according to the following formulas:
(c) TE
2
y1 = 0,5 × C y1 × (V 1 – 3 600)
TE
2
y2 = 0,5 × C y2 × (V 2 – 3 600)
This procedure is not applicable if the test is performed under the condition where the electrical power train is
not energised.
Figure 2
E.g. measurement of high voltage bus energy stored in X-capacitors
4. PHYSICAL
PROTECTION
Following the vehicle impact test any parts surrounding the high voltage components shall be, without the use of
tools, opened, disassembled or removed. All remaining surrounding parts shall be considered part of the physical
protection.

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L 89/30
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Official Journal of the European Union
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The Jointed Test Finger described in the Appendix, Figure 1 shall be inserted into any gaps or openings of the
physical protection with a test force of 10 N ± 10 per cent for electrical safety assessment. If partial or full
penetration into the physical protection by the Jointed Test Finger occurs, the Jointed Test Finger shall be placed
in every position as specified below.
Starting from the straight position, both joints of the test finger shall be rotated progressively through an angle of
up to 90 degrees with respect to the axis of the adjoining section of the finger and shall be placed in every possible
position.
Internal barriers are considered part of the enclosure.
If appropriate a low-voltage supply (of not less than 40 V and not more than 50 V) in series with a suitable lamp
should be connected, between the Jointed Test Finger and high voltage live parts inside the electrical protection
barrier or enclosure.
4.1. Acceptance conditions
The requirements of paragraph 5.5.1.3 shall be considered to be met if the Jointed Test Finger described in the
Appendix, Figure 1 is unable to contact high voltage live parts.
If necessary a mirror or a fiberscope may be used in order to inspect whether the Jointed Test Finger touches the
high voltage buses.
If this requirement is verified by a signal circuit between the Jointed Test Finger and high voltage live parts, the lamp
shall not light.
5. ISOLATION
RESISTANCE
The isolation resistance between the high voltage bus and the electrical chassis may be demonstrated either by
measurement or by a combination of measurement and calculation.
The following instructions should be used if the isolation resistance is demonstrated by measurement.
Measure and record the voltage (V b ) between the negative and the positive side of the high voltage bus (see
Figure 1):
Measure and record the voltage (V 1 ) between the negative side of the high voltage bus and the electrical chassis (see
Figure 1):
Measure and record the voltage (V 2 ) between the positive side of the high voltage bus and the electrical chassis (see
Figure 1):
If V 1 is greater than or equal to V 2 , insert a standard known resistance (R o ) between the negative side of the high
voltage bus and the electrical chassis. With R o installed, measure the voltage (V 1 ’) between the negative side of the
high voltage bus and the vehicle electrical chassis (see Figure 3). Calculate the isolation resistance (R i ) according to
the formula shown below.
R i = R o × (V b /V 1 ’ – V b /V 1 ) or R i = R o × V b × (1/V 1 ’ – 1/V 1 )
Divide the result R i , which is the electrical isolation resistance value (in Ω) by the working voltage of the high
voltage bus in volt (V).
R i (Ω/V) = R i (Ω)/Working voltage (V)

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27.3.2013 Official
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Union L
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Figure 3
Measurement of V 1 ’
If V 2 is greater than V 1 , insert a standard known resistance (R o ) between the positive side of the high voltage bus
and the electrical chassis. With R o installed, measure the voltage (V 2 ’) between the positive side of the high voltage
bus and the electrical chassis (see Figure 4).
Calculate the isolation resistance (R i ) according to the formula shown below.
R i = R o × (V b /V 2 ’ – V b /V 2 ) or R i = R o × V b × (1/V 2 ’ – 1/V 2 )
Divide the result R i , which is the electrical isolation resistance value (in Ω) by the working voltage of the high
voltage bus in volt (V).
R i (Ω/V) = R i (Ω)/Working voltage (V)

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L 89/32
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Official Journal of the European Union
27.3.2013
Figure 4
Measurement of V 2 ’
Note: The standard known resistance R o (Ω) should be the value of the minimum required isolation resistance (Ω/V)
multiplied by the working voltage of the vehicle plus/minus 20 per cent. R o is not required to be precisely this value
since the equations are valid for any R o ; however, an R o value in this range should provide a good resolution for the
voltage measurements.
6. ELECTROLYTE
SPILLAGE
Appropriate coating shall be applied, if necessary, to the physical protection in order to confirm any electrolyte
leakage from the RESS after the impact test.
Unless the manufacturer provides means to differentiate between the leakage of different liquids, all liquid leakage
shall be considered as the electrolyte.
7. RESS
RETENTION
Compliance shall be determined by visual inspection.

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27.3.2013 Official
Journal
of
the
European
Union L
89/33
Appendix
Jointed Test Finger (IPXXB)
Figure 1
Jointed test finger
Material: metal, except where otherwise specified
Linear dimensions in millimetres
Tolerances on dimensions without specific tolerance:
(a) On angles: 0/– 10°
(b) On linear dimensions: up to 25 mm: 0/– 0,05 mm over 25 mm: ± 0,2 mm
Both joints shall permit movement in the same plane and the same direction through an angle of 90° with a 0 to + 10°
tolerance.

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Document Outline

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