AMENDMENT NO.

3 (02/2019)
To
AIS-099

Approval of Vehicles with regards to the Protection of the Occupants

in the event of a Lateral Collision

1. Page No. 3/92, Add new definitions Clause 2.35 to Clause 2.38 as follows

"2.35. "Latched" means any coupling condition of the door latch system,
where the latch is in a fully latched position, a secondary latched
position, or in between a fully latched position and a secondary
latched position.
2.36. "Latch" is a device employed to maintain the door in a closed
position relative to the vehicle body with provisions for deliberate
release (or operation).
2.37. "Fully latched position" is the coupling condition of the latch that
retains the door in a completely closed position.
2.38. "Secondary latched position" refers to the coupling condition of the
latch that retains the door in a partially closed position."

2. Page No. 5/92, Paragraph 5.3.1., amend to read:

"5.3.1. No door shall open during the test.

This requirement is deemed to be fulfilled:
(a) If it is clearly visible, that the door lock is latched; or
(b) If the door does not open under a static tractive force of at least
400 N in the y-direction applied to the door, according to the
Figure below, as close as possible to the window sill and to the
edge of the door opposite to the hinged side, except to the door
handle itself.

1/2
 400N
90° +/- 5°
X
400N Y
90° +/- 5°

400N
90° +/- 5°
Z
Y

PRINTED BY
THE AUTOMOTIVE RESEARCH ASSOCIATION OF INDIA
P.B. NO. 832, PUNE 411 004

ON BEHALF OF
AUTOMOTIVE INDUSTRY STANDARDS COMMITTEE
UNDER
CENTRAL MOTOR VEHICLE RULES – TECHNICAL STANDING COMMITTEE
SET-UP BY
MINISTRY OF ROAD TRANSPORT & HIGHWAYS
(DEPARTMENT OF ROAD TRANSPORT & HIGHWAYS)
GOVERNMENT OF INDIA
6th February 2019

2/2
 AMENDMENT NO. 2 28 September 2016
To
AIS-099

Approval of Vehicles with regards to the Protection of the Occupants in the

event of a Lateral Collision

1. Page No. III, Para 5 , INTRODUCTION

Substitute following figure for existing one:

“UN R 95 (Supp. 04 to 03 Series of Amd.)”

2. Page No. 4/13 and 5/13, Amendment 1, Specifications

Substitute following text for existing text in paragraph 5.3.6.1.:

“5.3.6.1. Protection against electrical shock

After the impact at least one of the four criteria specified in

paragraphs 5.3.6.1.1 to 5.3.6.1.4. shall be met.

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 5.3.6.1.4 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 degree IPXXB.

In the case that the test is performed under the condition that part(s)
of the high voltage system are not energized, the protection against
electrical shock shall be proved by either paragraph 5.3.6.1.3 or
paragraph 5.3.6.1.4 for the relevant part(s).

For the coupling system for charging the REESS, which is not
energised during driving conditions, at least one of the four criteria
specified in paragraphs 5.3.6.1.1 to 5.3.6.1.4 below shall be met.”

1/2
3. Page No. 7/92, Paragraph no. 6 -MODIFICATION OF THE VEHICLE TYPE.

Insert new paragraph 6.4 to be read as follows:

“6.4 For deciding on the worst case or requirement of retest/partial test for
extension of an existing type approval, the appropriate available data
(i.e. test results/test reports/videos/pictures etc.) provided by the
manufacturer may be used with the approval of the test agency.”

PRINTED BY
THE AUTOMOTIVE RESEARCH ASSOCIATION OF INDIA
P.B. NO. 832, PUNE 411 004

ON BEHALF OF
AUTOMOTIVE INDUSTRY STANDARDS COMMITTEE
UNDER
CENTRAL MOTOR VEHICLE RULES – TECHNICAL STANDING COMMITTEE
SET-UP BY
MINISTRY OF ROAD TRANSPORT & HIGHWAYS
(DEPARTMENT OF ROAD TRANSPORT & HIGHWAYS)
GOVERNMENT OF INDIA
28 September 2016

2/2
 AMENDMENT NO. 1 15 December 2015
To
AIS-099

Approval of Vehicles with regards to the Protection of the

Occupants in the event of a Lateral Collision

1. Page No. III, Para 5, INTRODUCTION

Substitute following text for first two lines of existing text:

UN R 95 (Supp. 02 to Uniform provisions regarding the protection of

03 Series of Amd.) occupants in a lateral collision.

2. Page No. III, Para 6 , INTRODUCTION

Substitute following text for existing text and Add new para after para 6 as
given below:

The Automotive Industry Standards Committee responsible for preparation of this

standard is given in Annex: 8

Amendment No. 1 is issued to incorporate requirements for the protection of the

occupants of vehicles operating on electrical power.

3. Page No. 1/92, Clause 0.2. ,Scope

Substitute following text for existing text:

0.2 The vehicles which have complied with the requirements of this standard shall
be deemed to have complied with IS 12009: 1995 as amended time to time.

4. Page 2/92. Add following new Clause 2.2.8. after clause 2.2.7.:

2.2.8 The locations of the Rechargeable Electrical Energy Storage Systems

(REESS), in so far as they have a negative effect on the result of the
impact test prescribed in this Standard.

1/13
5. Page 2/92. Clause 2.3.

Substitute following text for existing text:

2.3. "Passenger compartment"

2.3.1. "Passenger compartment with regard to occupant 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;

2.3.2. "Passenger compartment for electric safety assessment" means the space for
occupant accommodation, 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
occupants from direct contact with high voltage live parts.

6. Page No. 3/92, Clause 2.15. to Clause 2.20.

Delete text “(Reserved)” and Add new definitions as follows:

2.15. "High voltage" means the classification of an electric component or

circuit, if its working voltage is as follows–

60V < working voltage (DC) ≤ 1500 V or

30 V < working voltage (AC) rms ≤ 1000 V;

2.16. "Rechargeable electrical energy storage system (REESS)" means

rechargeable electrical energy storage system which provides electrical
energy for propulsion;

2.17. "Electrical protection barrier" the part providing protection against any
direct contact to the high voltage live parts;

2.18. "Electrical power train" means the electrical circuit which includes the
traction motor(s), and may also include the REESS, the electrical energy
conversion system, the electronic converters, the associated wiring
harness and connectors, and the coupling system for charging the
REESS;

2.19. "Live parts" means conductive part(s) intended to be electrically

energized in normal use;

2.20. "Exposed conductive part" means the conductive part which can be touched
under the provisions of the protection degree IPXXB and which becomes
electrically energized under isolation failure conditions. This includes parts
under a cover that can be removed without using tools.

2/13
7. Page No. 3/92,

Add new definitions Clause 2.21 to Clause 2.34 as follows:

2.21. "Direct contact" means the contact of persons with high voltage live
parts;

2.22 "Indirect contact" means the contact of persons with exposed conductive
parts;

2.23 "Protection Degree 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 (Degree IPXXB) as
described in paragraph 4. of Annex 7;

2.24 "Working voltage" means the highest value of an electrical circuit voltage
root-mean-square (rms), specified by the vehicle 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;

2.25 "Coupling system for charging the rechargeable electrical energy storage
system (REESS)" means the electrical circuit used for charging the
REESS from an external electrical power supply including the vehicle
inlet;

2.26 "Electrical chassis" means a set made of conductive parts electrically

linked together, whose electrical potential is taken as reference;

2.27 "Electrical circuit" means an assembly of connected high voltage live

parts which is designed to be electrically energized in normal operation;

2.28 "Electric energy conversion system" means a system that generates and
provides electrical energy for electrical propulsion;

2.29 "Electronic converter" means a device capable of controlling and/or

converting electrical power for electrical propulsion;

2.30 "Enclosure" means the part enclosing the internal units and providing
protection against any direct contact;

2.31 "High Voltage Bus" means the electrical circuit, including the coupling
system for charging the REESS that operates on a high voltage;

2.32 "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;

2.33 "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;

2.34 "Open type traction battery" means a type of battery requiring liquid and
generating hydrogen gas released to the atmosphere.

3/13
8. Page No. 3/92, Clause 2.21.

Clause 2.21. (former) rename as Clause 2.35

9. Page No. 4/92, APPLICATION FOR APPROVAL

Add following new Clause 3.2.6. after Clause 3.2.5.

3.2.6 A general description of the electrical power source type, location and the
electrical power train (e.g. hybrid, electric).

10. Page No. 5/92, Specifications

Substitute following paragraph before Clause no. 5.2.1.:

5.2 Performance criteria

Additionally, vehicles equipped with electric power train shall meet the
requirements of paragraph 5.3.6 below. This can be met by a separate
impact test at the request of the vehicle manufacturer and after validation
by the Technical Service, provided that the electrical components do not
influence the occupant protection performance as defined in paragraphs
5.2.1 to 5.3.4 of this standard of the vehicle type in consideration. In case
of this condition the requirements of paragraph 5.3.6 shall be checked in
accordance with the methods set out in Annex 1 to this standard, except
paragraphs 6, 7 and Appendices 1 and 2. The side-impact dummy shall
be installed in the front seat on the impact side.

11. Page No. 6/92, Specifications

Add new Clause 5.3.6. with sub-clauses after Clause 5.3.5. as given below:

5.3.6. Following the test conducted in accordance with the procedure defined
in Annex 1 to this Standard 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:

5.3.6.1. Protection against electrical shock

After the impact at least one of the four criteria specified in paragraphs
5.3.6.1.1 to 5.3.6.1.4. shall be met.

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 5.3.6.1.4 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 degree IPXXB.

4/13
 In the case that the test is performed under the condition that part(s) of
the high voltage system are not energized, the protection against
electrical shock shall be proved by either paragraph 5.3.6.1.3 or
paragraph 5.3.6.1.4 for the relevant part(s).

5.3.6.1.1 Absence of high voltage

The voltages Vb, V1 and V2 of the high voltage buses shall be < 30 VAC
or 60 VDC as specified in paragraph 2. of Annex 7.

5.3.6.1.2. Low electrical energy

The total energy (TE) on the high voltage buses shall be < 2.0 J 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 Vb of the high voltage bus and the
capacitance of the X-capacitors (Cx) specified by the vehicle
manufacturer in paragraph 3, formula (b) of Annex 7.

The energy stored in the Y-capacitors (TEy1, TEy2) shall also be < 2.0 J.
This shall be calculated by measuring the voltages V1 and V2 of the high
voltage buses and the electrical chassis, and the capacitance of the Y-
capacitors specified by the vehicle manufacturer according to formula (c)
in paragraph 3 of Annex 7.

5.3.6.1.3 Physical protection

For protection against direct contact with high voltage live parts, the
protection degree 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 < 0.1 Ω when there is current
flow of at least 0.2 Amp.

This requirement is satisfied if the galvanic connection has been made

by welding.

5.3.6.1.4 Isolation resistance

The criteria specified in the paragraphs 5.3.6.1.4.1 and 5.3.6.1.4.2 below

shall be met.

The measurement shall be conducted in accordance with paragraph 5. of

Annex 7.

5.3.6.1.4.1 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 (Ri 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.

5/13
5.3.6.1.4.2. 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 (Ri as defined in paragraph 5. of Annex 7) shall
have a minimum value of 500 Ω/volt of the working voltage.

However, if the protection degree IPXXB is satisfied for all AC high

voltage buses or the AC voltage < 30 V after the vehicle impact, the
isolation resistance between the high voltage bus and the electrical
chassis (Ri as defined in paragraph 5 of Annex 7) shall have a minimum
value of 100 Ω/volt of the working voltage.

5.3.6.2. Electrolyte spillage

In the period, from the impact until 30 minutes after, no electrolyte from
the REESS shall spill into the passenger compartment, and no more than
7 % of electrolyte shall spill from the REESS except, open type traction
batteries outside the passenger compartment. For open type traction
batteries no more than 7 % with a maximum of 5.0 liters shall spill
outside the passenger compartment. The vehicle manufacturer shall
demonstrate compliance in accordance with paragraph 6. of Annex 7.

5.3.6.3. REESS retention

REESS located inside the passenger compartment shall remain in the

location in which they are installed and REESS components shall remain
inside REESS boundaries.

No part of any REESS 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.

12. Page No. 9/92, Annex 1, Preparation of the vehicle

Substitute following text for existing text in Clause 5.2.:

5.2. The doors shall be closed, but not locked. Vehicle models equipped with
Automatic door locking systems shall be tested with Automatic locking
system de-activated.

13. Page No. 10/92, Annex 1, Preparation of the vehicle

Add following new Clause no. 5.11. Including sub-clauses after clause no. 5.10.

5.11. Electrical power train adjustment

5.11.1. The REESS shall be at any state of charge, which allows the normal
operation of the power train as recommended by the vehicle
manufacturer.

6/13
 5.11.2. The electrical power train shall be energized with or without the operation
of the original electrical energy sources (e.g. engine-generator, REESS or
electric energy conversion system), however:

5.11.2.1.By the agreement between Test Agency and vehicle manufacturer it shall
be permissible to perform the test with all or parts of the electrical power
train not being energized in so far as there is no negative influence on the
test result. For parts of the electrical power train not energized, the
protection against electrical shock shall be proved by either physical
protection or isolation resistance and appropriate additional evidence.

5.11.2.2. In the case where an automatic disconnect is provided, at the request of

the vehicle manufacturer it shall be permissible to perform the test with
the automatic disconnect being triggered. In this case it shall be
demonstrated 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.

14. Page No. 92/92, Add new section “Annex 7” and substitute title “Annex 8” to
“Annex 7”(former) as below:

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 5.3.6. 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 (Vb) (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 REESS or the

electrical energy conversion system and the high-voltage bus of the
REESS or the electrical energy conversion system is protected according
to protection degree 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 MΩ.

7/13
 2. The following instructions may be used if voltage is measured.

After the impact test, determine the high voltage bus voltages (Vb, V1,
V2) (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 energized.

Electrical Chassis

Energy Conversion REESS assembly

System Assembly V2
High Voltage Bus

+ +
Energy Taction System
Conversion REESS
Vb
System
- -

V1

Electrical Chassis

Figure 1 Measurement of Vb, V1, V2

3. Assessment procedure for low electrical energy

Prior to the impact a switch S1 and a known discharge resistor Re 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 S1 shall be closed while the voltage Vb and the current Ie are
measured and recorded. The product of the voltage Vb and the current Ie
shall be integrated over the period of time, starting from the moment
when the switch S1 is closed (tc) until the voltage Vb falls below the high
voltage threshold of 60 V DC (th). The resulting integration equals the
total energy (TE) in J:

th
(a) TE  V
tc
b I e dt

When Vb is measured at a point in time between 5 seconds and

60 seconds after the impact and the capacitance of the X-capacitors (Cx)
is specified by the vehicle manufacturer, total energy (TE) shall be
calculated according to the following formula:

8/13
 2
(b) TE = 0.5 x Cx x (Vb – 3600)

When V1, V2 (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 (Cy1, Cy2) are specified by the vehicle manufacturer, total
energy (TEy1, TEy2) shall be calculated according to the following
formulas:
2
(c) TEy1 = 0.5 x Cy1 x (V1 – 3600)
2
TEy2 = 0.5 x Cy2 x (V2 – 3600)

This procedure is not applicable if the test is performed under the

condition where the electrical power train is not energized.

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.

The Jointed Test Finger described in Appendix 1 figure 1 shall be

inserted into any gaps or openings of the physical protection with a test
force of 10 N ± 10 % 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.

9/13
 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 5.3.6.1.3. shall be considered to be met if
the Jointed Test Finger described in Annex 7, Appendix 1, 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 (Vb) between the negative and the
positive side of the high voltage bus (see figure 1):
Measure and record the voltage (V1) between the negative side of the
high voltage bus and the electrical chassis (see figure 1):

Measure and record the voltage (V2) between the positive side of the
high voltage bus and the electrical chassis (see figure 1):

If V1 is greater than or equal to V2, insert a standard known resistance

(Ro) between the negative side of the high voltage bus and the electrical
chassis. With Ro installed, measure the voltage (V1’) between the
negative side of the high voltage bus and the vehicle electrical chassis
(see figure 3). Calculate the isolation resistance (Ri) according to the
formula shown below.
Ri = Ro*(Vb/V1’ – Vb/V1) or Ri = Ro*Vb*(1/V1’ – 1/V1)
Divide Ri, which is the electrical isolation resistance value (in Ω) by the
working voltage of the high voltage bus in volt (V).
Ri (Ω / V) = Ri (Ω) / Working voltage (V)

10/13
 Figure 3 Measurement of V1’
If V2 > V1, insert a standard known resistance (Ro) between the positive
side of the high voltage bus and the electrical chassis. With Ro installed,
measure the voltage (V2’) between the positive side of the high voltage
bus and the electrical chassis (see figure 4).
Calculate the isolation resistance (Ri) according to the formula shown
below.
Ri = Ro*(Vb/V2’ – Vb/V2) or Ri = Ro*Vb*(1/V2’ – 1/V2)

Divide Ri, which is the electrical isolation resistance value (in Ω) by the
working voltage of the high voltage bus in volt (V).

Ri (Ω / V) = Ri (Ω) / Working voltage (V)

Electrical Chassis

Energy Conversion
System Assembly V2’ R0 REESS Assembly

High Voltage Bus

+ +
Energy
Traction System REESS
Conversion
System

- -

Electrical C

Figure 4 Measurement of V2’

Note: The standard known resistance Ro (Ω) should be the value of the
minimum required isolation resistance (Ω /V) multiplied by the working
11/13
 voltage of the vehicle ± 20 %. Ro is not required to be precisely this
value since the equations are valid for any Ro; however, an Ro 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 REESS
after the impact test.

Unless the vehicle manufacturer provides means to differentiate between

the leakage of different liquids, all liquid leakage shall be considered as
the electrolyte.

7. REESS retention

Compliance shall be determined by visual inspection.

Annex 7 – Appendix 1
(See 2.23)
Jointed Test Finger (Degree IPXXB)

Figure 1 Jointed test finger

12/13
Material: metal, except where otherwise specified
Linear dimensions in millimeters
Tolerances on dimensions without specific tolerance:

(a) On angles: 0/-10 degrees

(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.

PRINTED BY
THE AUTOMOTIVE RESEARCH ASSOCIATION OF INDIA
P.B. NO. 832, PUNE 411 004

ON BEHALF OF
AUTOMOTIVE INDUSTRY STANDARDS COMMITTEE
UNDER
CENTRAL MOTOR VEHICLE RULES – TECHNICAL STANDING
COMMITTEE
SET-UP BY
MINISTRY OF ROAD TRANSPORT & HIGHWAYS
(DEPARTMENT OF ROAD TRANSPORT & HIGHWAYS)
GOVERNMENT OF INDIA
15 December 2015

13/13
 AIS-099

AUTOMOTIVE INDUSTRY STANDARD

Approval of Vehicles with regards to

the Protection of the Occupants in the
event of a Lateral Collision

PRINTED BY
THE AUTOMOTIVE RESEARCH ASSOCIATION OF INDIA
P.B. NO. 832, PUNE 411 004

ON BEHALF OF
AUTOMOTIVE INDUSTRY STANDARDS COMMITTEE

UNDER
CENTRAL MOTOR VEHICLE RULES – TECHNICAL STANDING COMMITTEE

SET-UP BY
MINISTRY OF SHIPPING, ROAD TRANSPORT & HIGHWAYS
(DEPARTMENT OF ROAD TRANSPORT & HIGHWAYS)
GOVERNMENT OF INDIA

August 2008

I
 AIS-099

Status chart of the standard to be used by the purchaser for

updating the record

Sr. Corr- Amend- Revision Date Remark Misc.

No. igenda. ment

General remarks:

II
 AIS-099
INTRODUCTION

The Government of India felt the need for a permanent agency to expedite the
publication of standards and development of test facilities in parallel when the
work on the preparation of the standards is going on, as the development of
improved safety critical parts can be undertaken only after the publication of the
standard and commissioning of test facilities. To this end, the erstwhile Ministry
of Surface Transport (MoST) has constituted a permanent Automotive Industry
Standards Committee (AISC) vide order No. RT-11028/11/97-MVL dated
September 15, 1997. The standards prepared by AISC will be approved by the
permanent CMVR Technical Standing Committee (CTSC). After approval, the
Automotive Research Association of India, (ARAI), Pune, being the secretariat of
the AIS Committee, has published this standard.

Based on deliberations in the CMVR-TSC and AISC it has been decided to create
a suite of standards related to Passive Safety which are founded on dynamic
(or crash) testing of passenger cars and utility vehicles. These standards would
then form the basis of the notification and implementation of advanced passive
safety norms in the latter part of this decade as per the Safety Road Map adopted
for India.

This is the third standard in the series prepared for assessment of crash protection
to the occupants in the event of lateral collision of passenger cars. Currently the
vehicles have been assessed by a quasi static door intrusion test as per
IS 12009 : 1995. This standard upgrades the quasi static requirements of IS 12009
to higher level dynamic assessments.

While preparing this AIS considerable assistance is derived from following

International standards:

ECE R 95 (Supp.1 to Uniform provisions regarding the protection of

02 Series of Amd.) occupants in a lateral collision.

EEC Directive 96/27/EEC Side impact resistance of motor vehicles

(Issue 1, February 2002)

ISO 10997: 1996 Passenger vehicles – Side Impact with deformable

moving barrier – Full scale test

The Automotive Industry Standards Committee responsible for preparation of this

standard is given in Annex : 7

III
 AIS-099

Approval of vehicles with regards to the protection of the

Occupants in the event of a Lateral Collision

0 SCOPE

This standard applies to the lateral collision behaviour of the structure of

the passenger compartment of M1 and N1 categories of vehicles where the
R Point of the lowest seat is not more than 700 mm from ground level when
the vehicle is in the condition corresponding to the reference mass defined
in paragraph 2.10 of this standard.

0.1 This standard shall not apply to multi-stage build vehicles produced in
quantities not exceeding 500 vehicles in any period of 12 months duration.

0.2 The vehicles which have complied with the requirements of this standard
shall be deemed to have complied with IS 12009 : 1995.

1. REFERENCES

1.1 IS 12009 : 1995 Automotive Vehicle - Safety Requirements for Side

Door of Passenger Cars – Recommendations

1.2 AIS-097 Procedure for Determining the "H" Point and the
Torso Angle for 50th Percentile Adult Male in
Seating Positions of Motor Vehicles

1.3 ISO:6487-1987 Road vehicles – Measurement Techniques in Impact

Tests – Instrumentation

1.4 SAE J211 Instrumentation for Impact Test

2 DEFINITIONS
For the purposes of this standard:

2.1 "Approval of a vehicle" means the approval of a vehicle type with regard
to the behaviour of the structure of the passenger compartment in a lateral
collision;

2.2 "Vehicle type" means a category of power-driven vehicles which do not

differ in such essential respects as:

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

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

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

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

2.2.5 the unladen mass, in so far as there is a negative effect on the

performance prescribed in this standard;

2.2.6 the optional arrangements or interior fittings in so far as they have

a negative effect on the performance prescribed in this standard;

2.2.7 the type of front seat(s) and position of the "R" Point in so far as they
have a negative effect on the performance prescribed in this standard;

2.3 "Passenger compartment" means the space for occupant

accommodation, bounded by the roof, floor, side walls, doors, outside
glazing and front bulkhead and the plane of the rear compartment
bulkhead or the plane of the rear-seat back support;

2.4 "R Point" or "seating reference point" means the reference point
specified by the vehicle manufacturer which:

2.4.1 has co-ordinates determined in relation to the vehicle structure;

2.4.2 corresponds to the theoretical position of the point of torso/thighs

rotation (H Point) for the lowest and most rearward normal driving
position or position of use given by the vehicle manufacturer for each
seating position specified by him;

2.5 "H Point" means the point as defined in AIS-097;

2.6 "Capacity of the fuel tanks" means the fuel-tank capacity as specified
by the manufacturer of the vehicle:

2.7 "Transverse plane" means a vertical plane perpendicular to the

median longitudinal vertical plane of the vehicle;

2.8 "Protective system" means devices intended to restrain and/or protect

the occupants;

2.9 "Type of protective system" means a category of protective devices

which do not differ in such essential respects as their:
Technology,
Geometry,
constituent materials;
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2.10 "Reference mass" means the unladen mass of the vehicle increased by
a mass of 100 kg (that is the mass of the side impact dummy and its
instrumentation);

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

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

2.13 "Impactor" means a crushable section mounted on the front of mobile

deformable barrier;

2.14 "Trolley" means a wheeled frame free to travel along its longitudinal
axis at the point of impact. Its front supports the impactor.

2.15 (Reserved)
2.16 (Reserved)
2.17 (Reserved)
2.18 (Reserved)
2.19 (Reserved)
2.20 (Reserved)

2.21 ‘Multi-stage build’ means the procedure whereby two or more

manufacturers separately and sequentially participate in the construction
of a vehicle.

3 APPLICATION FOR APPROVAL

3.1 The application for approval of a vehicle type with regard to the
protection of the occupants in the event of a lateral collision shall be
submitted by the vehicle manufacturer or by his duly accredited
representative.

3.2 It shall be accompanied by the under-mentioned documents in triplicate

and the following particulars:

3.2.1 a detailed description of the vehicle type with respect to its structure,
dimensions, lines and constituent materials;

3.2.2 photographs and/or diagrams and drawings of the vehicle showing the
vehicle type in front, side and rear elevation and design details of the
lateral part of the structure;

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3.2.3 particulars of the vehicle's mass as defined by paragraph 2.11. of this
standard;

3.2.4 the lines and inside dimensions of the passenger compartment;

3.2.5 a description of the relevant side interior fittings and protective systems
installed in the vehicle.

3.3 The applicant for approval shall be entitled to present any data and results
of tests carried out which make it possible to establish that compliance
with the requirements can be achieved on prototype vehicles with
a sufficient degree of accuracy.

3.4 A vehicle which is representative of the type to be approved shall be

submitted to the testing agency responsible for conducting the approval
tests.

3.4.1 A vehicle not comprising all the components proper to the type may be
accepted for tests provided that it can be shown that the absence of the
components omitted has no detrimental effect on the performance
prescribed in the requirements of this standard.

3.4.2 It shall be the responsibility of the applicant for approval to show that the
application of paragraph 3.4.1 is in compliance with the requirements of
this standard.

4 APPROVAL

4.1 If the vehicle type submitted for approval pursuant to this standard meets
the requirements of paragraph 5 below, approval of that vehicle type shall
be granted.

4.2 In case of doubt, account shall be taken, when verifying the conformity
of the vehicle to the requirements of this standard, of any data or test
results provided by the manufacturer which can be taken into
consideration in validating the approval test carried out by the testing
agency.

5 SPECIFICATIONS AND TESTS

5.1 The vehicle shall undergo a test in accordance with Annex 1 of this
standard
5.1.1 The test shall be carried out on the driver’s side unless asymmetric side
structures, if any, are so different so as to affect the performance in a
side impact. In that case either of the alternatives in paragraph
5.1.1.1 to 5.1.1.2 may be used by agreement between the manufacturer and
testing agency.

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5.1.1.1 The manufacturer will provide the authority responsible for approval
with information regarding the compatibility of performances in
comparison with the drivers side when the test is being carried out on
that side

5.1.1.2 The approval authority, if concerned as to the construction of the

vehicle, will decide to have the test performed on the side opposite to
the driver, this being considered to the least favorable.

5.1.2 The testing agency after consultation with the manufacturer may require
the test to be carried out with the seat in position other than the one
indicated in paragraph 5.5.1 of Annex 1. The position shall be indicated
in the test report.

5.1.3 The results of this test shall be considered satisfactory if the conditions
set out in the paragraphs 5.2 and 5.3 below are satisfied.

5.2 Performance criteria

5.2.1 The performance criteria, as determined for the collision test in

accordance with the Appendix to Annex 1 to this standard shall meet
the following conditions:

5.2.2 the head performance criterion (HPC) shall be less than or equal to
1000; when there is no head contact, then the HPC shall not be
measured or calculated but recorded as "No Head Contact."

5.2.3 The thorax performance criteria shall be:

(a) Rib Deflection Criterion (RDC) less than or equal to 42 mm;

(b) Soft Tissue Criterion (VC) less or equal to 1.0 m/sec.

5.2.4 The pelvis performance criterion shall be:

Pubic Symphysis Peak Force (PSPF) less than or equal to 6 kN.

5.2.5 The abdomen performance criterion shall be:

Abdominal Peak Force (APF) less than or equal to 2.5 kN internal
force (equivalent to external force of 4.5 kN).

5.3 Particular Requirements

5.3.1 No door shall open during the test.

5.3.2 After the impact, it shall be possible without the use of tools to:

5.3.2.1 open a sufficient number of doors provided for normal entry and exit
of passengers, and if necessary tilt the seat-backs or seats to allow
evacuation of all occupants;

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5.3.2.2 release the dummy from the protective system;

5.3.2.3 remove the dummy from the vehicle;

5.3.3 no interior device or component shall become detached in such a way as

noticeably to increase the risk of injury from sharp projections or jagged
edges;

5.3.4 ruptures, resulting from permanent deformation are acceptable, provided

these do not increase the risk of injury;

5.3.5 if there is continuous leakage of liquid from the fuel-feed installation after
the collision, the rate of leakage shall not exceed 30 g/min; 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 shall be taken into account in evaluating the continuous leakage.

6 MODIFICATION OF THE VEHICLE TYPE

6.1 Any modification affecting the structure, the number and type of seats, the
interior trim or fittings, or the position of the vehicle controls or of
mechanical parts which might affect the energy-absorption capacity of the
side of the vehicle, shall be brought to the notice of the testing agency
granting approval. The testing agency may then either:

6.1.1 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

6.1.2 require a further test report from the testing agency responsible for
conducting the tests;

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

6.1.2.2 If the testing agency, after consultation with the vehicle manufacturer,
considers that modifications to a vehicle type are insufficient to warrant a
complete retest then a partial test may be used. This would be the case if
the reference mass is not more than 8% different from the original vehicle
or the number of front seats is unchanged. Variations of seat type or
interior fittings need not automatically entail a full retest. An example of
the approach to this problem is given in Annex 5.

6.2 Criteria for selection of worst case and extension of approvals

The purpose of the paragraph is to set out guidelines for selection of the
worst case configuration among the many configurations being approved

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within a vehicle type and to identify criteria for extensions of approval

which may help the testing agency under 6.1. The guidelines are tabulated
in Annex 6.

6.3 Any other parameter can be considered as criteria for extension of

approval if it is mutually agreeable to the testing agency & the vehicle
manufacturer.

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ANNEX 1
(See 5.1)

COLLISION TEST PROCEDURE

1 INSTALLATIONS

1.1 Testing Ground

The test area shall be large enough to accommodate the mobile

deformable barrier propulsion system and to permit after-impact
displacement of the vehicle impacted and installation of the test
equipment. The part in which vehicle impact and displacement occur
shall be horizontal, flat and uncontaminated, and representative of
a normal, dry, uncontaminated road surface.

2 TEST CONDITIONS

2.1 The vehicle to be tested shall be stationary.

2.2 The mobile deformable barrier shall have the characteristics set out in
Annex 2A to this standard. Requirements for the examination are
given in the addendum to Annex 2A. The mobile deformable barrier
shall be equipped with a suitable device to prevent a second impact on
the struck vehicle.

Note: At the request of the manufacturer a mobile deformable barrier

meeting the characteristics and requirements set out in Annex 2B is
also acceptable for this test as an alternative. However, for the test,
this barrier should only be used in combination with the side impact
dummy (ES-2) defined in Annex 3B and its installation described in
Annex 4B.

2.3 The trajectory of the mobile deformable barrier longitudinal median

vertical plane shall be perpendicular to the longitudinal median vertical
plane of the impacted vehicle.

2.4 The longitudinal vertical median plane of the mobile deformable

barrier shall be coincident within ± 25 mm with a transverse vertical
plane passing through the R Point of the front seat adjacent to the
struck side of the tested vehicle. The horizontal median plane limited
by the external lateral vertical planes of the front face shall be at the
moment of impact within two planes determined before the test and
situated 25 mm above and below the previously defined plane.
2.5 Instrumentation shall comply with ISO 6487:1987 unless otherwise
specified in this standard.

2.6 The stabilized temperature of the test dummy at the time of the side
impact test shall be 22 ± 4°C.
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3 TEST SPEED

3.1 The mobile deformable barrier speed at the moment of impact shall be
50 ± 1 km/h. This speed shall be stabilized at least 0.5 m before
impact. Accuracy of measurement: 1%. However, if the test was
performed at a higher impact speed and the vehicle met the
requirements, the test shall be considered satisfactory.

4 STATE OF THE VEHICLE

4.1 General Specification

The test vehicle shall be representative of the series production, shall

include all the equipment normally fitted and shall be in normal
running order. Some components may be omitted or replaced by
equivalent masses where this omission or substitution clearly has no
effect on the results of the test.

4.2 Vehicle Equipment Specification

The test vehicle shall have all the optional arrangements or fittings
likely to influence the results of the test.

4.3 Mass of the Vehicle

4.3.1 The vehicle to be tested shall have the reference mass as defined in
paragraph 2.10 of this standard. The mass of the vehicle shall be
adjusted to ± 1% of the reference mass.

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

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

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

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

5 PREPARATION OF THE VEHICLE

5.1 The side windows at least on the struck side shall be closed.

5.2 The doors shall be closed, but not locked.

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

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

5.5 The seat containing the dummy, and its elements, if adjustable, shall be
adjusted as follows:

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

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

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

5.5.4 All other seat adjustments shall be at the mid-point of available travel;
however, height adjustment shall be at the position corresponding to
the fixed seat, if the vehicle type is available with adjustable and fixed
seats. If locking positions are not available at the respective mid-points of
travel, the positions immediately rearward, down, or outboard of the mid-
points shall be used. For rotational adjustments (tilt), rearward will be the
adjustment direction which moves the head of the dummy rearwards.
If the dummy protrudes outside the normal passenger volume, e.g. head
into roof lining, then 1 cm clearance will be provided using: secondary
adjustments, seat-back angle, or fore-aft adjustment in that order.

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

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

5.8 Tyres shall be inflated to the pressure specified by the vehicle

manufacturer.

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

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

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6 SIDE IMPACT DUMMY AND ITS INSTALLATION

6.1 The side-impact dummy (EuroSid-1) shall comply with the specifications
given in Annex 3A and be installed in the front seat on the impact side
according to the procedure given in Annex 4A to this standard.

Note: At the request of the manufacturer the side impact dummy (ES-2)
meeting the specifications given in Annex 3B and installed in the front
seat on impact side as per procedure given in Annex 4B can also be used
in this test. However when testing with this ES-2 dummy only the
mobile deformable barrier meeting the characteristics and requirements
set out in Annex 2B for the test shall be used.

6.2 The safety-belts or other restraint systems, which are specified for
the vehicle, shall be used. Belts should be of an approved type
& mounted on anchorages conforming to the relevant notified standards
under Rule 125 of Central Motor Vehicle Rules, 1989.

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

7 MEASUREMENTS TO BE MADE ON THE SIDE IMPACT

DUMMY

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

7.1.1 Measurements in the Head of the Dummy

The resultant tri-axial acceleration referring to the head centre of gravity.
The head channel instrumentation shall comply with ISO 6487:1987
with:
CFC: 1000 Hz, and
CAC: 150 g

7.1.2 Measurements in the Thorax of the Dummy

The three thorax rib deflection channels shall comply with
ISO 6487:1987
CFC: 1000 Hz
CAC: 60 mm
7.1.3 Measurements in the Pelvis of the Dummy

The pelvis force channel shall comply with ISO 6487:1987

CFC: 1000 Hz
CAC: 15 kN

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7.1.4 Measurement in the Abdomen of the Dummy

The abdomen force channels shall comply with ISO 6487:1987
CFC: 1000 Hz
CAC: 5 kN

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ANNEX 1 - APPENDIX 1
(See 5.2.1)

DETERMINATION OF PERFORMANCE DATA

The required results of the tests are specified in paragraph 5.2 of this
standard.

1 HEAD PERFORMANCE CRITERION (HPC)

When head contact takes place this performance criterion is calculated for
the total duration between the initial contact and the last instant of the
final contact.
HPC is the maximum value of the expression:
t
2
(t2 – t1) [ 1 t1∫ a.dt] 2.5
t2 – t1

where a is the resultant acceleration at the centre of gravity of the head in

metres per second per second divided by 9.81 recorded versus time and
filtered at channel frequency class 1000 Hz; t1 and t2 are any two times
between the initial contact and the last instant of the final contact.

2 THORAX PERFORMANCE CRITERIA

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

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

VC = max [ D . dD ]
0.14 dt

where D (metres) = rib deflection

The calculation algorithm to be used is set out in Annex 1 - Appendix 2.

3 ABDOMEN PROTECTION CRITERION

The peak abdominal force is the maximum value of the sum of the three
forces measured by transducers mounted 39 mm below the surface of the
crash side, CFC 600 Hz.
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4 PELVIS PERFORMANCE CRITERION

The pubic symphysis peak force (PSPF) is the maximum force measured
by a load cell at the pubic symphysis of the pelvis, filtered at channel
frequency class 600 Hz.

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ANNEX 1 - APPENDIX 2
(See Annex 1 - Appendix 1 - 2.2)

THE PROCEDURE FOR CALCULATING THE VISCOUS

CRITERION FOR SIDE IMPACT DUMMY

The Viscous Criterion, VC, is calculated as the instantaneous product

of the compression and the rate of deflection of the rib. Both are
derived from the measurement of rib deflection. The rib deflection
response is filtered once at Channel Frequency Class 180.
The compression at time (t) is calculated as the deflection from this
filtered signal expressed as the proportion of the half width of the side
impact dummy chest, measured at the metal ribs (0.14 metres):

C (t) = D (t)

0.14
The rib deflection velocity at time (t) is calculated from the filtered
deflection as:

V (t) = 8 [D (t+1) − D (t−1) ] − [D (t+2) −D (t−2)]

12∂t

where D(t) is the deflection at time (t) in metres and ∂t is the time
interval in seconds between the measurements of deflection.
-4
The maximum value of ∂t shall be 1.25 x 10 seconds.

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This calculation procedure is shown diagrammatically below:

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ANNEX 2 (A)
(See Annex 1 -2.2)

MOBILE DEFORMABLE BARRIER CHARACTERISTICS

1. CHARACTERISTICS OF THE BARRIER

1.1. The total mass shall be 950 ± 20 kg.

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

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

1.4. The centre of gravity shall be situated in the median longitudinal vertical
plane within 10 mm, 1000 ± 30 mm behind the front axle and
500 ± 30 mm above the ground.

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

2. CHARACTERISTICS OF THE IMPACTOR

2.1. Geometrical Characteristics

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

2.1.2. The deformable impact zone shall be 1 500 ± 10 mm wide and

500 ± 5 mm high.

2.1.3. The ground clearance of the collision zone shall be 300 ± 5 mm measured
in static conditions before impact.

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

2.2. Material Characteristics

The material of the impactor shall be an aluminium honeycomb. Other

materials can be used if equal results as described in 2.3 have been proved
to the satisfaction of the testing agency. In any case the type of impactor
shall be indicated in the test report.
2.3. Deformation Characteristics

2.3.1. Deviation from the limits of the force-deflection corridors characterizing

the rigidity of the impactor, as defined in this Annex, Figure 2, may be
allowed provided that:

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

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

2.3.1.3 each displacement corresponding to each deviation does not

exceed 35 mm of the deflection, and the sum of these displacements
does not exceed 70 mm (see Figure 2) and

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

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

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

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

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

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

2.3.7 The force-deflection curves are verified by a test detailed in the

Addendum to this Annex, consisting of an impact of the assembly
against a dynamometric barrier at 35 ± 2 km/h.

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

2.3.9 The dissipated energy against blocks 5 and 6 shall equal 3.5 ± 1 kJ for
each of these blocks.

2.3.10 The dissipated energy against block 4 shall equal 4 ± 1 kJ.

2.3.11 The dissipated energy against block 2 shall equal 14 ± 2 kJ.

(1)
The amounts of energy indicated are the amounts of energy dissipated by the system
when the extent to which the impactor is crushed is greatest.

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

2.3.13 Impactor deformation measured after the test at level B (Figure 1)

shall equal 330 ± 20 mm.

Figure 1

Design of the Mobile Deformable Barrier Impact

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Graph 2a

Graph 2b

Graph 2c

Graph 2d

Figure 2

Force-deflection Curves

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Graph 2d Figure 2 (continued)

Note: During the verification test, the loads measured on Blocks 1 and 3
and on Blocks 5 and 6 respectively shall not differ by more than
10% for a given deflection.

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ANNEX 2 (A) ADDENDUM

(See Annex 2 (A) - 2.3.7)

TEST TO VERIFY THE CHARACTERISTICS OF THE

MOBILE DEFORMABLE BARRIER
1. PURPOSE

This addendum sets out the method for verifying the mobile deformable
barrier. The test authority is responsible for the mobile deformable
barrier meeting the specifications using a test against a dynamometric
wall supported by a fixed rigid barrier.
2. INSTALLATION
2.1. Testing Ground

The test area shall be large enough to accommodate the run-up track of
the mobile deformable barrier, the rigid barrier and the technical
equipment necessary for the test. The last part of the track, for at least
5 m before the rigid barrier, shall be horizontal, flat and smooth.
2.2. Fixed Rigid Barrier and Dynamometric Wall
2.2.1. The rigid barrier consists of a block of reinforced concrete not less than
3 m wide in front and not less than 1.5 m high. The thickness of the
rigid barrier shall be such that it weighs at least 70 tonnes. The front face
shall be vertical, perpendicular to the axis of the run-up track and
covered with load cells capable of measuring the total load on each block
of the mobile deformable barrier impactor at the moment of impact.
The impact plate area centres shall align with those of the chosen mobile
deformable barrier; their edges shall clear adjacent areas by 20 mm.
Cell mounting and plate surfaces shall be in accordance with the
requirements set out in the Annex to ISO 6487:1987. In cases where
surface protection is added, it shall not degrade the transducer responses.

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

3 PROPULSION OF THE MOBILE DEFORMABLE BARRIER

At the moment of impact the mobile deformable barrier 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
barrier. Impact alignment shall be accurate to within 10 mm.

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4 MEASURING INSTRUMENTS

4.1 Speed
The impact speed shall be 35 ± 2 km/h. The instrument used to record
the speed on impact shall be accurate to within 1%.

4.2 Loads

Measuring instruments shall meet the specifications set forth in

ISO 6487:1987

CFC for all blocks = 60 Hz,

CAC for blocks 1 and 3 = 120 kN,
CAC for blocks 4, 5 and 6 = 60 kN,
CAC for block 2 = 140 kN.

4.3. Acceleration

The acceleration in the longitudinal direction shall be measured at a place

not subject to bending. The instrumentation shall comply with
ISO 6487:1987 with the following specifications:
CFC: 1000 Hz (before integration),
CFC: 60 Hz (after integration),
CAC: 50 g

5 GENERAL SPECIFICATION OF BARRIER

5.1 The individual characteristics of each barrier shall comply with

paragraph 1 of Annex 2(A) and be recorded.

6 GENERAL SPECIFICATION OF THE IMPACTOR TYPE

6.1 The suitability of an impactor type is confirmed when the outputs from
the six load cells each produce signals complying with the
requirements indicated in paragraph 2.2 of Annex 2(A) when recorded.

6.2 Impactors shall carry consecutive serial numbers including the date of
manufacture.

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ANNEX 2 (B)
(See Annex 1 - 2.2 )

MOBILE DEFORMABLE BARRIER CHARACTERISTICS

1 CHARACTERISTICS OF THE MOBILE DEFORMABLE

BARRIER

1.1 The mobile deformable barrier (MDB) includes both an impactor and a
trolley.

1.2 The total mass shall be 950 ± 20 kg.

1.3 The centre of gravity shall be situated in the longitudinal median vertical
plane within 10 mm, 1000 ± 30 mm behind the front axle and 500 ± 30
mm above the ground.

1.4 The distance between the front face of the impactor and the centre of
gravity of the barrier shall be 2000 ± 30 mm

1.5 The ground clearance of the collision impactor shall be 300 ± 5 mm

measured in static conditions from the lower edge of the lower front
plate before the impact.

1.6 The front and rear track width of the trolley shall be 1500 ± 10 mm.

1.7 The wheel base of the trolley shall be 3000 ± 10 mm.

2 CHARACTERISTICS OF THE IMPACTOR

The impactor consists of six single blocks of aluminium honeycomb,

which have been processed in order to give a progressively increasing
level of force with increasing deflection (see paragraph 2.1).
Front and rear aluminium plates are attached to the aluminium
honeycomb blocks.

2.1 Honeycomb Blocks

2.1.1 Geometrical Characteristics

2.1.1.1 The impactor consists of 6 joined zones whose forms and positioning are
shown in Figures 1 and 2. The zones are defined as
500 ± 5 mm x 250 ± 3 mm in Figures 1 and 2. The 500 mm should be in
the W direction and the 250 mm in the L direction of the aluminium
honeycomb construction (see Figure 3).

2.1.1.2 The impactor is divided into 2 rows. The lower row shall be
250 ± 3 mm high, and 500 ± 2 mm deep after pre-crush
(see paragraph 2.1.2) and deeper than the upper row by 60 ± 2 mm.

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2.1.1.3 The blocks shall be centered on the six zones defined in Figure 1 and
each block (including incomplete cells) should cover completely the
area defined for each zone.

2.1.2 Pre-crush

2.1.2.1 The pre-crush shall be performed on the surface of the honeycomb to

which the front sheets are attached.

2.1.2.2 Blocks 1, 2 and 3 should be crushed by 10 ± 2 mm on the top surface

prior to testing to give a depth of 500 ± 2 mm (Figure 2).

2.1.2.3 Blocks 4, 5 and 6 should be crushed by 10 ± 2 mm on the top surface

prior to testing to give a depth of 440 ± 2 mm.

2.1.3 Material Characteristics

2.1.3.1 The cell dimensions shall be 19 mm ± 10% for each block

(see Figure 4).

2.1.3.2 The cells shall be made of 3003 aluminium for the upper row.

2.1.3.3 The cells shall be made of 5052 aluminium for the lower row.

2.1.3.4 The aluminium honeycomb blocks should be processed such that the
force deflection-curve when statically crushed (according to the
procedure defined in paragraph 2.1.4) is within the corridors defined
for each of the six blocks in Appendix 1 to this Annex. Moreover, the
processed honeycomb material used in the honeycomb blocks to be
used for constructing the barrier should be cleaned in order to remove
any residue that may have been produced during the processing of the
raw honeycomb material.

2.1.3.5 The mass of the blocks in each batch shall not differ by more than
5% of the mean block mass for that batch.

2.1.4 Static Tests

2.1.4.1 A sample taken from each batch of processed honeycomb core shall be
tested according to the static test procedure described in paragraph 5.

2.1.4.2 The force-compression for each block tested shall lie within the force
deflection corridors defined in Appendix 1.Static force-deflection
corridors are defined for each block of the barrier.

2.1.5 Dynamic Test

2.1.5.1 The dynamic deformation characteristics, when impacted according to

the protocol described in paragraph 6.

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

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

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

2.1.5.2.3 Each deflection corresponding to each deviation does not exceed

35 mm of deflection and the sum of these deflections does not exceed
70 mm (see Appendix 2 to this Annex);

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

2.1.5.3 Blocks 1 and 3 are identical. Their rigidity is such that their force
deflection curves fall between corridors of Figure 2a.

2.1.5.4 Blocks 5 and 6 are identical. Their rigidity is such that their force
deflection curves fall between corridors of Figure 2d.

2.1.5.5 The rigidity of Block 2 is such that its force deflection curve falls
between corridors of Figure 2c.

2.1.5.6 The rigidity of Block 4 is such that its force deflection curve falls
between corridors of Figure 2b.

2.1.5.7 The force-deflection of the impactor as a whole shall fall between

corridors of Figure 2e.

2.1.5.8 The force-deflection curves shall be verified by a test detailed in

Annex 2(B), paragraph 6, consisting of an impact of the barrier against
a dynamometric wall at 35 ± 0.5 km/h.

2.1.5.9 The dissipated energy (1) against Blocks 1 and 3 during the test shall be
equal to 9.5 ± 2 kJ for these blocks.

2.1.5.10 The dissipated energy against Blocks 5 and 6 during the test shall be
equal to 3.5 ± 1 kJ for these blocks.

2.1.5.11 The dissipated energy against Block 4 shall be equal to 4 ± 1 kJ

2.1.5.12 The dissipated energy against Block 2 shall be equal to 15 ± 2 kJ.

2.1.5.13 The dissipated total energy during the impact shall be equal to
45 ± 3 kJ.

(1) the amounts of energy indicated are the amounts of energy dissipated by the system
when the extent to which the impactor crushed is greatest.
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2.1.5.14 The maximum impactor deformation from the point of first contact,
calculated from integration of the accelerometers according to
paragraph 6.6.3, shall be equal to 330 ± 20 mm.

2.1.5.15 The final residual static impactor deformation measured after the
dynamic test at level B (Figure 2) shall be equal to 310 ± 20 mm.

2.2. Front Plates

2.2.1. Geometrical Characteristics

2.2.1.1 The front plates are 1500 ± 1 mm wide and 250 ± 1 mm high.
The thickness is 0.5 ± 0.06 mm.

2.2.1.2 When assembled the overall dimensions of the impactor (defined in

Figure 2) shall be: 1500 ± 2.5 mm wide and 500 ± 2.5 mm high.

2.2.1.3 The upper edge of the lower front plate and the lower edge of the upper
front plate should be aligned within 4 mm.

2.2.2 Material Characteristics

2.2.2.1 The front plates are manufactured from aluminium of series AlMg2 to
2
AlMg3 with elongation ≥ 12%, and a UTS ≥ 175 N/mm .

2.3 Back Plate

2.3.1 Geometric Characteristics

2.3.1.1 The geometric characteristics shall be according to Figures 5 and 6.

2.3.2 Material Characteristics

2.3.2.1 The back plate shall consist of a 3 mm aluminium sheet. The back
plate shall be manufactured from aluminium of series AlMg2 to AlMg3
with hardness between 50 and 65 HBS. This plate shall be perforated
with holes for ventilation: the location, the diameter and pitch are
shown in Figures 5 and 7.

2.4 Location of the Honeycomb Blocks

2.4.1 The honeycomb blocks shall be centered on the perforated zone of the
back plate (Figure 5).

2.5 Bonding
2
2.5.1 For both the front and the back plates, a maximum of 0.5 kg/m shall
be applied evenly directly over the surface of the front plate, giving a
maximum film thickness of 0.5 mm. The adhesive to be used
throughout should be a two-part polyurethane (such as Ciba Geigy
XB5090/1 resin with XB5304 hardener) or equivalent.
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2.5.2 For the back plate the minimum bonding strength shall be 0.6 MPa,
(87 psi), tested according to paragraph 2.5.3.

2.5.3 Bonding Strength Tests:

2.5.3.1 Flatwise tensile testing is used to measure bond strength of adhesives

according to ASTM C297-61.

2.5.3.2 The test piece should be 100 mm x 100 mm and 15 mm deep, bonded
to a sample of the ventilated back plate material. The honeycomb used
should be representative of that in the impactor, i.e. chemically etched
to an equivalent degree as that near to the back plate in the barrier but
without pre-crushing.

2.6 Traceability

Impactors shall carry consecutive serial numbers which are stamped,

etched or otherwise permanently attached, from which the batches for
the individual blocks and the date of manufacture can be established.
2.7 Impactor Attachment

2.7.1 The fitting on the trolley shall be according to Figure 8. The fitting
will use six M8 bolts, and nothing shall be larger than the dimensions
of the barrier in front of the wheels of the trolley. Appropriate spacers
shall be used between the lower back plate flange and the trolley face
to avoid bowing of the back plate when the attachment bolts are
tightened.
3 VENTILATION SYSTEM

3.1. The interface between the trolley and the ventilation system should be
solid, rigid and flat. The ventilation device is part of the trolley and not
of the impactor as supplied by the manufacturer. Geometrical
characteristics of the ventilation device shall be according to Figure 9.

3.2. Ventilation Device Mounting Procedure

3.2.1. Mount the ventilation device to the front plate of the trolley;

3.2.2. Ensure that a 0.5 mm thick gauge cannot be inserted between the
ventilation device and the trolley face at any point. If there is a gap
greater than 0.5 mm, the ventilation frame will need to be replaced or
adjusted to fit without a gap of > 0.5 mm.

3.2.3. Dismount the ventilation device from the front of the trolley;

3.2.4. Fix a 1.0 mm thick layer of cork to the front face of the trolley;

3.2.5. Remount the ventilation device to the front of the trolley and tighten to
exclude air gaps.

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4 CONFORMITY OF PRODUCTION

4.1 The conformity of production procedures shall comply with those set
out in the Agreement, Appendix (E/ECE/324E/ECE/TRANS/505/
Rev.2), with the following requirements:

4.1.1 The manufacturer shall be responsible for the conformity of production

Procedures and for that purpose shall in particular:

4.1.2 Ensure the existence of effective procedures so that the quality of the
Products can be inspected,

4.1.3 Have access to the testing equipment needed to inspect the conformity
of each product,

4.1.4 Ensure that the test results are recorded and that the documents remain
available for a time period of 10 years after the tests,

4.1.5 Demonstrate that the samples tested are a reliable measure of the
performance of the batch (examples of sampling methods according to
batch production are given below).

4.1.6 Analyse results of tests in order to verify and ensure the stability of the
barrier characteristics, making allowance for variations of an industrial
production, such as temperature, raw materials quality, time of
immersion in chemical, chemical concentration, neutralisation etc, and
the control of the processed material in order to remove any residue
from the processing,

4.1.7 Ensure that any set of samples or test pieces giving evidence of non-
conformity gives rise to a further sampling and test. All the necessary
steps shall be taken to restore conformity of the corresponding
production.

4.2 The manufacturer's level of certification shall be at least ISO 9002

standard.

4.3 Minimum conditions for the control of production: the holder of an

agreement will ensure the control of conformity following the methods
hereunder described.

4.4 Examples of Sampling According to Batch

4.4.1 If several examples of one block type are constructed from one original
block of aluminium honeycomb and are all treated in the same
treatment bath (parallel production), one of these examples could be
chosen as the sample, provided care is taken to ensure that the treatment
is evenly applied to all blocks. If not, it may be necessary to select
more than one sample.

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4.4.2 If a limited number of similar blocks (say three to twenty) are treated in
the same bath (serial production), then the first and last block treated in a
batch, all of which are constructed from the same original block of
aluminium honeycomb, should be taken as representative samples. If the
first sample complies with the requirements but the last does not, it may be
necessary to take further samples from earlier in the production until a
sample that does comply is found. Only the blocks between these samples
should be considered to be approved.

4.4.3 Once experience is gained with the consistency of production control, it

may be possible to combine both sampling approaches, so that more than
one groups of parallel production can be considered to be a batch provided
samples from the first and last production groups comply.

5 STATIC TESTS

5.1 One or more samples (according to the batch method) taken from each
batch of processed honeycomb core shall be tested, according to the
following test procedure:

5.2 The sample size of the aluminium honeycomb for static tests shall be the
size of a normal block of the impactor, that is to say 250 mm x 500 mm x
440 mm for top row and 250 mm x 500 mm x 500 mm for the bottom
row.

5.3 The samples should be compressed between two parallel loading plates
which are at least 20 mm larger that the block cross section.

5.4 The compression speed shall be 100 mm per minute, with a tolerance of
5%.

5.5 The data acquisition for static compression shall be sampled at a minimum
of 5 Hz.

5.6 The static test shall be continued until the block compression is at least
300 mm for blocks 4 to 6 and 350 mm for blocks 1 to 3.

6 DYNAMIC TESTS

For every 100 barrier faces produced, the manufacturer shall make one
dynamic test against a dynamometric wall supported by a fixed rigid
barrier, according to the method described below.
6.1 Installation
6.1.1 Testing Ground
6.1.1.1 The test area shall be large enough to accommodate the run-up-track of the
mobile deformable barrier, the rigid barrier and the technical equipment
necessary for the test. The last part of the track, for at least 5 metres
before the rigid barrier, shall be horizontal, flat and smooth.

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6.1.2 Fixed Rigid Barrier and Dynamometric Wall

6.1.2.1 The rigid wall shall consist of a block of reinforced concrete not less
than 3 metres wide and not less than 1.5 metres high. The thickness of
the rigid wall shall be such that it weighs at least 70 tonnes.

6.1.2.2 The front face shall be vertical, perpendicular to the axis of the run-up-
track and equipped with six load cell plates, each capable of
measuring the total load on the appropriate block of the mobile
deformable barrier impactor at the moment of impact. The load cell
impact plate area centres shall align with those of the six impact zones
of the mobile deformable barrier face. Their edges shall clear adjacent
areas by 20 mm such that, within the tolerance of impact alignment of
the MDB, the impact zones will not contact the adjacent impact plate
areas. Cell mounting and plate surfaces shall be in accordance with the
requirements set out in the Annex to standard ISO 6487:1987.

6.1.2.3 Surface protection, comprising a plywood face (thickness: 12 ± 1 mm),

is added to each load cell plate such that it shall not degrade the
transducer responses.

6.1.2.4 The rigid wall shall be either anchored in the ground or placed on the
ground with, if necessary, additional arresting devices to limit its
deflection. A rigid wall (to which the load cells are attached) having
different characteristics but giving results that are at least equally
conclusive may be used.

6.2 Propulsion of the Mobile Deformable Barrier

6.2.1 At the moment of impact the mobile deformable barrier 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 front surface
of the dynamometric wall. Impact alignment shall be accurate to within
10mm.
6.3 Measuring Instruments
6.3.1 Speed
The impact speed shall be 35 ± 0.5 km/h the instrument used to record
the speed on impact shall be accurate to within 0.1%.
6.3.2 Loads
Measuring instruments shall meet the specifications set forth in
ISO 6487:1987
CFC for all Blocks: 60 Hz
CAC for Blocks 1 and 3: 200 kN
CAC for Blocks 4, 5 and 6: 100 kN
CAC for Block 2: 200 kN

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6.3.3 Acceleration

6.3.3.1 The acceleration in the longitudinal direction shall be measured at

three separate positions on the trolley, one centrally and one at each
side, at places not subject to bending.

6.3.3.2 The central accelerometer shall be located within 500 mm of the

location of the centre of gravity of the MDB and shall lie in a vertical
longitudinal plane which is within ± 10 mm of the centre of gravity of
the MDB.
6.3.3.3 The side accelerometers shall be at the same height as each
other ±10 mm and at the same distance from the front surface of the
MDB ± 20 mm.

6.3.3.4 The instrumentation shall comply with ISO 6487:1987 with the
following specifications:
CFC1000 Hz (before integration)
CAC50g

6.4 General Specifications of Barrier

6.4.1 The individual characteristics of each barrier shall comply with

paragraph 1 of this Annex and shall be recorded.

6.5 General Specifications of the Impactor

6.5.1 The suitability of an impactor as regards the dynamic test requirements

shall be confirmed when the outputs from the six load cell plates each
produce signals complying with the requirements indicated in this
Annex.

6.5.2 Impactors shall carry consecutive serial numbers which are stamped,
etched or otherwise permanently attached, from which the batches for
the individual blocks and the date of manufacture can be established.

6.6 Data Processing Procedure

6.6.1 Raw data: At time T = T0, all offsets should be removed from the data.
The method by which offsets are removed shall be recorded in the test
report.

6.6.2 Filtering
6.6.2.1 The raw data will be filtered prior to processing/calculations.

6.6.2.2 Accelerometer data for integration will be filtered to CFC 180,

ISO 6487:1987.
6.6.2.3 Accelerometer data for impulse calculations will be filtered to CFC 60,
ISO 6487:1987.

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6.6.2.4 Load cell data will be filtered to CFC 60, ISO 6487:1987.

6.6.3 Calculation of MDB Face Deflection

6.6.3.1 Accelerometer data from all three accelerometers individually

(after filtering at CFC 180), will be integrated twice to obtain
deflection of the barrier deformable element.

6.6.3.2 The initial conditions for deflection are:

6.6.3.2.1 Velocity - impact velocity (from speed measuring device).

6.6.3.2.2 Deflection = 0.

6.6.3.3 The deflection at the left hand side, mid-line and right hand side of the
mobile deformable barrier will be plotted with respect to time.

6.6.3.4 The maximum deflection calculated from each of the three

accelerometers should be within 10 mm. If it is not the case, then the
outlier should be removed and difference between the deflection
calculated from the remaining two accelerometers checked to ensure
that it is within 10 mm.

6.6.3.5 If the deflections as measured by the left hand side, right hand side and
mid-line accelerometers are within 10 mm, then the mean acceleration
of the three accelerometers should be used to calculate the deflection
of the barrier face.

6.6.3.6 If the deflection from only two accelerometers meets the 10 mm

requirement, then the mean acceleration from these two accelerometers
should be used to calculate the deflection for the barrier face.

6.6.3.7 If the deflections calculated from all three accelerometers (left hand
side, right hand side and mid-line) are NOT within the 10 mm
requirement, then the raw data should be reviewed to determine the
causes of such large variation. In this case the individual test house
will determine which accelerometer data should be used to determine
mobile deformable barrier deflection or whether none of the
accelerometer readings can be used, in which case, the certification test
shall be repeated. A full explanation should be given in the test report.

6.6.3.8 The mean deflection-time data will be combined with the load cell wall
force-time data to generate the force-deflection result for each block.

6.6.4 Calculation of Energy

The absorbed energy for each block and for the whole MDB face
should be calculated up to the point of peak deflection of the barrier.

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t1
En = ∫ Fn . ds mean
t0

where:

t0 is the time of first contact

t1 is the time where the trolley comes to rest, i.e. where u = 0.

s is the deflection of the trolley deformable element calculated

according to paragraph 6.6.3

6.6.5 Verification of Dynamic Force Data

6.6.5.1 Compare the total impulse, I, calculated from the integration of the total
force over the period of contact, with the momentum change over that
period (M*∆V).

6.6.5.2 Compare the total energy change to the change in kinetic energy of the
MDB, given by:

E k = 1 /2 * M Vi 2

where Vi is the impact velocity and M the whole mass of the MDB.

If the momentum change (M*∆V) is not equal to the total impulse (I)
5%, or if the total energy absorbed (Σ En) is not equal to the
kinetic energy, EK ± 5%, then the test data shall be examined
to determine the cause of this error.

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DESIGN OF IMPACTOR (1)

Figure 1

Figure 2

========================================================================================
(1)
All dimensions are in mm. The tolerances on the dimensions of the blocks allow for the
difficulties of measuring cut aluminium honeycomb. The tolerance on the overall dimension of the
impactor is less than that for the individual blocks since the honeycomb blocks can be adjusted,
with overlap if necessary, to maintain a more closely defined impact face dimension.

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Figure 3

Aluminium Honeycomb Orientation

Figure 4

Dimension of Aluminium Honeycomb Cells

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DESIGN OF THE BACK PLATE

Figure 5

Figure 6
Attachment of Backplate to Ventilation Device and Trolley Face Plate

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Figure 7

Staggered Pitch for the Back Plate Ventilation Holes

Note: The attachment holes in the bottom flange may be opened to slots, as
shown below, for ease of attachment provided sufficient grip can be
developed to avoid detachment during the whole impact test.

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Figure 8

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VENTILATION FRAME

The ventilation device is a structure made of a plate that is 5 mm thick and 20 mm

wide. Only the vertical plates are perforated with nine 8 m holes in order to let air
circulate horizontally.

FIGURE-9

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ANNEX 2 (B) - APPENDIX 1

(See Annex 2(B) - 2.1.3.4)

FORCE-DEFLECTION CURVES FOR STATIC TESTS

Figure 1a

Figure 1b

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Figure 1c

Figure 1d

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ANNEX 2 (B) - APPENDIX 2
(See Annex 2(B) -2.1.5.2.3)

FORCE-DEFLECTION CURVES FOR DYNAMIC TESTS

Figure 2 a

Figure 2b

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Figure 2c

Figure 2d

Figure 2e

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ANNEX 3 (A)
(See Annex 1 – 6.1)

TECHNICAL DESCRIPTION OF THE SIDE IMPACT DUMMY

1. GENERAL

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

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

1.3. The side impact dummy prescribed in this standard, including the
instrumentation and calibration, is described in technical drawings and
(1)
a user's manual

2. CONSTRUCTION
,

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

2.2. Head

2.2.1. The head is shown as Part No 1 in Figure 1 of this Annex.

2.2.2. The head consists of an aluminium shell covered by a pliable vinyl

skin. The interior of the shell is a cavity accommodating tri-axial
accelerometers and ballast.

2.3. Neck

2.3.1. The neck is shown as Part No 2 in Figure 1 of this Annex.

2.3.2. The neck consists of a head/neck interface piece, a neck/thorax

interface piece and a central section that links the two interfaces to one
another.

2.3.3. The head/neck interface piece (Part No 2a) and the neck/thorax
interface piece (Part No 2c) both consist of two aluminium discs linked
together by means of a half spherical screw and eight rubber buffers.

2.3.4. The cylindrical central section (Part No 2b) is made of rubber.

(1) Until publication of appropriate ISO standards these documents (Eurosid-1 user's
manual, dated November 1990) can be obtained from TNO Road Vehicles Research
Institute, PO Box 6033, 2600 JA Delft, Schoenmakerstraat 97, 2628 VK Delft,
The Netherlands.

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2.3.5 The neck is mounted on the neck-bracket, shown as Part No 3 in
Figure 1 of this Annex.

2.3.6 The angle between the two faces of the neck-bracket is 25°. Because
the shoulder block is inclined 5° backwards, the resulting angle
between the neck and torso is 20°.

2.4 Shoulder
2.4.1. The shoulder is shown as Part No 4 in Figure 1 of this Annex.

2.4.2. The shoulder consists of a shoulder block, two clavicles and a shoulder
cap.

2.4.3. The shoulder block (Part No 4a) consists of an aluminium spacer

block, an aluminium plate on top and an aluminium plate on the
bottom of the spacer block.

2.4.4. The clavicles (Part No 4b) are made of polypropylene. The clavicles
are held back in their neutral position by two elastic cords (Part No 4c)
which are clamped to the rear of the shoulder block. The outer edge of
both clavicles accommodates a design allowing for standard arm
positions.

2.4.5. The shoulder cap (Part No 4d) is made of low-density polyurethane

foam and is attached to the shoulder block.

2.5. Thorax
2.5.1. The thorax is shown as Part No 5 in Figure 1 of this Annex.

2.5.2. The thorax consists of a rigid thoracic spine box and three identical rib
modules.
2.5.3. The thoracic spine box (Part No 5a) is made of steel. On the rear
surface a lead-filled plastic back plate is mounted (Part No 5b).
2.5.4. The top surface of the thoracic spine box is inclined 5° backwards.

2.5.5. A rib module (Part No 5c) consists of a steel rib covered by a flesh-
simulating polyurethane foam (Part No 5d), a piston-cylinder
assembly (Part No 5e) linking the rib and spine box together,
a hydraulic damper (Part No 5f) and a stiff damper spring
(Part No 5g).

2.5.6. In the piston-cylinder assembly is a tuning spring (Part No 5h).

2.5.7. A displacement transducer (Part No 5i) can be mounted on the front

face of the cylinder and connected to the inside of the rib.
2.6. Arms
2.6.1. The arms are shown as Part No 6 in Figure 1 of this Annex.

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2.6.2. The arms have a plastic skeleton covered by a polyurethane 'flesh' and
a PVC skin.

2.6.3 The shoulder/arm joint allows for discrete arm positions at 0°, 40° and
90° to the torso line.

2.6.4 The shoulder/arm joint allows for a flexion/extension rotation only.

2.7 Lumbar Spine

2.7.1 The lumbar spine is shown as Part No 7 in Figure 1 of this Annex.

2.7.2 The lumbar spine consists of a solid rubber cylinder with two steel
interface plates at each end and a steel cable inside the cylinder

2.8 Abdomen

2.8.1 The abdomen is shown as Part No 8 in Figure 1 of this Annex.

2.8.2 The abdomen consists of a metal casting and a polyurethane foam

covering.

2.8.3 The central part of the abdomen is a metal casting (Part No 8a). A cover
plate is mounted on top of the casting.

2.8.4 The covering (Part No 8b) is made of polyurethane foam. A curved slab
of rubber filled with lead pellets is integrated in the foam covering at both
sides.

2.8.5 Between the foam covering and the rigid casting at each side of the
abdomen, either three force transducers (Part No 8c) or three non-
measuring 'dummy' units can be mounted.

2.9 Pelvis

2.9.1 The pelvis is shown as Part No 9 in Figure 1 of this Annex.

2.9.2 The pelvis consists of a sacrum block, two iliac wings, two hip joints and
a foam covering.

2.9.3 The sacrum (Part No 9a) consists of a lead-filled aluminium block and
an aluminium plate mounted on top of this block.

2.9.4 The iliac wings (Part No 9b) are made of polyurethane.

2.9.5 The hip joints (Part No 9c) are made of steel. They consist of an upper
femur block and a ball joint connected to an axle passing through the
dummy's H point.

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2.9.6 The flesh system (Part No 9d) is made of a PVC skin filled with
polyurethane foam. At the H point location the skin is replaced by
a large open-cell polyurethane foam cylinder (Part No 9e), attached to
a steel plate fixed on the iliac wing by an axle going through the ball
joint.
2.9.7 The iliac wings are !inked together at the pubic symphysis by a force
transducer (Part No 9f) or a 'dummy' transducer.

2.10 Legs

2.10.1 The legs are shown as Part No 10 in Figure 1 of this Annex.

2.10.2 The legs consist of a metal skeleton covered by flesh-simulating

polyurethane foam and a plastic skin.

2.10.3 The knee and ankle joints allow for a flexion extension rotation only.

2.11 Suit

2.11.1 The suit is shown as Part No 11 in Figure 1 of this Annex.

2.11.2 The suit is made of rubber and covers the shoulders, thorax, upper part of
the arms, the abdomen and lumbar spine, and the upper part of the
pelvis.

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Figure 1

Construction of Side Impact Dummy

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Table 1
Side Impact Dummy Components

Part No Description Number

1 Head 1
2 Neck 1
2a Head/neck interface 1
2b Central section 1
2c Neck/thorax interface 1
3 Neck-bracket 1
4 Shoulder 1

4a Shoulder block 1

4b Clavicles 2
4c Elastic cord 2

4d Shoulder cap 1

5 Thorax 1

5a Thoracic spine 1

5b Back plate 1

5c Rib module 3

5d Rib covered with flesh 3

5e Piston-cylinder assembly 3

5f Damper 3

5g Damper spring 3

5h Tuning spring 3

5i Displacement transducer 3

6 Arm 2

7 Lumbar spine 1

8 Abdomen 1

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Part No Description Number

8a Central casting 1

8b Flesh covering 1

8c Force transducer 3

9 Pelvis 1

9a Sacrum block 1

9b Iliac wing 2

9c Hip joint 2

9d Flesh covering 1

9e H point foam block 2

9f Force transducer 1

10 Leg 2

11 Suit 1

3 ASSEMBLY OF THE DUMMY

3.1. Head - Neck

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

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

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

3.2. Neck - Shoulder - Thorax

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

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

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3.3. Shoulder - Arm

3.3.1. The arms may be mounted to the shoulder clavicles and adjusted by
means of a screw and a bearing. The required torque to hold the arm
in the defined standard position is 0.6 Nm.

3.4. Thorax - Lumbar Spine - Abdomen

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

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

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

3.5. Lumbar Spine - Pelvis - Legs

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

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

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

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

4. MAIN CHARACTERISTICS

4.1. Mass

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

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Table 2
DUMMY COMPONENT MASSES
Component Mass (kg) Principal contents

Head 4.0 ± 0.4 Complete head including tri-axial accelerometer

Neck 1.0 ± 0.1 Neck, not including neck-bracket
Thorax 22.4 ± 1.5 Neck-bracket, shoulder, arm attachment bolts,
spine box, spine back plate, rib modules, rib
deflection transducers, lumbar spine adaptor,
shoulder cap, abdomen central casting, abdomen
force transducers, 2/3 of suit
Arm 1.3 ± 0.1 Upper arm, including arm positioning plate
(each)
Abdomen 5.0 ± 0.5 Abdomen flesh covering lumbar spine
Pelvis 12.0 ± 1.0 Sacrum block, lumbar spine bottom plate, hip
ball joint, upper femurs, iliac wings, pubic force
transducer, pelvis flesh covering, 1/3 of suit
Leg 12.5 ± 1.0 Foot, lower and upper leg and flesh as far as
junction with upper femur (each)
Total 72.0 ± 0.5

4.2. Principal Dimensions

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

Figure 2
Measurements for Principle Dummy Dimensions

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Table 3
PRINCIPLE DUMMY DIMENSIONS
No. Parameter Dimension (mm)

1 Sitting height 904 ± 7

2 Seat to shoulder joint 557 ± 5
3 Seat to bottom lower rib 357 ± 5
4 Seat to arm 242 ± 5
5 Seat to H-point 98 ± 2

6 Sole to seat, sitting 456 ± 5

7 H-point to head C of G 687 ± 5
8 H-point to centre upper rib 393 ± 3
9 H-point to centre middle rib 337 ± 3
10 H-point to centre lower rib 281 ± 3
11 H-point to centre abdominal force transducer 180 ± 3
12 H-point to centre pubic symphysis force transducer 14 ± 2
13 Head width 154 ± 2
14 Shoulder/arm width 482 ± 5
15 Thorax width 330 ± 5
16 Abdomen width 290 ± 5
17 Pelvis width 355 ± 5
18 Neck diameter 80 ± 2
19 Head depth 201 ± 5
20 Thorax depth 276 ± 5
21 Abdomen depth 204 ± 5
22 Pelvis depth 245 ± 5
23 Back of buttocks to H-point 157 ± 2
24 Back of buttocks to front knee 610 ± 5

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5 CERTIFICATION OF THE DUMMY

5.1 Impact Side

5.1.1 Depending on the vehicle side to be impacted, dummy parts should be

certified on the left hand side or right hand side.

5.1.2 The configurations of the rib modules (including instrumentation), the

abdominal force transducers and the pubic symphysis transducer have to
be converted to the required impact side.

5.2 Instrumentation

All instrumentation shall be calibrated in compliance with the

requirements of the documentation specified in 1.3.

5.2.1 All instrumentation channels shall comply with ISO 6487:1987.

5.3 Visual Check

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

5.4 General Test Set-up

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

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

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

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

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

5.5 Head

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

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

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

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

5.6 Neck

5.6.1 The head-neck interface of the neck is mounted to a special symmetrical

certification headform with a mass of 3.9 ± 0.05 kg (see figure 4).

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

5.6.3 The neck-pendulum is equipped with a uniaxial accelerometer mounted at

1 655 ± 5 mm from the pendulum pivot.

5.6.4 The neck-pendulum shall be allowed to fall freely from a height chosen to
achieve an impact velocity of 3.4 ± 0.1 m/s measured at the accelerometer
location.

5.6.5 The neck-pendulum is decelerated from impact velocity to zero by an

appropriate device, resulting in a deceleration-time history inside the
corridor specified in Figure 5 of this Annex. All channels have to be
recorded using ISO CFC 1000 filters and filtered digitally using CFC 60.

5.6.6 The maximum headform flexion angle relative to the pendulum shall be
51 ± 5° and occur after between 50 and 62 ms.

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

5.6.8 The neck performance can be adjusted by replacing the circular section
buffers with buffers of a different Shore hardness.

5.7 Shoulder

5.7.1 The length of the elastic cord shall be adjusted so that a force between
27.5 N and 32.5 N applied in a forward direction 4 ± 1 mm from the outer
edge of the clavicle in the same plane as the clavicle movement is required
to move the clavicle forward.

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

5.7.3 The impactor is a pendulum of 23.5 ±0.2 kg and 152 ± 2 mm diameter.

The impactor is suspended from a rigid support by four wires with the
centre line of the impactor at least 3.5 m below the rigid support.

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5.7.4 The impactor is equipped with an accelerometer sensitive in the direction
of impact and located on the impactor axis.
5.7.5 The impactor shall freely swing onto the shoulder of the dummy with
an impact velocity of 4.3 ± 0.1 m/s.
5.7.6 The impact direction is perpendicular to the anterior-posterior axis of the
dummy and the axis of the impactor coincides with the axis of the upper
arm pivot.
5.7.7 The peak acceleration of the impactor, filtered using CFC 180, shall be
between 7.5 and 10.5 g.
5.8 Arms
5.8.1 No dynamic certification procedure is defined for the arms.
5.9 Thorax
5.9.1 Each rib module is certified separately.
5.9.2 The rib module is positioned vertically in a drop test rig and the rib
cylinder is clamped rigidly onto the rig.
5.9.3 The impactor is a free fall mass of 7.8 + 0 - 0.1 kg with a flat face and
a diameter of 150 ± 2 mm.
5.9.4 The centre line of the impactor shall be aligned with the centre line of the
rib's piston.
5.9.5 The impact velocity is 1.0, 2.0, 3.0 and 4.0 m/s respectively. Impact
velocities may not vary from those specified by more than 2%.
5.9.6 The rib displacement should be measured, for instance using the rib's own
displacement transducer.
5.9.7 The rib certification requirements are shown in Table 4 of this Annex.
5.9.8 The performance of the rib module may be adjusted by replacing the
tuning spring inside the cylinder with one of a different stiffness.
Table 4
Certification Requirements for the Full Rib Module

Impact Velocity Displacement

(m/s)
Minimum Maximum
1.0 10.0 14.0
2.0 23.5 27.5
3.0 36.0 40.0
4.0 46.0 51.0

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5.10 Lumbar Spine

5.10.1 The lumbar spine is mounted to the special symmetrical certification

headform with a mass of 3.9 ± 0.05 kg (see Figure 4).

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

5.10.3 The neck-pendulum is equipped with a uniaxial accelerometer mounted

at 1 655 ± 5 mm from the pendulum pivot.

5.10.4 The neck-pendulum is allowed to fall freely from a height chosen to

achieve an impact velocity of 6.05 ± 0.1 m/s measured at the
accelerometer location.

5.10.5 The neck-pendulum is decelerated from impact velocity to zero by

an appropriate device, resulting in a deceleration-time history inside the
corridor specified in Figure 6 of this Annex. All channels shall be
recorded using ISO 6487 CFC 1000 filters and filtered digitally using
CFC 60.

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

5.10.7 The maximum headform centre of gravity displacements in the lateral

and vertical direction shall be 104 ± 7 mm and 33 ± 7 mm respectively.

5.10.8 The performance of the lumbar spine may be adjusted by changing

the length of the spine.

5.11 Abdomen

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

5.11.2 The impactor is a pendulum of 23.5 + 0 to 0.2 kg and 152 ± 2 mm

diameter.

5.11.3 The pendulums equipped with a horizontal 'armrest' impactor face of

1.0 ± 0.01 kg. The total mass of the impactor with the armrest face is
24.5 +0 to 0.2 kg. The rigid armrest is 70 ± 1 mm high, 150 ±1 mm
wide and should be allowed to penetrate at least 60 mm into the
abdomen. The centre line of the pendulum coincides with the centre of
the armrest.

5.11.4 The impactor is equipped with an accelerometer sensitive in the direction

of impact and located on the impactor axis.

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5.11.5 The impactor shall freely swing onto the abdomen of the dummy with an
impact velocity of 6.3 ± 0.1 m/s.

5.11.6 The impact direction is perpendicular to the anterior-posterior axis of the

dummy and the axis of the impactor is aligned with the centre of the
middle force transducer.

5.11.7 The peak force of the impactor, obtained from the impactor acceleration
filtered using CFC 180 and multiplied by the impactor/armrest mass,
shall be between 9.5 and 11.1 kN, and occur after between
9.8 and 11.4 ms.

5.11.8 The force-time histories measured by the three abdominal force

transducers shall be summed and filtered using CFC 600. The peak
force of this sum shall be between 5.9 and 7.9 kN.

5.12 Pelvis

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

5.12.2 The impactor is a pendulum of 23.5 + 0.2 kg and 152 ± 2 mm diameter.

5.12.3 The impactor is equipped with an accelerometer sensitive in the direction

of impact and located on the impactor axis.

5.12.4 The impactor should freely swing onto the pelvis of the dummy with
an impact velocity of 4.3 ± 0,1 m/s.

5.12.5 The impact direction is perpendicular to the anterior-posterior axis of

the dummy and the axis of the impactor is aligned with the centre
of the H point foam cylinder.

5.12.6 The peak force of the impactor, obtained from the impactor acceleration
filtered using CFC 180 and multiplied by the impactor mass, should be
between 4.4 and 5.4 kN, and occur after between 10.3 and 15.5 ms.

5.12.7 The pubic symphysis force, filtered using CFC 600, should be between
1.04 and 1.64 kN and occur after between 9.9 and 15.9 ms.

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5.13 Legs
5.13.1 No dynamic certification procedure is defined for the legs.

Figure 3

Overview of the Side Impact Dummy Certification Test Set-up

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Figure 4

Neck and Lumbar Spine Certification Test Set-up

Figure 5
Pendulum Deceleration-time Corridor for Neck Certification Test

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Figure 6

Pendulum Deceleration-time Corridor for Lumbar Spine Certification Test

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ANNEX 3 (B)
(See Annex 1-2.2)
TECHNICAL DESCRIPTION OF THE SIDE IMPACT DUMMY

1. GENERAL

1.1. The side impact dummy prescribed in this standard, including the
instrumentation and calibration, is described in technical drawings and
user's manual (1).

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

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

2. CONSTRUCTION

2.1. For an overview of the side impact dummy see Figure 1 for a scheme
and the parts breakdown in Table 1 of this Annex.

2.2. Head
2.2.1. The head is shown as Part No. 1 in Figure 1 of this Annex.

2.2.2. The head consists of an aluminium shell covered by a pliable vinyl

skin. The interior of the shell is a cavity accommodating triaxial
accelerometers and ballast.

2.2.3. At the head-neck interface a load cell replacement is built in. This part
can be replaced with an upper neck load-cell.

2.3. Neck

2.3.1. The neck is shown as Part No. 2 in Figure 1 of this Annex.

2.3.2. The neck consists of a head-neck. interface piece, a neck-thorax

interface piece and a central section that links the two interfaces to one
another.

2.3.3. The head-neck interface piece (Part No. 2a) and the neck-thorax
interface piece (Part No. 2c) both consist of two aluminium disks
linked together by means of a half spherical screw and eight rubber
buffers.

(1)
The dummy is corresponding with the specification of the ES-2 dummy.
The number of the table of contents of the technical drawing is: No. E-AA-
DRAWING-LIST-7-25-032 dated on July 25, 2003. The complete set of ES-2
technical drawings and the ES-2 User Manual are deposited with the United Nations
Economic Commission for Europe (UNECE), Palais des Nations, Geneva,
Switzerland and may be consulted on request at the secretariat.
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2.3.4. The cylindrical central section (Part No. 2b) is made of rubber.
At both sides an aluminium disk of the interface pieces is moulded in
the rubber part.

2.3.5. The neck is mounted on the neck-bracket, shown as Part No. 2d in

Figure 1 of this Annex. This bracket can optionally be replaced with
a lower neck load-cell.

2.3.6. The angle between the two faces of the neck-bracket is 25°. Because
the shoulder block is inclined 5° backwards, the resulting angle
between the neck and torso is 20°.

2.4. Shoulder

2.4.1. The shoulder is shown as Part No. 3 in Figure 1 of this Annex.

2.4.2. The shoulder consists of a shoulder box, two clavicles and a shoulder
foam cap.

2.4.3. The shoulder box (Part No. 3a) consists of an aluminium spacer block,
an aluminium plate on top and an aluminium plate on the bottom of
the spacer block. Both plates are covered with a polytetrafluoretheen
(PTFE)-coating.

2.4.4. The clavicles (Part No. 3b), made of cast polyurethane (PU)-resin, are
designed to evolve over the spacer block. The clavicles are held back
in their neutral position by two elastic cords (Part No. 3c) which are
clamped to the rear of the shoulder box. The outer edge of both
clavicles accommodates a design allowing for standard arm positions.

2.4.5. The shoulder cap (Part No. 3d) is made of low-density polyurethane
foam and is attached to the shoulder block.

2.5. Thorax

2.5.1. The thorax is shown as Part No. 4 in Figure 1 of this Annex.

2.5.2. The thorax consists of a rigid thoracic spine box and three identical rib
modules.

2.5.3. The thoracic spine box (Part No. 4a) is made of steel. On the rear
surface a steel spacer and curved, polyurethane (PU)-resin, back plate
is mounted (Part No. 4b).

2.5.4. The top surface of the thoracic spine box is inclined 5° backwards.

2.5.5. At the lower side of the spine box T12 load cell or load cell
replacement (Part No. 4j) is mounted.

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2.5.6. A rib module (Part No. 4c) consists of a steel rib bow covered by
a flesh-simulating open-cell polyurethane (PU) foam (Part No. 4d),
a linear guide system assembly (Part No. 4e) linking the rib and spine
box together, a hydraulic damper (Part No. 4f) and a stiff damper
spring (Part No. 4g).

2.5.7. The linear guide system (Part No. 4e) allows the sensitive rib side of
the rib bow (Part No. 4d) to deflect with respect to the spine box
(Part No. 4a) and the non-sensitive side. The guide system assembly
is equipped with linear needle bearings.

2.5.8. A tuning spring is located in the guide system assembly (Part No. 4h).

2.5.9. A rib displacement transducer (Part No. 4i) can be installed on the
spine box mounted part of guide system (Part No. 4e) and connected
to the outer end of the guide system at the sensitive side of the rib.

2.6. Arms

2.6.1. The arms are shown as Part No. 5 in Figure 1 of this Annex.

2.6.2. The arms have a plastic skeleton covered by a polyurethane (PU) flesh
representation with a polyvinylchloride (PVC) skin. The flesh
representation consists of a high-density polyurethane (PU) moulding
upper part and a polyurethane (PU) foam lower part.

2.6.3. The shoulder-arm joint allows for discrete arm positions at 0°, 40° and
90° setting with respect to the torso axis.

2.6.4. The shoulder-arm joint allows for a flexion-extension rotation only.

2.7. Lumbar Spine

2.7.1. The lumbar spine is shown as Part No. 6 in Figure 1 of this Annex.

2.7.2. The lumbar spine consists of a solid rubber cylinder with two steel
interface plates at each end, and a steel cable inside the cylinder.

2.8. Abdomen

2.8.1. The abdomen is shown as Part No. 7 in Figure l of this Annex.

2.8.2. The abdomen consists of a rigid central part and a foam covering.

2.8.3. The central part of the abdomen is a metal casting (Part No. 7a).
A cover plate is mounted on top of the casting.

2.8.4. The covering (Part No. 7b) is made of polyurethane (PU) foam.
A curved slab of rubber filled with lead-pellets is integrated in the
foam covering at both sides.

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2.8.5. Between the foam covering and the rigid casting at each side of the
abdomen, either three force transducers (Part No. 7c) or three
non-measuring replacement units can be mounted.

2.9. Pelvis

2.9.1. The pelvis is shown as Part No. 8 in Figure 1 of this Annex.

2.9.2. The pelvis consists of a sacrum block, two iliac wings, two hip joints
assemblies and a flesh simulating foam covering.

2.9.3. The sacrum (Part No. 8a) consists of a mass tuned metal block and
a metal plate mounted on top of this block. In the aft side of the block
is a cavity to facilitate the application of instrumentation.

2.9.4. The iliac wings (Part No. 8b) are made of polyurethane (PU)-resin.

2.9.5. The hip joints assemblies (Part No. 8c) are made of steel parts.
They consist of an upper femur bracket and a ball joint connected to
an axle passing through the dummy's H-Point. The upper femur
bracket abduction and adduction capability is buffered by rubber stops
at the ends of the range of motion.

2.9.6. The flesh system (Part No. 8d) is made of a polyvinylchloride (PVC)
skin filled with polyurethane (PU) foam. At the H-Point location the
skin is replaced by open-cell polyurethane (PU) foam block
(Part No. 8e) backed up with a steel plate fixed on the iliac wing by
an axle going through the ball joint.

2.9.7. The iliac wings are attached to the sacrum block at the aft side and
linked together at the pubic symphysis location by a force transducer
(Part No. 8f) or a replacement transducer.

2.10. Legs

2.10.1. The legs are shown as Part No. 9 in Figure 1 of this Annex.

2.10.2. The legs consist of a metal skeleton covered by a flesh-simulating

polyurethane (PU) foam with a polyvinylchloride (PVC) skin.

2.10.3. A high-density polyurethane (PU) moulding with a polyvinylchloride

(PVC) skin represents the thigh flesh of the upper legs.

2.10.4. The knee and ankle joint allow for a flexion/extension rotation only.

2.11. Suit

2.11.1. The suit is not shown in Figure 1 of this Annex.

2.11.2. The suit is made of rubber and covers the shoulders, thorax, upper part
of the arms, the abdomen and lumbar spine, the upper part of the
pelvis.
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Figure 1
Construction of Side Impact Dummy

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Table 1
Side Impact Dummy Components (See Figure 1)

Part No. Description Number

per dummy
1 Head 1
2 Neck 1
2a Head-neck interface 1
2b Central section 1
2c Neck-thorax interface 1
2d Neck-bracket 1
3 Shoulder 1
3a Shoulder box 1
3b Clavicle 2
3c Elastic cord 2
3d Shoulder foam cap 1
4 Thorax 1
4a Thoracic spine 1
4b Back plate (curved) 1
4c Rib module 3
4d Rib bow covered with flesh 3
4e Piston-cylinder assembly 3
4f Damper 3
4g Stiff damper spring 3
4h Tuning spring 3
4I Displacement transducer 3
4j T12 load cell or load cell replacement 1
5 Arm 2
6 Lumbar spine 1
7 Abdomen 1
7a Central casting 1
7b Foam covering 1
7c Force transducer or replacement 3
8 Pelvis 1
8a Sacrum block 1
8b Iliac wings 2
8c Hip joint assembly 2
8d Flesh covering 1
8e H-Point foam block 1
8f Force transducer or replacement 1
9 Leg 2
10 Suit 1

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3. ASSEMBLY OF THE DUMMY

3.1. Head-neck
3.1.1. The required torque on the half spherical screws for assembly of the
neck is 10 Nm.

3.1.2. The head-upper neck load cell assembly is mounted to the head-neck
interface plate of the neck by four screws.

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

3.2. Neck-shoulder-thorax
3.2.1. The neck-bracket is mounted to the shoulder block by four screws.

3.2.2. The shoulder-block is mounted to the top-surface of the thoracic spine

box by three screws.
3.3. Shoulder-arm
3.3.1. The arms are mounted to the shoulder clavicles by means of a screw
and an axial bearing. The screw shall be tightened to obtain a 1 - 2 g
holding force of the arm on its pivot.
3.4. Thorax-lumbar spine-abdomen

3.4.1. The mounting direction of rib modules in the thorax shall be adapted
to the required impact side.

3.4.2. A lumbar spine adaptor is mounted to the T12 load cell or load cell
replacement at the lower part of the thoracic spine by two screws.

3.4.3. The lumbar spine adaptor is mounted to the top plate of the lumbar
spine with four screws.

3.4.4. The mounting flange of the central abdominal casting is clamped

between the lumbar spine adaptor and the lumbar spine top plate.

3.4.5. The location of the abdominal force transducers shall be adapted to the
required impact side.

3.5. Lumbar spine-pelvis-legs

3.5.1. The lumbar spine is mounted to the sacrum block cover plate by three
screws. In case of using the lower lumbar spine load cell four screws
are used.

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

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3.5.3. The legs are mounted to the upper femur bracket of the pelvis hip
joint assembly by a screw.
3.5.4. The knee and ankle links in the legs can be adjusted to obtain
a 1 - 2 g holding force.

4 MAIN CHARACTERISTICS
4.1 Mass
4.1.1 The masses of the main dummy components are presented in Table 2
of this Annex.
Table 2
Dummy component Masses

Component Mass (kg) Tolerance Principal Contents

(body part) ± (kg)
Head 4.0 0.2 Complete head assembly including
tri-axial accelerometer and upper
neck load cell or replacement
Neck 1.0 0.05 Neck, not including neck-bracket
Thorax 22.4 1.0 Neck bracket, shoulder cap,
shoulders assembly, arm attachment
bolts, spine box, torso back plate,
rib modules, rib deflection
transducers, torso back plate load
cell or replacement, T12-load cell
or replacement, abdomen central
casting, abdominal force
transducers, 2/3 of suit.
Arm (each) 1.3 0.1 Upper arm, including arm
positioning plate (each)
Abdomen 5.0 0.25 Abdomen flesh covering and
and lumbar lumbar spine
spine
Pelvis 12.0 0.6 Sacrum block, lumbar spine
mounting plate, hip ball joints,
upper femur brackets, iliac wings,
pubic force transducer, pelvis flesh
covering, ⅓ of suit.
Leg (each) 12.7 0.6 Foot, lower and upper leg and flesh
as far as junction with upper femur
(each).
Total 72.0 1.2
dummy

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4.2 Principal Dimensions

4.2.1 The principle dimensions of the side impact dummy, based on Figure 2 of
this Annex, are given in Table 3 of this Annex.

Figure 2

Measurements for Principle Dummy Dimensions (see Table 3)

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Table 3
Principle Dummy Dimensions

No. Parameter Dimension (mm)

1. Sitting height 909 ± 9

2. Seat to shoulder joint 565 ± 7
3. Seat to lower face of thoracic spine box 351 ± 5
4. Seat to hip joint (centre of bolt) 100 ± 3
5. Sole to seat, sitting 442 ± 9
6. Head width 155 ± 3
7. Shoulder/arm width 470 ± 9
8. Thorax width 327 ± 5
9. Abdomen width 280 ± 7
10. Pelvis lap width 366 ± 7
11. Head depth 201 ± 5
12. Thorax depth 267 ± 5
13. Abdomen depth 199 ± 5
14. Pelvis depth 240 ± 5
15. Back of buttocks to hip joint (centre of bolt) 155 ± 5
16. Back of buttocks to front knee 606 ± 9

5 CERTIFICATION OF THE DUMMY

5.1 Impact Side

5.1.1 Depending on the vehicle side to be impacted, dummy parts should be

certified on the left hand side or right hand side.

5.1.2 The configurations of the dummy with regards to the mounting direction
of the rib modules and the location of the abdominal force transducers
shall be adapted to the required impact side.

5.2 Instrumentation

5.2.1 All instrumentation shall be calibrated in compliance with the

requirements of the documentation specified in paragraph 1.3.

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5.2.2 All instrumentation channels shall comply with ISO 6487:2000 or

SAE J211 (March 1995) data channel recording specification.

5.2.3 The minimum number of channels required to comply with this standard
is ten:
Head accelerations (3),
Thorax rib displacements (3),
Abdomen loads (3) and
Pubic symphysis load (1).

5.2.4 Additionally a number of optional instrumentation channels (38) are

available:
Upper neck loads (6),
Lower neck loads (6),
Clavicle loads (3),
Torso back plate loads (4),
T1 accelerations (3),
T12 accelerations (3),
Rib accelerations (6, two on each rib),
T12 spine loads (4),
Lower lumbar loads (3),
Pelvis accelerations (3) and
Femur loads (6).
Additional four position indicator channels are optionally available:
Thorax rotations (2) and
Pelvis rotations (2)

5.3 Visual Check

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

5.4 General Test Set-up

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

5.4.2 The certification test set-up arrangements and testing procedures shall be
in accordance with the specification and requirements of the
documentation specified in paragraph 1.3.

5.4.3 The tests on the head, neck, thorax and lumbar spine are carried out on
sub-assemblies parts of the dummy.

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

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5.4.5 All parts to be certified should be kept in the test room for a period of at
least four hours at a temperature between and including 18°C and 22°C
and a relative humidity between and including 10% and 70% prior to
a test.
5.4.6 The time between two certification tests on the same part should be at least
30 minutes.

5.5 Head
5.5.1 The head sub-assembly, including the upper neck load cell replacement, is
certified in a drop test from 200 ± 1 mm onto a flat, rigid impact surface.
5.5.2 The angle between the impact surface and the mid-sagittal plane of the
head is 35° ± 1° allowing an impact to the upper part of the head side
(this can be realised with a sling harness or a head drop support bracket
with a mass of 0.075 ± 0.005 kg).

5.5.3 The peak resultant head acceleration, filtered using ISO 6487:2000 CFC
1000, should be between 100 g and 150 g.

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

5.6 Neck
5.6.1 The head-neck interface of the neck is mounted to a special certification
headform with a mass of 3.9 ± 0.05 kg (see Figure 6), with the help of
a 12 mm thick interface plate with a mass of 0.205 ± 0.05 kg.

5.6.2 The head-form and neck are mounted upside-down to the bottom of
a neck-pendulum (1) allowing a lateral motion of the system.

5.6.3 The neck-pendulum is equipped with a uni-axial accelerometer according

to the neck pendulum specification (see Figure 5).

5.6.4 The neck-pendulum should be allowed to fall freely from a height chosen
to achieve an impact velocity of 3.4 ± 0.1 m/s measured at the pendulum
accelerometer location.

5.6.5 The neck-pendulum is decelerated from impact velocity to zero by an

(2)
appropriate device , as described in the neck pendulum specification
(see Figure 5), resulting in a velocity change -time history inside the
corridor specified in Figure 7 and Table 4 of this Annex. All channels
have to be recorded according to the ISO 6487:2000 or SAE J211 (March
1995) data channel recording specification and filtered digitally using
ISO 6487:2000 CFC 180.

(1)
Neck pendulum corresponding with American Code of Federal Regulation 49 CFR
Chapter V Part 572.33 (10-1-00 Edition) (See also Figure 5).
(2)
The use of 3 –inch honeycomb is recommended
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Table 4

Pendulum Velocity Change − Time Corridor for Neck Certification Test

Upper Velocity Lower Boundary Velocity (m/s)

Boundary (m/s) Time (s)
Time (s)
0.001 0.0 0 -0.05

0.003 -0.25 0.0025 -0.375

0.014 -3.2 0.0135 -3.7

0.017 -3.7

5.6.6 The maximum headform flexion angle relative to the pendulum

(Angle dθA + dθC in Figure 6) should be between and including 49.0° and
59.0° and should occur between and including 54.0 and 66.0 ms.

5.6.7 The maximum headform centre of gravity displacements measured in

angle dθA and dθB (see Figure 6) should be: Fore pendulum base angle
dθA between and including 32.0° and 37.0°occurring between and
including 53.0 and 63.0 ms and aft pendulum base angle dθB between and
including 0.81* (angle dθA) + 1.75 and 0.81* (angle dθA) + 4.25°
occurring between and including 54.0 and 64.0 ms

5.6.8 The neck performance can be adjusted by replacing the eight circular
section buffers with buffers of another shore hardness

5.7 Shoulder

5.7.1 The length of the elastic cord should be adjusted so that a force between
and including 27.5 N and 32.5 N applied in a forward direction 4 ±1 mm
from the outer edge of the clavicle in the same plane as the clavicle
movement, is required to move the clavicle forward.

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

5.7.3 The impactor is a pendulum with a mass of 23.4 ±0.2 kg and diameter of
(1)
152.4 ± 0.25 mm with an edge radius of 12.7 mm The impactor is
suspended from rigid hinges by four wires with the centre line of the
impactor at least 3.5 m below the rigid hinges (see Figure 4).

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

5.7.5 The impactor should freely swing onto the shoulder of the dummy with an
impact velocity of 4.3 ± 0.1 m/s.

5.7.6 The impact direction is perpendicular to the anterior-posterior axis of the

dummy and the axis of the impactor coincides with the axis of the upper
arm pivot.

5.7.7 The peak acceleration of the impactor, filtered using ISO 6487:2000
CFC 180, should be between and including 7.5 and 10.5 g.

5.8 Arms

5.8.1 No dynamic certification procedure is defined for the arms.

5.9 Thorax

5.9.1 Each rib module is certified separately.

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

5.9.3 The impactor is a free fall mass of 7.78 ± 0.1 kg with a flat face and
a diameter of 150 ± 2 mm.

5.9.4 The centre line of the impactor should be aligned with the centre line of
the rib's guide system.

5.9.5 The impact severity is specified by the drop heights of 815, 204 and
459 mm. These drop heights result in velocities of approximately 4, 2 and
3 m/s respectively. Impact drop heights should be applied with an
accuracy of 1%.

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

5.9.7 The rib certification requirements are given in Table 5 of this Annex.

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

(1)
Pendulum corresponding with American Code of Federal Regulation 49 CFR
Chapter V Part 572.36(a) (10-1-00 Edition (See also Figure 4).

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Table 5
Requirements for Full Rib Module Certification

Test Drop height Minimum Maximum

sequence (accuracy 1%) Displacement Displacement
(mm) (mm) (mm)
1 815 46.0 51.0
2 204 23.5 27.5
3 459 36.0 40.0

5.10 Lumbar spine

5.10.1 The lumbar spine is mounted to the special certification headform with
a mass of 3.9 ± 0.05 kg (see Figure 6), with the help of a 12 mm thick
interface plate with a mass of 0.205 ± 0.05 kg.
5.10.2 The headform and lumbar spine are mounted upside-down to the bottom of
a neck-pendulum (1) allowing a lateral motion of the system.
5.10.3 The neck-pendulum is equipped with an uniaxial accelerometer according
to the neck-pendulum specification (see Figure 5).
5.10.4 The neck-pendulum should be allowed to fall freely from a height chosen
to achieve an impact velocity of 6.05 ± 0.1 m/s measured at the pendulum
accelerometer location.
5.10.5 The neck-pendulum is decelerated from impact velocity to zero by an
(2)
appropriate device, , as described in the neck-pendulum specification
(see Figure 5), resulting in a velocity change -time history inside the
corridor specified in Figure 8 and Table 6 of this Annex. All channels have
to be recorded according to the ISO 6487:2000 or SAE J211 (March 1995)
data channel recording specification and filtered digitally, using
ISO 6487:2000 CFC 180.
Table 6
Pendulum Velocity Change −
Time Corridor for Lumbar Spine Certification Test
Upper Velocity (m/s) Lower Boundary Velocity
Boundary Time (s) (m/s)
Time (s)
0.001 0.0 0 -0.05
0.0037 -0.2397 0.0027 -0.425
0.027 -5.8 0.0245 -6.5
0.03 -6.5

(1)
Neck pendulum corresponding with American Code of Federal Regulation 49 CFR
Chapter V Part 572.33 (10-1-00 Edition) (See also Figure 5).
(2)
The use of 6-inch honeycomb is recommended (see Figure 5).
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5.10.6 The maximum headform flexion angle relative to the pendulum
(Angle dθA + dθC in Figure 6) should be between and including 45.0° and
55.0° and should occur between and including 39.0 and 53.0 ms.

5.10.7 The maximum headform centre of gravity displacements measured in

angle dθA and dθB (see Figure 6) should be: Fore pendulum base angle
dθA between and including 31.0° and 35.0° occurring between and
including 44.0 and 52.0 ms and aft pendulum base angle dθB between and
including 0.8* (angle dθA) + 2.00 and 0.8* (angle dθA) + 4.50° occurring
between and including 44.0 and 52.0 ms.

5.10.8 The performance of the lumbar spine can be adjusted by changing tension
in the spine cable.

5.11 Abdomen

5.11.1 The dummy is seated on a flat, horizontal, rigid surface with no back
support. The thorax is positioned vertically, while the arms and legs are
positioned horizontally.
5.11.2 The impactor is a pendulum with a mass of 23.4 ±0.2 kg and diameter of
152.4 ± 0.25 mm with an edge radius of 12.7 mm (1). The impactor is
suspended from rigid hinges by eight wires with the centre line of the
impactor at least 3.5 m below the rigid hinges (see Figure 4).

5.11.3 The impactor is equipped with an accelerometer sensitive in the direction

of impact and located on the impactor axis.

5.11.4 The pendulum equipped with a horizontal "arm rest" impactor face of
1.0 ± 0.01 kg. The total mass of the impactor with the arm rest face is
24.4 ±0.21 kg. The rigid "arm rest" is 70 ± 1 mm high, 150 ± 1 mm wide
and should be allowed to penetrate at least 60 mm into the abdomen.
The centreline of the pendulum coincides with the centre of the "arm rest".

5.11.5 The impactor should freely swing onto the abdomen of the dummy with an
impact velocity of 4.0 ± 0.1 m/s.

5.11.6 The impact direction is perpendicular to the anterior-posterior axis of the

dummy and the axis of the impactor is aligned with the centre of the
middle abdominal force transducer.

5.11.7 The peak force of the impactor, obtained from the impactor acceleration
filtered using ISO 6487:2000 CFC 180 and multiplied by the
impactor/armrest mass, should be between and including 4.0 and 4.8 kN,
and occur between and including 10.6 and 13.0 ms.

5.11.8 The force-time histories measured by the three abdominal force

transducers shall be summed and filtered using ISO 6487:2000 CFC 600.
The peak force of this sum should be between and including 2.2 and
2.7 kN, and occur between and including 10.0 and 12.3 ms.

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5.12 Pelvis

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

5.12.2 The impactor is a pendulum with a mass of 23.4 ± 0.2 kg and diameter of
152.4 ± 0.25 mm with an edge radius of 12.7 mm (1). The impactor is
suspended from rigid hinges by eight wires with the centre line of the
impactor at least 3.5 m below the rigid hinges (see Figure 4).

5.12.3 The impactor is equipped with an accelerometer sensitive in the direction

of impact and located on the impactor axis.

5.12.4 The impactor should freely swing onto the pelvis of the dummy with an
impact velocity of 4.3 ± 0.1 m/s.

5.12.5 The impact direction is perpendicular to the anterior-posterior axis of the

dummy and the axis of the impactor is aligned with the centre of the
H-Point back plate.

5.12.6 The peak force of the impactor, obtained from the impactor acceleration
filtered using ISO 6487:2000 CFC 180 and multiplied by the impactor
mass, should be between and including 4.4 and 5.4 kN, and occur
between and including 10.3 and 15.5ms.

5.12.7 The pubic symphysis force, filtered using ISO 6487:2000 CFC 600,
should be between and including 1.04 and 1.64 kN and occur between
and including 9.9 and 15.9 ms.

5.13 Legs

5.13.1 No dynamic certification procedure is defined for the legs

(1)
Pendulum corresponding with American Code of Federal Regulation 49 CFR Chapter
V Part 572.36(a) (10-1-00 Edition) (See also Figure 4).

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Figure 3
Overview of Dummy Certification Test Set-up

23.4 kg Pendulum Impactor Suspension

Left: Four Wires Suspension (Cross Wires Removed)
Right: Eight Wires Suspension

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Figure 5

Neck Pendulum Specification According to

American Code of Federal Regulation
(49 CFR Chapter V Part 572.33)

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Figure 6

Neck and Lumbar Spine Certification Test Set-up

(Angles dθA, dθB and dθC Measured with Headform)

Pendulum velocity change corridor for neck certification

Velocity in [m/s]

0.0

-1.0

-2.0

-3.0

-4.0

-5.0

-6.0

-7.0

Figure 7
Pendulum Velocity Change − Time Corridor
for Neck Certification Test

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Pendulum velocity change corridor for

lumbar spine certification

0.0

-1.0

-2.0

-3.0

-4.0

-5.0

-6.0

-7.0

Velocity in [m/s]
Figure 8

Pendulum Velocity Change − Time Corridor

for Lumbar Spine Certification Test

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ANNEX 4 (A)
(See Annex 1-6.1)
INSTALLATION OF THE SIDE IMPACT DUMMY

1. GENERAL

1.1. The side impact dummy to be used for the following installation
procedure is described in Annex 3 (A) to this standard.

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

2.2. Clothe the dummy in form-fitting cotton-stretch underwear with short

sleeves and mid-calf length trousers. Each foot is equipped with
a shoe.
2.3. Place the dummy in the outboard front seat of the impacted side as
described in the side impact test procedure specification.
2.4. The plane of symmetry of the dummy shall coincide with the vertical
median plane of the specified seating position.
2.5. The pelvis of the dummy shall be positioned such that a lateral line
passing through the dummy H points is perpendicular to the
longitudinal centre plane of the seat. The line through the dummy
H points shall be horizontal with a maximum inclination of ± 2°.
2.6. The upper torso shall be bent forward and then laid back firmly
against the seat back. The shoulders of the dummy shall be set fully
rearward.
2.7. Irrespective of the seating position of the dummy, the angle between
the upper arm and the torso arm reference line on each side shall be
40°± 5°. The torso arm reference line is defined as the intersection of
the plane tangential to the front surface of the ribs and the longitudinal
vertical plane of the dummy containing the arm.
2.8. For the driver's seating position, without inducing pelvis or torso
movement, place the right foot of the dummy on the undepressed
accelerator pedal with the heel resting as far forward as possible on the
floor-pan. Set the left foot perpendicular to the lower leg with the heel
resting on the floor-pan in the same lateral line as the right heel. Set
the knees of the dummy such that their outside surfaces are
150 ± 10 mm from the plane of symmetry of the dummy. If possible
within these constraints place the thighs of the dummy in contact with
the seat cushion.

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

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ANNEX 4 (B)
(See Annex 1-2.2)
INSTALLATION OF THE SIDE IMPACT DUMMY

1. GENERAL

1.1. The side impact dummy as described in Annex 3 (B) of this standard
is to be used according the following installation procedure.

2. INSTALLATION

2.1. Adjust the knee and ankle joints so that they just support the lower leg
and the foot when extended horizontally (1 to 2 g − adjustment).

2.2. Check if the dummy is adapted to the desired impact direction.

2.3. The dummy shall be clothed in a form-fitting cotton stretch mid-calf

length pant and may be clothed in a form-fitting cotton stretch shirt
with short sleeves.
2.4. Each foot shall be equipped with a shoe.

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

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

2.7. The pelvis of the dummy shall be positioned such that a lateral line
passing through the dummy H-Points is perpendicular to the
longitudinal centre plane of the seat. The line through the dummy
H-Points shall be horizontal with a maximum inclination of ± 2° (1).
The correct position of the dummy pelvis can be checked relative to
the H-point of the H-point Manikin by using the M3 holes in the
H-point back plates at each side of the ES-2 pelvis. The M3 holes are
indicated with "Hm". The "Hm" position should be in a circle with
a radius of 10 mm round the H-point Manikin.

2.8. The upper torso shall be bent forward and then laid back firmly
against the seat back (see Note 1). The shoulders of the dummy shall
be set fully rearward.

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

(1)
The dummy can be equipped with tilt sensors in the thorax and the pelvis. These
instruments can help to obtain the desired position.

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

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

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ANNEX 5
(See 6.1.2.2)

PARTIAL TEST

1. PURPOSE

The purpose of these tests is to verify whether the modified vehicle

presents at least the same (or better) energy absorption characteristics
than the vehicle type approved under this standard.

2. PROCEDURES AND INSTALLATIONS

2.1. Reference Tests

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

2.1.1.1. The head form impactor, defined in paragraph 3.1.1, shall hit at
24.1km/h, in the area impacted for the EuroSID head during the
approval of the vehicle. Test result shall be recorded, and the HPC
calculated. However, this test shall not be carried out when, during the
tests described in Annex 1 of this standard:
where there has been no head contact, or
when the head contacted the window glazing only, provided that the
window glazing is not laminated glass.

2.1.1.2. The body block impactor, defined in paragraph 3.2.1, shall hit at
24.1 km/h in the lateral area impacted by the EuroSID shoulder, arm
and thorax during the approval of the vehicle. Test result shall be
recorded, and the HPC calculated.
2.1.2. Approval Test

2.1.2.1. Using the new padding materials, seat, etc. presented for the approval
extension, and mounted in a new lateral structure of the vehicle, tests
specified in paragraphs 2.1.1.1 and 2.1.1.2, shall be repeated, the new
results recorded, and their HPC calculated.

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

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

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3. TEST EQUIPMENT

3.1. Head Form Impactor (Figure 2)

3.1.1. This apparatus consists of a fully guided linear impactor, rigid, with
a mass of 6.8 kg. Its impact surface is hemispherical with a diameter of
165 mm.

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

3.2. Body Block Impactor (Figure 3)

3.2.1. This apparatus consists of a fully guided linear impactor, rigid, with
a mass of 30 kg. Its dimensions and transversal section is presented in
Figure 3.

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

Figure 1

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Figure 2
Head Form Impactor

Figure 3
Body Block Impactor

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ANNEX 6
(See 6.2)

GUIDELINE FOR SELECTION OF WORST CASE AND

EXTENSION OF APPROVAL

1. The guidelines for selection of worst case and extension of approval are
as follows:

1.1. Side sill height from ground: Configuration with the lowest height
should be selected. E.g. Smallest size of tyres. A decrease in sill height
from ground by more than 15mm due to change in suspension height
etc. will require a re-test.

1.2. Door trim design and trim material: Change in trim design and trim
material can be certified with a partial test as given in Annex 5.

1.3. Door construction: Weakest construction for the front door to be

selected. Change in the front door construction e.g. door intrusion beam
etc. will require a re-test.

1.4. Seating position: If there are two seat strokes with similar seat
structure, the seat position resulting in minimum gap between the
vehicle structure and the occupant should be selected for the test. Any
change in the R-point resulting in lower distance between the intruding
structure and occupant will require a re-test

1.5. R point height from ground: Decrease in height of the R point from
the ground by more than 15mm will require a re-test.

1.6. Vehicles equipped with side airbags: Partial test as per Annex 5 can
be used to certify an airbag version if the base vehicle (without airbag)
meets the requirements.

1.7. Fuel tank location: Tank location closest to the intruding structure.
A change in the fuel tank location resulting in the fuel tank being
located away from the impact side will not require a re-test.

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 AIS-099
ANNEX 7
(See Introduction)
COMMITTEE COMPOSITION *
Automotive Industry Standards Committee

Chairman
Shri Shrikant R. Marathe Director
The Automotive Research Association of India, Pune
Members Representing
Representative from Ministry of Shipping, Road Transport & Highways
(Dept. of Road Transport & Highways), New Delhi

Representative from Ministry of Heavy Industries & Public Enterprises

(Department of Heavy Industry), New Delhi
Shri Chandan Saha Office of the Development Commissioner, Small Scale
Industries, Ministry of Small Scale Industries, New Delhi
Shri Rakesh Kumar Bureau of Indian Standards, New Delhi

Director Central Institute of Road Transport, Pune

Shri D. P. Saste
(Alternate)
Dr. M. O. Garg Indian Institute of Petroleum, Dehra Dun
Dr. C. L. Dhamejani Vehicles Research & Development Establishment,
Ahmednagar

Representatives from Society of Indian Automobile Manufacturers

Shri T.C. Gopalan Tractor Manufacturers Association, New Delhi

Shri Ramakant Garg
(Alternate)
Shri K.N.D. Automotive Components Manufacturers Association of
Nambudiripad India, New Delhi

Shri Arvind Gupta Automotive Components Manufacturers Association of

India, New Delhi

Member Secretary
Mrs. Rashmi Urdhwareshe
Deputy Director
The Automotive Research Association of India, Pune
* At the time of approval of this Automotive Industry Standard (AIS)

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