Europäische Union

2005/614/EG: Beschluss des Rates vom 18. Juli 2005 über den Beitritt der Gemeinschaft zu zwei Regelungen der Wirtschaftskommission der Vereinten Nationen für Europa: Regelung Nr. 94 über Bedingungen für die Genehmigung der Fahrzeuge hinsichtlich des Schutzes der Insassen bei einem Frontaufprall und Regelung Nr. 95 über Bedingungen für die Genehmigung der Fahrzeuge hinsichtlich des Schutzes der Insassen bei einem Seitenaufprall (Text von Bedeutung für den EWR)

Amtliche Ursprungsfassung

Quellenkennung: 32005D0614. Spätere Änderungen sind nicht automatisch in dieser Fassung enthalten.

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r leg and foot 1. UPPER FOOT IMPACT TEST 1.1. The objective of this test is to measure the response of the Hybrid III foot and ankle to well-defined, hard faced pendulum impacts. 1.2. The complete Hybrid III lower leg assembly, left (86-5001-001) and right (86-5001-002), equipped with the foot and ankle assembly, left (78051-614) and right (78051-615), shall be used, including the knee assembly. The load cell simulator (78051-319 Rev. A) shall be used to secure the knee assembly (78051-16 Rev B) to the test fixture. 1.3. Test procedure 1.3.1. Each leg assembly shall be maintained (soaked) for four hours prior to the test at a temperature of 22 °C ± 3 °C and a relative humidity of 40 ± 30 %. The soak period shall not include the time required to reach steady state conditions. 1.3.2. Clean the impact surface of the skin and also the impactor face with isopropyl alcohol or equivalent prior to the test. Dust with talc. 1.3.3. Align the impactor accelerometer with its sensitive axis parallel to the direction of impact at contact with the foot. 1.3.4. Mount the leg assembly to the fixture shown in Figure 1. The test fixture shall be rigidly secured to prevent movement during impact. The centreline of the femur load cell simulator (78051-319) shall be vertical with a tolerance of ± 0,5°. Adjust the mount such that the line joining the knee clevis joint and the ankle attachment bolt is horizontal with a tolerance of ± 3°, with the heel resting on two sheets of a flat low friction (PTFE sheet) surface. Ensure that the tibia flesh is located fully towards the knee end of the tibia. Adjust the ankle such that the plane of the underside of the foot is vertical and perpendicular to the direction of impact with a tolerance of ± 3° and such that the mid-sagittal plane of the foot is aligned with the pendulum arm. Adjust the knee joint to 1,5 ± 0,5 g range before each test. Adjust the ankle joint so that it is free and then tighten just sufficiently to keep the foot stable on the PTFE sheet. 1.3.5. The rigid impactor comprises a horizontal cylinder diameter 50 ± 2 mm and a pendulum support arm diameter 19 ± 1 mm (Figure 4). The cylinder has a mass of 1,25 ± 0,02 kg including instrumentation and any part of the support arm within the cylinder. The pendulum arm has a mass of 285 ± 5 g. The mass of any rotating part of the axle to which the support arm is attached should not be greater than 100 g. The length between the central horizontal axis of the impactor cylinder and the axis of rotation of the whole pendulum shall be 1 250 ± 1 mm. The impact cylinder is mounted with its longitudinal axis horizontal and perpendicular to the direction of impact. The pendulum shall impact the underside of the foot, at a distance of 185 ± 2 mm from the base of the heel resting on the rigid horizontal platform, so that the longitudinal centreline of the pendulum arm falls within 1° of a vertical line at impact. The impactor shall be guided to exclude significant lateral, vertical or rotational movement. 1.3.6. Allow a period of at least 30 minutes between successive tests on the same leg. 1.3.7. The data acquisition system, including transducers, shall conform to the specifications for CFC 600, as described in Annex 8. 1.4. Performance specification 1.4.1. When each ball of the foot is impacted at 6,7 (± 0,1) m/s in accordance with paragraph 1.3, the maximum lower tibia bending momentum about the y-axis (My) shall be 120 ± 25 Nm. 2. LOWER FOOT IMPACT TEST WITHOUT SHOE 2.1. The objective of this test is to measure the response of the Hybrid III foot skin and insert to well-defined, hard faced pendulum impacts. 2.2. The complete Hybrid III lower leg assembly, left (86-5001-001) and right (86-5001-002), equipped with the foot and ankle assembly, left (78051-614) and right (78051-615), shall be used, including the knee assembly. The load cell simulator (78051-319 Rev. A) shall be used to secure the knee assembly (78051-16 Rev. B) to the test fixture. 2.3. Test procedure 2.3.1. Each leg assembly shall be maintained (soaked) for four hours prior to the test at a temperature of 22 ± 3 °C and a relative humidity of 40 ± 30 %. The soak period shall not include the time required to reach steady state conditions. 2.3.2. Clean the impact surface of the skin and also the impactor face with isopropyl alcohol or equivalent prior to the test. Dust with talc. Check that there is no visible damage to the energy absorbing insert to the heel. 2.3.3. Align the impactor accelerometer with its sensitive axis parallel to the impactor longitudinal centre-line. 2.3.4. Mount the leg assembly to the fixture shown in Figure 2. The test fixture shall be rigidly secured to prevent movement during impact. The centre line of the femur load cell simulator (78051-319) shall be vertical with a tolerance of ± 0,5°. Adjust the mount such that the line joining the knee clevis joint and the ankle attachment bolt is horizontal with a tolerance of ± 3° with the heel resting on two sheets of a flat low friction (PTFE sheet) surface. Ensure that the tibia flesh is located fully towards the knee end of the tibia. Adjust the ankle such that the plane of the underside of the foot is vertical and perpendicular to the direction of the impact with a tolerance of ± 3° and such that the mid sagittal plane of the foot is aligned with the pendulum arm. Adjust the knee joint to 1,5 ± 0,5 g range before each test. Adjust the ankle joint so that it is free and then tighten just sufficiently to keep the foot stable on the PTFE sheet. 2.3.5. The rigid impactor comprises a horizontal cylinder diameter 50 ± 2 mm and a pendulum support arm diameter 19 ± 1 mm (Figure 4). The cylinder has a mass of 1,25 ± 0,02 kg including instrumentation and any part of the support arm within the cylinder. The pendulum arm has a mass of 285 ± 5 g. The mass of any rotating part of the axle to which the support arm is attached should not be greater than 100 g. The length between the central horizontal axis of the impactor cylinder and the axis of rotation of the whole pendulum shall be 1 250 ± 1 mm. The impact cylinder is mounted with its longitudinal axis horizontal and perpendicular to the direction of impact. The pendulum shall impact the underside of the foot, at a distance of 62 ± 2 mm from the base of the heel resting on the rigid horizontal platform, so that the longitudinal centre-line of the pendulum arm falls within 1° of a vertical line at impact. The impactor shall be guided to exclude significant lateral, vertical or rotational movement. 2.3.6. Allow a period of at least 30 minutes between successive tests on the same leg. 2.3.7. The data acquisition system, including transducers, shall conform to the specifications for CFC 600, as described in Annex 8. 2.4. Performance specification 2.4.1. When each heel of the foot is impacted at 4,4 ± 0,1 m/s in accordance with paragraph 2.3, the maximum impactor acceleration shall be 295 ± 50 g. 3. LOWER FOOT IMPACT TEST (WITH SHOE) 3.1. The objective of this test is to control the response of the Shoe and Hybrid III heel flesh and ankle joint to well-defined, hard-faced pendulum impacts. 3.2. The complete Hybrid III lower leg assembly, left (86-5001-001) and right (86-5001-002), equipped with the foot and ankle assembly, left (78051-614) and right (78051-615), shall be used, including the knee assembly. The load cell simulator (78051-319 Rev A) shall be used to secure the knee assembly (78051-16 Rev B) to the test fixture. The foot shall be fitted with the shoe specified in Annex 5, paragraph 2.9.2. 3.3. Test procedure 3.3.1. Each leg assembly shall be maintained (soaked) for four hours prior to the test at a temperature of 22 ± 3 °C and a relative humidity of 40 ± 30 %. The soak period shall not include the time required to reach steady state conditions. 3.3.2. Clean the impact surface of the underside of the shoe with a clean cloth and the impactor face with isopropyl alcohol or equivalent prior to the test. Check that there is no visible damage to the energy absorbing insert to the heel. 3.3.3. Align the impactor accelerometer with its sensitive axis parallel to the impactor longitudinal centre-line. 3.3.4. Mount the leg assembly to the fixture shown in Figure 3. The test fixture shall be rigidly secured to prevent movement during impact. The centre-line of the femur load cell simulator (78051-319) shall be vertical with a tolerance of ± 0,5°. Adjust the mount such that the line joining the knee clevis joint and the ankle attachment bolt is horizontal with a tolerance of ± 3°, with the heel of the shoe resting on two sheets of a flat low friction (PTFE sheet) surface. Ensure that the tibia flesh is located fully towards the knee end of the tibia. Adjust the ankle such that a plane in contact with the heel and sole of the underside of the shoe is vertical and perpendicular to the direction of impact with a tolerance of 3° and such that the mid-sagittal plane of the foot, and shoe is aligned with the pendulum arm. Adjust the knee joint to 1,5 ± 0,5 g range before each test. Adjust the ankle joint so that it is free and then tighten just sufficiently to keep the foot stable on the PTFE sheet. 3.3.5. The rigid impactor comprises a horizontal cylinder diameter 50 ± 2 mm and a pendulum support arm diameter 19 ± 1 mm (Figure 4). The cylinder has a mass of 1,25 ± 0,02 kg including instrumentation and any part of the support arm within the cylinder. The pendulum arm has a mass of 285 ± 5 g. The mass of any rotating part of the axle to which the support arm is attached should not be greater than 100 g. The length between the central horizontal axis of the impactor cylinder and the axis of rotation of the whole pendulum shall be 1 250 ± 1 mm. The impact cylinder is mounted with its longitudinal axis horizontal and perpendicular to the direction of impact. The pendulum shall impact the heel of the shoe in a horizontal plane which is a distance of 62 ± 2 mm above the base of the dummy heel when the shoe is resting on the rigid horizontal platform, so that the longitudinal centre-line of the pendulum arm falls within one degree of a vertical line at impact. The impactor shall be guided to exclude significant lateral, vertical or rotational movement. 3.3.6. Allow a period of at least 30 minutes between successive tests on the same leg. 3.3.7. The data acquisition system, including transducers, shall conform to the specifications for CFC 600, as described in Annex 8. Performance specification 3.4.1. When the heel of the shoe is impacted at 6,7 ±0,1 m/s in accordance with paragraph 3.3, the maximum tibia compressive force (Fz) shall be 3,3 ± 0,5 kN. Figure 1 Upper foot impact test Test set-up specifications Text von Bild horizontal plane through knee joint and ankle joint vertical plane vertical plane at sole of foot 1250 ± 1 mm 1,25 ± 0,05 kg 185 ± 2 mm two layers of low friction material Figure 2 Lower foot impact test (without shoe) Test set-up specifications Text von Bild horizontal plane through knee joint and ankle joint vertical plane vertical plane 1250 ± 1 mm 1,25 ± 0,05 kg 62 ± 2 mm two layers of low friction material Figure 3 Lower foot impact test (with shoe) Test set-up specifications Text von Bild horizontal plane through knee joint and ankle joint vertical plane vertical plane at sole of shoe 1250 ± 1 mm 1,25 ± 0,05 kg 62 ± 2 mm (from heel of foot) two layers of low friction material Figure 4 Pendulum impactor Text von Bild Material: alluminium alloy Mass of arm: 285 +/- 5g Mass of Impact cylinder: 1250 +/- 20g 19 +/- 1 mm O/D tube x 1,6 mm wall 235 mm nominal low friction bearing accelerometer ∅ 50 ± 2 mm 1250 ± 1 mm Regulation No 95 Uniform provisions concerning the approval of vehicles with regard to the protection of the occupants in the event of a lateral collision CONTENTS Regulation 1. Scope 2. Definitions 3. Application for approval 4. Approval 5. Specifications and tests 6. Modification of the vehicle type 7. Conformity of production 8. Penalties for non-conformity of production 9. Production definitely discontinued 10. Transitional provisions 11. Names and addresses of technical services responsible for conducting approval tests, and of administrative departments Annexes Annex 1 Communication concerning the approval or extension or refusal or withdrawal of approval or production definitely discontinued of a vehicle type with regard to protection of occupants in the event of a lateral collision, pursuant to Regulation No 95 Annex 2 Arrangements of the approval mark Annex 3 Procedure for determining the ‘H’ point and the actual torso angle for seating positions in motor vehicles Appendix 1 Description of the three-dimensional ‘H’ point machine (3-D H machine) Appendix 2 Three-dimensional reference system Appendix 3 Reference data concerning seating positions Annex 4 Collision test procedure Appendix 1 Determination of performance data Appendix 2 The procedure for calculating the viscous criterion for Eurosid 1 Annex 5 Mobile deformable barrier characteristics Appendix Examination of the mobile deformable barrier Annex 6 Technical description of the side impact dummy Annex 7 Installation of the side impact dummy Annex 8 Partial test 1. SCOPE This Regulation 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 Regulation. 2. DEFINITIONS For the purposes of this Regulation: 2.1. ‘approval of a vehicle’ means the approval of a vehicle type with regard to the behaviour of the structure of the passenger compartment in a lateral collision; ‘vehicle type’ means a category of power-riven 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 Regulation; 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 Regulation; 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 Regulation; 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 Regulation; 2.2.6. the optional arrangements or interior fittings in so far as they have a negative effect on the performance prescribed in this Regulation; 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 Regulation; 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-eat back support; ‘R point’ or ‘seating reference point’ means the reference point specified by the vehicle manufacturer which: 2.4.1. has coordinates determined in relation to the vehicle structure; 2.4.2. corresponds to the theoretical position of the point of torso/thighs rotation (‘H’ point) for the lowest and most rearward normal driving position or position of use given by the vehicle manufacturer for each seating position specified by him; 2.5. H point’ is as established by Annex 3 to this Regulation; 2.6. ‘capacity of the fuel tank’ means the fuel tank capacity as specified by the manufacturer of the vehicle; 2.7. ‘transverse plane’ means a vertical plane perpendicular to the median longitudinal vertical plane of the vehicle; 2.8. ‘protective system’ means devices intended to restrain and/or protect the occupants; 2.9. ‘type of protective system’ means a category of protective devices which do not differ in such essential respects as their: — technology, — geometry, — constituent materials; 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. 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. It shall be accompanied by the undermentioned 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; 3.2.3. particulars of the vehicle’s mass as defined by paragraph 2.11 of this Regulation; 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. A vehicle which is representative of the type to be approved shall be submitted to the technical service 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 Regulation. 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 Regulation. 4. APPROVAL 4.1. If the vehicle type submitted for approval pursuant to this Regulation meets the requirements of paragraph 5, 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 Regulation, 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 technical service. 4.3. An approval number shall be assigned to each type approved. Its first two digits (at present 01 corresponding to the 01 series of amendments) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party may not assign the same approval number to another vehicle type. 4.4. Notice of approval or of extension or of refusal of approval of a vehicle type pursuant to this Regulation shall be communicated by the Parties to the Agreement applying this Regulation by means of a form conforming to the model in Annex 1 to this Regulation and photographs and/or diagrams and drawings supplied by the applicant for approval, in a format not exceeding A4 (210 x 297 mm) or folded to that format and on an appropriate scale. There shall be affixed to every vehicle conforming to a vehicle type approved under this Regulation, conspicuously and in a readily accessible place specified on the approval form, an international approval mark consisting of: 4.5.1. a circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (13); 4.5.2. the number of this Regulation, followed by the letter ‘R’, a dash and the approval number, to the right of the circle prescribed in paragraph 4.5.1. 4.6. If the vehicle conforms to a vehicle type approved, under one or more other Regulations Annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.5.1 need not be repeated; in this case the Regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.5.1. 4.7. The approval mark shall be clearly legible and shall be indelible. 4.8. The approval mark shall be placed close to or on the vehicle data plate affixed by the manufacturer. 4.9. Annex 2 to this Regulation gives examples of approval marks. 5. SPECIFICATIONS AND TESTS The vehicle shall undergo a test in accordance with Annex 4 to this Regulation. The test will be carried out on the driver’s side unless asymmetric side structures, if any, are so different as to affect the performance in a side impact. In that case either of the alternatives in paragraph 5.1.1.1 or 5.1.1.2 may be used by agreement between the manufacturer and test authority. 5.1.1.1. The manufacturer will provide the authority responsible for approval with information regarding the compatibility of performances in comparison with the driver’s 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 the driver, this being considered the least favourable. 5.1.2. The Technical Service, after consultation with the manufacturer, may require the test to be carried out with the seat in a position other than the one indicated in paragraph 5.5.1 of Annex 4. This position shall be indicated in the test report (14). 5.1.3. The result of this test shall be considered satisfactory if the conditions set out in paragraphs 5.2 and 5.3 are s