The performance criteria, as determined for the impact test in accordance with the Addendum to Appendix 1 to this Annex must meet the following conditions: All instrumentation must be calibrated in compliance with the requirements of the documentation specified in 1. Whereas these requirements should be regarded as an interim measure and will need to be reviewed in the light of further research and experience gained during the first two years of type-approval tests carried out in accordance with this Directive; whereas the establishment of more stringent standards will ensure a higher level of safety in future;. Télécherger Internet Download Accelerator Dernière version 6. This speed must be stabilized at least 0,5 m before impact.
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The vehicle to be tested must have the reference mass as defined in Section 2. The required torque to hold the arm in the defined standard position is 0,6 Nm. The tests on the shoulder, abdomen and pelvis are performed with the complete dummy without suit. All instrumentation channels must comply with ISO The rigidity of block 4 is such that its force-deflection curve falls within the hatched area of Figure 2, Graph 2c.
OJ L8. Chapter 13 Volume P. No longer in force, Date of end of validity: Having regard to the Treaty establishing the European Community, and in particular Article a thereof.
Whereas the total harmonization of technical requirements for motor vehicles is necessary in order fully to achieve the internal market. Whereas in order to reduce the number of road accident casualties in Europe, it is necessary to introduce legislative measures for improving the protection of occupants of motor vehicles in the event of a side impact as much as possible; whereas this Directive introduces side impact test requirements, including biomechanical criteria, to ensure that a reasonable level of side impact resistance is provided.
Whereas these requirements should be regarded as an interim measure and will need to knternet reviewed in the light of further research and experience gained during the first two years of type-approval tests carried out in accordance with this Directive; whereas the establishment of more stringent standards will ensure a higher level of accelsrator in future.
No Member State may, on grounds concerning the protection of occupants of vehicles in the event of a side impact resistance:. Paragraph 2 shall not apply to types of vehicle which have been type-approved before 1 October in application of any two of the following Directives: In the framework of the adaptation of this Directive to technical progress within two years from the date mentioned in Article 2 2a review shall be held by the Commission.
It shall be based on a review of the technical criteria and, in particular, the viscous criterion, front seat position and the ground clearance of the barrier. The review criteria will include inter alia accident research data, full scale car-to-car test results and cost-benefit considerations. The review will examine the potential gains in passenger protection and the industrial feasibility of increasing the ground clearance of the barrier.
The results of this review will be subject to a report from the Commission to the European Parliament and Council. Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by 20 May at the latest. They shall forthwith inform the Commission thereof. When Member States adopt these provisions, they shall contain a reference to this Directive or be accompanied by such reference at the time of their official publication.
The procedure for making such reference shall be adopted by the Member States. Member States shall communicate to the Commission the texts of the main provisions of national law which they adopt in the field governed by this Directive. This Directive shall enter into force on the 20th day following that of its publication in the Official Journal of the European Communities. A vehicle representative of the vehicle type to be approved must be submitted to the technical service responsible for conducting the type-approval tests.
The manufacturer is entitled to submit any data and test results as evidence that compliance with the requirements can be achieved with a sufficient degree of confidence. The same Member State must not assign the same number to another type of vehicle. In doubtful cases, in order to verify that the vehicle conforms to the requirements of this Directive, account must be taken of any data or test results provided by the manufacturer which may be of use in establishing the validity of the type-approval test performed by the type approval authority.
If the technical service, after consulting the vehicle manufacturer, considers that modifications to a vehicle type are insufficient to warrant a complete retest then a partial test may be used.
Variations of seat-type or interior fittings do not automatically entail a full retest. An example of how to approach this problem is given in Appendix 5 of Annex II.
The following information, if applicable, must be supplied in triplicate and include a list of contents. Any drawings must be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, must show sufficient detail.
If the systems, components or separate technical units have electronic controls, information concerning their performance must be supplied. Mass of the vehicle with bodywork in running order or mass of the chassis and cab if the manufacturer does not supply the bodywork including coolant, oils, fuel, tools, spare wheel and driver o maximum and minimum mass for each version: Distribution of this mass among the axles and, in the case of a semi-trailer with centre axle, the load on the coupling point maximum and minimum mass for each version: Number and position of safety belts and restraint systems and seats on which they can be used:.
Items not relevant for the purposes of this Directive are omitted. Drawing of latches and hinges and of their position in the doors: In the case of components and separate technical units, location and method of affixing of the EC type-approval mark: The index to the type-approval file sent to the competent authority, which may be obtained on request, is attached.
Brief description of the vehicle type as regards its structure, dimensions, lines and constituent materials: It consists of a trolley and an impactor.
Its front block supports the impactor. The test is carried out on the driver’s side unless asymmetric side structures, if any, are so different as to affect the performance in a side impact.
In that case either of the alternatives in 3. The manufacturer must provide the type-approval authority with information regarding the compatibility of performances in comparison with the driver’s side where the test is being carried out on that side. The type-approval authority, after ascertaining the characteristics of the construction of the vehicle, may decide to have the test performed on the side opposite the driver, which is regarded as the less favourable option.
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The test authority, after consulting the manufacturer, may require the test to be carried out with the seat in a position other than the one indicated in Section 5. That position will be specified in the test report. The result of this test is considered satisfactory if the conditions set out in 3.
The performance criteria, as determined for the impact test in accordance with the Addendum to Appendix 1 to this Annex must meet the following conditions:. No interior device or component must become detached in such a way as to increase considerably the risk of intrenet from sharp projections or jagged edges.
Ruptures resulting from permanent deformation are acceptable; provided these do not increase the risk of injury. The test area must be large enough to accommodate the mobile deformable barrier propulsion system and to permit after-impact displacement of the vehicle impacted, and installation of jnternet test equipment. The block in which vehicle impact and displacement occur must be horizontal, flat and uncontaminated, and representative of a normal, dry, uncontaminated road surface.
The mobile deformable barrier must have the characteristics set out in Appendix 2 to Annex II. Requirements for the examination are given in the Addendum to Appendix 2. The mobile deformable barrier must be equipped with a suitable device to prevent a second acceleratlr on the struck vehicle. The trajectory of the median longitudinal vertical plane of the mobile deformable barrier must be perpendicular to the median longitudinal vertical plane of the impacted vehicle.
The horizontal median plane limited by the external lateral vertical planes of the front face must, at the moment of impact, be within two planes determined before the test and situated 25 mm above and below the previously defined plane.
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Instrumentation must comply with ISO standard This speed must be stabilized at least 0,5 m before impact. However, if the test was performed at a higher impact speed and the vehicle met the requirements, the test is considered satisfactory.
The test vehicle must be representative of the series production, include all the equipment normally fitted and 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. The test vehicle must have all the optional arrangements or fittings likely to influence the results of the test.
The vehicle to be tested must have the reference mass as defined in Section 2. All the other systems brakes, cooling, etc. If the mass of the measuring apparatus on board the vehicle exceeds the 25 kg allowed, it may be offset by reductions which have no noticeable effect on the results of the test. The comfort adjustments of the seats, if any, must be adjusted to the position specified by the vehicle manufacturer. The seat containing the dummy, and its elements, if adjustable, must be adjusted as follows.
The longitudinal adjustment device is placed with the locking device engaged in the position that is nearest to midway between the foremost and rearmost positions; if this position is between two notches, the rearmost notch is used. The head restraint is adjusted such that its top surface is level with the centre of gravity of the dummy’s head; if this is not possible, the head restraint must be in the uppermost position.
All other seat adjustments must be at the mid-point of available travel, however, height adjustment must be at the position corresponding to the fixed seat, if the vehicle type is available with adjustable and fixed seats.
If locking positions are not available at the respective mid-points of travel, the positions immediately rearward, down, or outboard of the mid-points are used.
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If the dummy protrudes outside the normal passenger volume, e. Unless adcelerator specified by the manufacturer, the other front seats must, if possible, be adjusted to the same position as the seat containing the dummy.
If the steering wheel is adjustable, accelertor adjustments are positioned to their mid-travel locations. The test vehicle must be set horizontal about its roll axis and maintained by supports in that position until the side impact dummy is in place and after all preparatory work is complete.
The vehicle must be at its normal attitude corresponding to the conditions set out in 4. This is assured by means of additional supports, if necessary, but such supports must have no influence on the crash behaviour of the test vehicle during the impact. The side impact dummy must comply with the specifications given in Appendix 3 and be installed in the front seat on the impact side according to the procedure given in Appendix 4 to this Annex.
The safety belts or other restraint systems specified for the vehicle must be used. The safety belt or restraint system must be adjusted to fit the dummy in accordance with the manufacturer’s instructions; if there are no manufacturer’s instructions, the height adjustment, if provided, must be set at middle position; if this position is not available, the position immediately below is used.
The resultant triaxial acceleration referring to the head centre of gravity. The head channel instrumentation must comply with ISO When head contact takes place, this performance criterion is calculated for the total duration between the initial contact and the last instant of contact.
For the purposes of this calculation the standard width of the half thorax rib cage is mm. The peak abdominal force is the maximum value of the sum of the three forces measured by transducers mounted 39 mm below the surface on the crash side, CFC Hz. 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 Hz.
Both are derived from the measurement of sternum deflection. The sternum deflection response is filtered once at channel frequency class The compression at time t is calculated from this filtered signal expressed as the proportion of the half width of the Eurosid 1 chest, measured at the metal ribs 0,14 m:. The calculation procedure is shown diagrammatically below:.
The impactor consists of six independent joined blocks whose forms, sizes and positioning are shown in Figure 1. There must be six deformable elements, divided into two rows of three elements.
The material of the impactor must be an aluminium honeycomb. Other materials can be used if equal results as described in 2. In any case the type of impactor must be indicated in the test report. Deviation from the limits of the force-deflection corridors characterizing the rigidity of the impactor, as defined in this Appendix, Figure 2, may be allowed provided that:. Blocks 1 and 3 are identical.