ECE/TRANS/180/Add.

20

3 May 2018

Global Registry

Created on 18 November 2004, pursuant to Article 6 of the Agreement

concerning the establishing of global technical regulations for wheeled
vehicles, equipment and parts which can be fitted and/or be used on
wheeled vehicles (ECE/TRANS/132 and Corr.1) done at Geneva on
25 June 1998

Addendum 20: Global Technical Regulation No. 20

Global Technical Regulation on the Electric Vehicle Safety (EVS)

Established in the Global Registry on 14 March 2018

UNITED NATIONS

GE.18-07039(E)


 ECE/TRANS/180/Add.20

Global Technical Regulation on Electric Vehicle Safety (EVS)

Contents
Page
I. Statement of technical rationale and justification.................... ......................................................... 7
A. Introduction ............................................................................................................................. 7
B. Procedural background ............................................................................................................ 7
C. Technical background .............................................................................................................. 8
D. Principle for developing the global technical regulation. ........................................................ 14
E. Technical rationale and justification ........................................................................................ 16
F. Recommendations.................................................................................................................... 57
G. Existing regulations, directives, and international voluntary standards ................................... 58
H. Benefits and costs .................................................................................................................... 61
II. Text of regulation ............................................................................................................................ 63
1. Purpose .................................................................................................................................... 63
2. Scope ....................................................................................................................................... 63
3. Definitions ............................................................................................................................... 64
4. General requirements ............................................................................................................... 67
5. Performance requirements ....................................................................................................... 68
5.1. Requirements of a vehicle with regard to its electrical safety - in-use ...................... 68
5.1.1. Protection against electric shock................................................................................ 68
5.1.2. Functional safety........................................................................................................ 71
5.2. Requirements of a vehicle with regard to its electrical safety - post-crash ................ 72
5.2.1. General principle ....................................................................................................... 72
5.2.2. Protection against electric shock ................................................................................ 72
5.3. Requirements with regard to installation and functionality of rechargeable
electrical energy storage system (REESS) in a vehicle ............................................. 74
5.3.1. Installation of REESS on a vehicle ............................................................................ 74
5.3.2. Warning in the event of operational failure of vehicle controls that manage
REESS safe operation ................................................................................................ 74
5.3.3. Warning in the case of a thermal event within the REESS ........................................ 74
5.3.4. Warning in the event of low energy content of REESS ............................................. 75
5.4. Requirements with regard to the safety of REESS - in-use ....................................... 75
5.4.1 General principle. ...................................................................................................... 75
5.4.2. Vibration .................................................................................................................... 75
5.4.3. Thermal shock and cycling ........................................................................................ 76
5.4.4. Fire resistance ............................................................................................................ 76

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5.4.5. External short circuit protection ................................................................................ 76

5.4.6. Overcharge protection ............................................................................................... 76
5.4.7. Over-discharge protection.......................................................................................... 77
5.4.8. Over-temperature protection ...................................................................................... 77
5.4.9. Overcurrent protection ............................................................................................... 77
5.4.10. Low-temperature protection ...................................................................................... 78
5.4.11. Management of gases emitted from REESS .............................................................. 78
5.4.12. Thermal propagation .................................................................................................. 78
5.5. Requirements with regard to the safety of REESS - post-crash ................................ 80
5.5.1. Vehicle based test ...................................................................................................... 80
5.5.2. REESS-component based test .................................................................................... 81
6. Test procedures ........................................................................................................................ 82
6.1. Test procedures for electrical safety .......................................................................... 82
6.1.1. Isolation resistance measurement method ................................................................. 82
6.1.2. Confirmation method for functions of on-board isolation resistance monitoring
system ........................................................................................................................ 86
6.1.3. Protection against direct contact to live parts ............................................................ 87
6.1.4. Test method for measuring electric resistance ........................................................... 89
6.1.5. Test procedure for Protection against water effects ................................................... 90
6.1.6. Test conditions and test procedure regarding post-crash ........................................... 90
6.2. Test procedures for REESS ....................................................................................... 94
6.2.1. General procedures .................................................................................................... 94
6.2.2. Vibration test ............................................................................................................. 95
6.2.3. Thermal shock and cycling test ................................................................................. 97
6.2.4. Fire resistance test...................................................................................................... 98
6.2.5. External short circuit protection ................................................................................ 102
6.2.6. Overcharge protection test ......................................................................................... 103
6.2.7. Over-discharge protection test ................................................................................... 106
6.2.8. Over-temperature protection test ............................................................................... 109
6.2.9. Overcurrent protection test ........................................................................................ 111
6.2.10. Mechanical shock test ................................................................................................ 112
6.2.11. Mechanical integrity test ............................................................................................ 114
7. Heavy duty vehicles – Performance requirements ................................................................... 116
7.1. Requirements of a vehicle with regard to its electrical safety - in-use ...................... 116
7.1.1. Protection against electric shock ................................................................................ 116
7.1.2. Functional safety........................................................................................................ 120

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7.2. Requirements with regard to installation and functionality of REESS in a vehicle ... 120
7.2.1. Installation of REESS on a vehicle ............................................................................ 120
7.2.2. Warning in the event of operational failure of vehicle controls
that manage REESS safe operation ........................................................................... 121
7.2.3. Warning in the case of a thermal event within the REESS ........................................ 121
7.2.4. Warning in the event of low energy content of REESS ............................................. 122
7.3. Requirements with regard to the safety of REESS - in-use ....................................... 122
7.3.1 General principle ....................................................................................................... 122
7.3.2. Vibration .................................................................................................................... 122
7.3.3. Thermal shock and cycling ........................................................................................ 122
7.3.4. Fire resistance ............................................................................................................ 123
7.3.5. External short circuit protection ................................................................................ 123
7.3.6. Overcharge protection ............................................................................................... 123
7.3.7. Over-discharge protection.......................................................................................... 123
7.3.8. Over-temperature protection ...................................................................................... 124
7.3.9. Reserved .................................................................................................................... 124
7.3.10. Low-temperature protection ...................................................................................... 124
7.3.11. Management of gases emitted from REESS .............................................................. 124
7.3.12. Thermal propagation .................................................................................................. 125
7.4. Requirements with regard to the safety of REESS simulating inertial load ............. 126
7.4.1. Mechanical shock ...................................................................................................... 126
8. Heavy duty vehicles - Test procedures .................................................................................... 127
8.1. Test procedures for electrical safety .......................................................................... 127
8.1.1. Isolation resistance measurement method ................................................................. 127
8.1.2. Confirmation method for functions of on-board isolation resistance monitoring
system ........................................................................................................................ 130
8.1.3. Protection against direct contact to live parts ............................................................ 131
8.1.4. Test method for measuring electric resistance ........................................................... 133
8.1.5. Test procedure for Protection against water effects ................................................... 134
8.2. Test procedures for REESS ....................................................................................... 135
8.2.1. General procedures .................................................................................................... 135
8.2.2. Vibration test ............................................................................................................. 136
8.2.3. Thermal shock and cycling test ................................................................................. 137
8.2.4. Fire resistance test...................................................................................................... 138
8.2.5. External short circuit protection ................................................................................ 142
8.2.6. Overcharge protection test ......................................................................................... 144

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8.2.7. Over-discharge protection test ................................................................................... 146

8.2.8. Over-temperature protection test ............................................................................... 149
8.2.9. Reserved .................................................................................................................... 151
8.2.10. Mechanical shock test ................................................................................................ 151
Annexes
1 Determination of hydrogen emissions during the charge procedures of the REESS........................ 154
Appendix 1: Calibration of equipment for hydrogen emission testing ............................................. 165
2 Verification method for testing authorities confirming document based isolation resistance
compliance of electrical design of the vehicle after water exposure ................................................ 168

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I. Statement of technical rationale and justification

A. Introduction

1. Electromobility represents the concept of using electric powertrain technologies with

a view to address climate change, improve air quality and reduce fossil fuel dependency.
The current regulatory pressure to lower CO 2 and pollutant emissions is helping to drive an
increasing market penetration of vehicles utilizing electric powertrain (hereafter,
"electrically propelled vehicles" or "EV"). Furthermore, many governments support the
development and deployment of EV by financing research or offering incentives for
consumers. Consequently, the automotive industry is investing in research and
development, as well as the production capacity for electric vehicles, at a scale not seen in
the past.
2. Together with support measures for industry development, many governments have
already started to define their regulatory framework for EV, mostly in order to ensure their
safety and thus gain consumer confidence, but also in consideration of environmental
performance measures.
3. Because of the relatively small volume of EV and their components currently
produced, any degree of convergence between regulatory obligations can result in
economies of scale and cost reductions for automotive manufacturers – critical in the
context of economic recovery and the general cost-sensitiveness of the industry.
4. This United Nations Global Technical Regulation (UN GTR) introduces
performance-oriented requirements that address potential safety risks of EVs while in use
and after a crash event, including electrical shocks associated with the high voltage circuits
of EVs and potential hazards associated with lithium-ion batteries and/or other
Rechargeable Electrical Energy Storage Systems (REESS) (in particular, containing
flammable electrolyte).
5. UN GTR requirements are based on the best available data, scientific research and
analysis and reflect the outcome of technical discussions between the experts representing
the industry, testing authorities and the Governments of Canada, China, European Union,
Japan, Republic of Korea and the United States of America.

B. Procedural background

6. The Executive Committee of the 1998 Agreement (AC.3) gave, in November 2011,
its general support to a joint proposal by the United States of America, Japan and the
European Union to establish two working groups to address the safety and environmental
issues associated with EVs. That proposal (ECE/TRANS/WP.29/2012/36. and Corr.1) was
submitted to the World Forum for Harmonization of Vehicle Regulations (WP.29) at its
March 2012 session for further consideration and formal adoption. AC.3 has adopted this
proposal with China as one of the co-sponsors together with Japan, United States and
European Union.
7. The objective of the two working groups is to seek regulatory convergence on the
global scale via the work in the framework of the 1998 Agreement. Then, the Terms of
Reference (TOR) for the electric vehicle safety (EVS) working group with the goal of
establishing a UN GTR for EVs covering high voltage electrical safety, safety of electrical
components, and REESS (ECE/TRANS/WP.29/2012/121) had been adopted at the one-
hundred-and-fifty-eighth session of WP.29 in March 2012.

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8. The aim of this working group is to sponsor an effort to develop one UN GTR (or
more, if appropriate) to address the safety of EVs.
9. Other topics that the EVS informal working group could consider, insofar as these
topics may be relevant for the technical requirements to be developed, are:
(a) The different standards for electro-mobility (vehicle inlets for charging);
(b) Best practices or guidelines for manufacturers and/or emergency first
responders.
10. Given the complexity of issues discussed, the informal working group requested
extension of the mandate twice, in November 2014 (ECE/TRANS/WP.29/2014/87) and
November 2015 (ECE/TRANS/WP.29/2016/30), each time by one year.
11. To resolve particular technical issues in an efficient manner, nine task force groups
have been set up and met nine times between October 2014 and September 2016. Task
force groups successfully addressed a large number of safety related issues according to the
given mandate, however, more discussion is required on some critical issues, where
research and testing of methods are still in progress.
12. Under such circumstances, the informal working group agreed that the most
appropriate way to establish the UN GTR within the given mandate was to address the
agreed safety issue in Phase 1 while leaving those safety requirements that require long-
term research and verification for Phase 2, which is expected to start as soon as possible.

C. Technical background

13. This section provides additional information on a number of technical discussions

and decisions taken by the informal working group and its Task Forces. The following
items are considered important for further development of UN GTR.

1. Venting/management of gases
14. Quantification of venting for tests addressing safety of REESS post-crash:
At the moment, venting is not adopted as a requirement for tests addressing safety of
REESS post-crash. Assessment of potential safety risks of this requires more research to
evaluate whether limits for emissions are required, for which species and which technique
can be used to measure these. It was not possible to research and analyse this in Phase 1.
Therefore, it will be considered in Phase 2 of this Regulation.
15. Potential risk of "toxic gases" from non-aqueous electrolyte:
During the informal working group discussion, and based on analysis and data provided by
European Commission's Joint Research Centre (JRC), a potential risk related to the release
and evaporation of non-aqueous electrolyte and the potential formation of a toxic
atmosphere was discussed (EVSTF-04-13e, EVS-07-24e).1 As of now, and although the
topic is mentioned in various standards: UL 2580, SAE J2464, SAE J2289, SAE J2990,
ISO 6469, some of which even recommend gas/analytical detection techniques, there is no
clear measurement procedure suitable for all scenarios (component/vehicle level, in-
use/post-crash). Even with consideration of the huge amount of electric and hybrid vehicles
that are already on the street in Asia, Europe and North America incidents of evaporation

1 N.P. Lebedeva, L. Boon-Brett, "Considerations on the chemical toxicity of contemporary Li-ion

battery electrolytes and their components", J Electrochem Soc, 2016, 163, A821-A830.

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especially during in use are not documented as of today. Nevertheless, more field or
research data is required to define an analytical technique suitable for detecting evaporated
species from leaked electrolyte. Based on the outcome of this research, modifications to the
requirements and methods with respect to leakage and evaporation of non-aqueous
electrolyte may be necessary in the future.

2. Warning signals
16. In relation to a requirement of a warning signal to the driver in the event of a failure
of the REESS, the informal working group was tasked with not only identifying safety
scenarios associated with REESS that require a warning, but also with the development of
requirements and test procedures that would test whether the warning operates under the
identified REESS related safety scenarios.
17. Three safety scenarios associated with REESS were identified where a warning to
the driver would be required. The first is operational failure of one or more aspects of
vehicle control(s) that manage the safe operation of the REESS. The second is when a
significant thermal event occurs internal to the REESS and the third is when the REESS is
at a low energy state. Details on the rationale for the selection of these three safety
scenarios are presented in section E.
18. A survey of electrically propelled vehicles was conducted for developing test
procedures to evaluate the operation of the warning under specific safety scenarios. The
survey indicated that these test procedures would vary depending on electric vehicle
architectures and vehicle manufacturers. Therefore developing a single test procedure
would not be practicable and may be design restrictive. Consequently, manufacturers would
be required to submit, upon request, technical documentation describing the functionality of
the system triggering the warning for a given vehicle.
19. An attempt was made to develop specifications for the type of warning. However,
due to regional differences in how public perceives warnings and due to differences in
vehicle operation and designs, consensus could not be developed on the colour, style,
symbol, or text of the warning. Therefore, the characteristics of the warning are not
specified in this UN GTR.
20. This UN GTR does not specify detail characteristics of the warning in the form of
test requirements evaluating the warning function. Instead, the proposal of this UN GTR
requires manufacturers to provide relevant information specific to the vehicle about the
method of triggering driver warning and a description of the warning tell-tale.

3. Thermal propagation
21. The thermal propagation test procedure is currently not adopted as a requirement.
Canada, China, EU, Japan, Republic of Korea, United States of America and Organization
of Motor Vehicle Manufacturers (OICA) have made a significant contribution to this work
and ISO/TC22/SC37/WG3 is also considering thermal propagation tests. The reports and
presentations of stakeholders are available at UNECE Website.2 However, the group agreed
that further research is needed which builds on work/results of this working group. Several
stakeholders have expressed their commitment to the task of developing the thermal
propagation method to advance the work performed in Phase 1. Research will be performed
with this objective, whose scope will be to improve the identified shortcomings of the test
methods developed by different Contracting Parties to the 1998 Agreement (1998
Ag. C.Ps.) in Phase 1 and which can include:

2 https://www2.unece.org/wiki/display/trans/EVS+13th+session+-Annex-Thermal+propagation+test

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(a) Further investigation of previously considered initiation methods to evaluate

proposed initiation methods and their feasibility, repeatability and
reproducibility;
(b) Investigate potential new methods for initiation including methods which
minimize manipulation of the Tested-Device;
(c) Evaluate appropriateness of pass/fail criteria, e.g. how to differentiate
smoke/fire emanating out of the initiation cell from smoke/fire occurring due
to propagation;
(d) Investigate if there is any impact on the test outcome arising from the
manipulation of the Tested-Device.
22. Tests may cover cell, module, pack and vehicle level and, within the capabilities of
predicting the research outcome and progress, development of a robust method for thermal
propagation is expected in the 2018 or 2019 time frame. A dedicated research group will be
formed in 2017 to perform this work.
23. The following test procedure that was developed jointly by China and Japan during
Phase 1 of this UN GTR will be further evaluated and improved upon in Phase 2:
23A.1 Thermal propagation
In order to ensure the overall safety of vehicles equipped with a REESS
containing flammable electrolyte, the vehicle occupants should not be
exposed to the hazardous environment resulting from a thermal propagation
(which is triggered by a single cell thermal runaway due to an internal short
circuit).
Any one or more of the three recommended initiation methods shall be
conducted (at the discretion of the manufacturer as long as the thermal
propagation condition occurs) to verify that the hazard of the thermal
propagation is prevented or eliminated by design.
23A.2. Thermal propagation test
The test shall be conducted in accordance with paragraph 23B.
(a) If no thermal runaway occurs, the tested device meets thermal
propagation requirement for the specific method of initiating thermal
runaway. In order to ensure the prevention of thermal propagation, the
manufacturer should verify that thermal runaway never occur by the
remaining two candidate initiation methods described in 23B.3.2;
(b) If thermal runaway occurs:
(i) Pack level test: If no external fire or explosion occurs within 5
minutes after the warning for a thermal event is activated 3, the
tested device meets thermal propagation requirement. The
observation shall be made by visual inspection without
disassembling the tested-device;
(ii) Vehicle level test: If no external fire or explosion and no
smoke enters the passenger cabin within 5 minutes after the

3 If there is no warning device in the REESS under test, the logical protocol to activate the warning
device should be described in the report that would indicate that the warning for a thermal event
would activate before fire or explosion could be observed external to the pack.

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warning for a thermal event is activated, the tested vehicle

meets the thermal propagation requirement. The observation
shall be made by visual inspection without disassembling the
tested-device.
23B. Test procedures
23B.1. Purpose
The purpose of the thermal propagation test is to ensure the occupant safety
in a vehicle if thermal runaway occurs in the battery system.
23B.2. Installations
This test shall be conducted either with the vehicle or the complete REESS or
with related REESS subsystem(s) including the cells and their electrical
connections. If the manufacturer chooses to test with related subsystem(s),
the manufacturer shall demonstrate that the test result can reasonably
represent the performance of the complete REESS with respect to its safety
performance under the same conditions. In case the electronic management
unit (Battery Management Systems (BMS) or other devices) for the REESS
is not integrated in the casing enclosing the cells, it must be operational to
send warning signal.
23B.3. Procedures
23B.3.1. General test conditions
The following condition shall apply to the test:
(a) The test shall be conducted at temperature: 25 ± 2 °C;
(b) At the beginning of the test, the state of charge (SOC) shall be
adjusted according to paragraph 6.2.1.;
(c) At the beginning of the test, all test devices shall be operational;
(d) The test may be performed with a modified Tested-Device which is
intended to minimize the influence of modification. The manufacturer
should provide a modification list;
(e) The test shall be conducted at an indoor test facility or in a shelter to
prevent the influence of wind.
23B.3.2. Initiation method
Three different methods were selected as the candidate test methods to
initiate the thermal runaway of a single cell in terms of practicability and
repeatability.
A manufacturer may choose one of the candidate methods to initiate thermal
runaway.
One of the candidate methods is heating: use a block heater, film heater or
other heating device to initiate thermal runaway. In the case of a block heater
at the same size of the component cell, one of the component cells is replaced
with the heater. In the case of a block heater that is smaller than a component
cell, it can be installed in the module contacting the surface of the initiation
cell. In the case of a film heater, it shall be attached on the initiation cell
surface.

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The other two alternative methods are nail penetration and overcharge, which
require a minimal modification to the battery system. The nail penetration
test requires a hole to be pre-drilled in the enclosure of the battery system.
The overcharge test requires the external wires to be attached to the initiation
cell for overcharging:
(a) Nail penetration: The test shall be conducted with the following
conditions:
(i) Material: [Steel];
(ii) Diameter: [3mm or more];
(iii) Shape of tip: [Circular cone, Angle: 20-60°];
(iv) Speed: [0.1~10mm/s];
(v) Position and direction: Select the position and direction where
causing a thermal runaway in a cell is possible (e.g. in vertical
direction to electrode layer). Insertion from vent of a cell is
possible if thermal runaway occurs. In this case, the cell that is
perforated by nail is called the "initiation cell".
If no thermal runaway occurs and the nail penetration test stops, refer
to paragraph 23A;
(b) Heating: Heating shall be conducted with the following conditions:
(i) Shape: Planate or rod heater covered with ceramics, metal or
insulator shall be used. Heating area of heater contacting the
cell shall not be larger than area of cell surface wherever
possible;
(ii) Heating procedure: After installation, the heater should be
heated up to its maximum power. Stop the initiation when the
thermal runaway occurs or the measured temperature following
23B.3.2 is over [300 °C]. The stop of initiation by heating
should be reached within [30min];
(iii) Set position: Heating area of the heater is directly contacting
the cell surface. Set the heater to conduct its heat to initiation
cell. The heater position is correlated with the temperature
sensor position, which is described in 23B.3.6.
If no thermal runaway occurs and the heating test is stopped, refer to
23A.
[(c) Overcharge:
The initiation cell is overcharged at a constant current (1/3C~1C-rate,
provided by manufacturer). Continue charging until thermal runaway
occurs or the SOC of the initiation cell reaches 200 per cent SOC. Any
other cells in the battery system shall not be overcharged.
If no thermal runaway occurs and the overcharge is stopped, refer to
23A.]
23B.3.3. Detection of thermal runaway.
Thermal runaway can be detected by the following conditions:
(i) The measured voltage of the initiation cell drops;

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(ii) The measured temperature exceeds [the maximum operating

temperature defined by the manufacturer];
(iii) dT/dt ≥ [1 °C/s] of the measured temperature.
Thermal runaway can be judged when:
(a) Both (i) and (iii) are detected; or
(b) Both (ii) and (iii) are detected.
If no thermal runaway occurs and the test stops, refer to 23A.
The definition of the measured temperature is in paragraph 23B.3.6.
23B.3.4. Selection of initiation method
Initiation method is selected by the manufacturer.
23B.3.5. Selection of initiation cell
Select an initiation cell, which is accessible by the selected trigger method
described in paragraph 23B.3.2. and also whose heat generated by thermal
runaway is most easily conducted to adjacent cells. For example, select the
cell that is the nearest to the centre of battery casing or the cell that is
surrounded by other cells which makes it difficult for the triggered cell to
dissipate heat.
23B.3.6. Measurement of voltage and temperature
Measure the voltage and temperature in order to detect thermal runaway of
the initiation cell.
In measuring voltage, the original electric circuit shall not be modified.
The measured temperature means the maximum temperature of Temperature
A, as defined below. The accuracy of the temperature sensor shall be within
± 2 °C, and the sampling interval should be less than 1 s. The diameter of the
tip of the sensor shall be less than 1 mm.
Temperature A: The maximum surface temperature of the initiation cell
measured during the test.
As for the test set-up of the nail, place a temperature sensor as close to the
short circuit point as possible (see Figure 1).
Figure 1
Example of set positions of temperature sensor in Nail
INITIATION CELL Temperature sensor

Nail position

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Note: As for overcharge, place a temperature sensor on the cell surface equidistant
between and as close as possible to both battery terminals:
Figure 2
Example of set positions of temperature sensor in Overcharge

Temperature sensor

INITIATION CELL
dp = dn and
yields minimum

Temperature sensor
INITIATION CELL

Note: As for the set-up using a heater, place a temperature sensor on the far side of
heat conduction, for example, an opposite side of the position where heater is
placed (see Figure 3). If it is difficult to apply the temperature sensor directly,
place it at the location where the continuous temperature rise of initiation cell can
be detected.
Figure 3
Example of set positions of heater and temperature sensor in Heating

Cylindrical cell – II
Pouch cell or Prismatic cell Cylindrical cell - I Vent Valve

Heater

Winded heater

Temperature Sensor

D. Principle for developing the global technical regulation

24. This UN GTR addresses the unique safety risks posed by EVs and their components,
considering the following points:
(a) To ensure a safety level equivalent to conventional vehicles with internal
combustion engine and to prevent EV-specific hazardous events, assuming a
reasonable level of the robustness;
(b) To identify and assess the potential safety risks, depending on the relevant
vehicle conditions such as:
(i) in normal use, in active driving possible mode and parking;
(ii) in normal use, during external charging/feeding;
(iii) in an accident (during and post-crash).

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(c) To consider the safety validation of the entire battery system of the vehicle
(e.g. BMS);
(d) To be performance-based to the extent possible without disturbing future
technology development;
(e) To be reasonable, practicable and effective;
(f) To develop and validate test procedures that are repeatable and reproducible,
taking account for the difference of dimensions, configurations and materials
(e.g. type of REESS) of the relevant EV on usage;
(g) The safety during the external charging/feeding may not be ensured through
the legal requirement on the vehicles. Therefore, the informal working group
will aim to establish the overall safety of the vehicle and the external
charging/feeding infrastructure in a comprehensive manner by showing the
accountability of vehicles to the related stakeholders.
25. This UN GTR was developed to accommodate different types of vehicle
certification processes. The following are examples of two primary systems used by
Contracting Parties.

1. Self-Certification system in the United States of America

26. It is the responsibility of a manufacturer of vehicles and/or items of motor vehicle
equipment to certify that each motor vehicle and/or equipment item is in full compliance
with the performance requirements of all applicable Federal Motor Vehicle Safety
Standards (FMVSS). The FMVSS specify test methods and conditions that would be used
to assess compliance of a vehicle or motor vehicle equipment to applicable FMVSS.
However, manufacturers may use alternative methods to certify their vehicles.
Manufacturers using alternative methods to certify their vehicles and equipment are
responsible for ensuring that the vehicles and equipment would comply with the
requirements of applicable FMVSS when evaluated by the methods specified in the
FMVSS.
27. The manufacturer must not only be concerned with the initial certification, but
should also monitor continued compliance of vehicles and/or items of motor vehicle
equipment throughout the production run. The American government does not specify the
type of quality control programme that a manufacturer should employ. That decision is left
to the manufacturer. However, to accomplish this, an effective quality control program
should be established to periodically inspect and test vehicles and/or items of motor vehicle
equipment randomly selected from the assembly line to ensure that the original
performance is carried through to all other units

2. Type Approval Process system of the European Union

28. The European Union approval scheme is based on the concept of 'type approval' and
conformity of production where this process provides a mechanism for ensuring that a type
of vehicle and its components meet the relevant environmental and safety requirements.
The type of vehicle and its components is required to be certified and approved by a
designated national approval authority4 before it is offered for sale in a particular country
(not necessarily the same country where type approval is obtained). This certification
includes testing, certification, and production conformity assessment. Once approved, the

4 According to Annex I of ECE/TRANS/WP.29/343/Rev.26 - Status of the Agreement, of the annexed

Regulations and of the amendments thereto - Revision 26

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whole vehicle can be sold throughout Europe Union (EU) with no further test approval
needed. The manufacturer has to provide each vehicle with a declaration (certificate of
conformity) that the vehicle complies with the approved vehicle type and the type-approval
authority shall check the conformity of production.
29. In accordance with the provision of the 1958 Agreement which concerns the
Adoption of Uniform Technical Prescriptions, an approval of parts and equipment of a
vehicle issued by a designated national Approval Authority (can be non-EU) based on
UN Regulations will be accepted in all EU member States and other Contracting Parties to
the 1958 Agreement (e.g. Japan, Russian Federation) as an equivalent to domestic approval.
Therefore, parts and equipment approved under UN Regulations are recognized for the EU
approval of the whole vehicle.

E. Technical rationale and justification

1. Application/Scope
30. The application of the requirements of this UN GTR refers to the revised vehicle
classification and definitions outlined in the 1998 Global Agreement Special Resolution
No. 1 (S.R.1) concerning the common definitions of vehicle categories, masses and
dimensions.
31. Given that higher production volumes in the near future are expected for light and
heavy motor vehicles with electric powertrains, with these vehicles exhibiting similar
potential safety risks under similar operating conditions, this regulation addresses expected
performance requirements that are pertinent for vehicle categories 1 and 2.
32. In some regions of the world, low-mass, speed-restricted vehicles which operate
only in lower speed environments do not need to meet the high safety levels mandated for
higher speed vehicles, such as M and N categories, which operate in all speed environments
including high speed ones.
33. Similarly, in some regions of the world, low-mass vehicles, which can operate in all
speed environments are currently lightly regulated and/or benefit from relaxed safety
requirements. Further regulatory alignment with M and N vehicle categories is required
with a view to meet the high safety levels mandated for higher speed vehicles, because they
are likely to be involved in accidents at these higher speeds.
34. Moreover, further work is required to perform a comprehensive cost benefit analysis
and to detail changes or adaptations to test protocols and relevant requirements that would
be necessary to directly apply M vehicle category regulations to the "car-like" category of
low mass vehicles, which have an enclosed passenger compartment.
35. Therefore, 1998 Ag. C.Ps. may decide to exclude from the application of this UN
GTR:
(a) All vehicles with four or more wheels whose unladen mass is not more than
350 kg, not including the mass of traction batteries, whose maximum design
speed is not more than 45 km/h, and whose engine cylinder capacity and
maximum continuous rated power in the case of hybrid electric vehicles do
not exceed 50 cm3 for spark (positive) ignition engines and 4 kW for electric
motors respectively; or whose maximum continuous rated power in the case
of battery electric vehicles does not exceed 4 kW; and
(b) Vehicles with four or more wheels, other than that classified under a) above,
whose unladen mass is not more than 450 kg (or 650 kg for vehicles intended

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for carrying goods), not including the mass of traction batteries and whose
maximum continuous rated power does not exceed 15 kW.
36. Whereas the heavy vehicle industry is behind the passenger vehicle industry in terms
of developing vehicles with electrified drive trains, recent years has seen a steady increase
in the number of buses and trucks with Hybrid Electric Vehicles (HEV), Plug-in Hybrid
Electric Vehicle (PHEV), Fuel Cell Vehicles (FCV) and pure Battery Electric Vehicle
(BEV) designs on the market. Currently, the heavy vehicle industry employs similar battery
technology solutions in their products as the passenger car industry. Hence, the informal
working group decided to investigate to what extent the requirements in this regulation
could be applied to heavy vehicles, i.e. Categories 1 and 2 vehicles with a Gross Vehicle
Mass (GVM) exceeding 4,536 kg.
37. It was decided to dedicate separate chapters of this regulation to heavy vehicles for
four reasons:
(a) The Contracting Parties and the passenger vehicle industry voiced a common
concern that the technical deliberations would be slowed down with the
introduction of heavy vehicles into the scope and, hence, jeopardize the
overall timeline for development of this regulation. The solution was to form
a separate task force to evaluate the applicability of test and requirements
from the sole perspective of heavy vehicles, and to propose alterations and
exemptions, when appropriate;
(b) The comprehensiveness and user-friendliness is improved by keeping the
passenger vehicles and light commercial vehicles platforms separate from
heavy duty vehicles, due to inherent technology differences and the need to
adapt the regulatory requirements accordingly;
(c) The development direction of REESS, system integration and related
technology solutions is likely to differ from that of the passenger car
technology in the future, e.g. choice of battery technologies and optimization
of performance characteristics, charging solutions, etc. This trend is already
starting to show in charging technologies, where the heavy vehicle industry is
moving in a direction to minimize human involvement in charging
operations, e.g. pantographs, inductive charging plates, electrified roads, etc.
Separating requirements for the heavy vehicles in this regulation facilitates
future revisions, when the technical differences between these vehicle
segments are more pronounced;
(d) 1998 Ag. C.Ps., have requested to make adoption of the regulation on heavy
vehicles a Contracting Party option, which is simplified by separating the
heavy vehicles in the regulatory text.
38. A significant difference between passenger car and heavy vehicle manufacturers is
that the latter to a larger extent can be characterized as vehicle integrators. It is common for
a heavy vehicle manufacturer to produce both complete and incomplete vehicles, e.g.
chassis. The incomplete vehicles are further developed by another party, responsible for
building the body structure. It is also common for heavy vehicles, especially trucks, to
change application area and, therefore, be rebuilt with different body structures during
different phases in the service life. Consequently, implications, conditions and limitations
of vehicle based testing needs to be considered in detail for heavy vehicles, especially
considering incomplete vehicle compliance.
39. An additional feature of the heavy vehicle business model is that there is an
overabundance of variations of vehicles built around a range of similar chassis, each
designed/customized to fit a specific application and customer need. REESS positioning,

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orientation and fastening will depend on the specific design elements and limitations of the
application and customer specifications. The option of component based testing is,
therefore, essential for heavy vehicles and vehicle-based tests should be avoided as far as
possible in order to prevent creating an excessive and unmanageable test load. In the
exceptional case that it is not possible to evaluate performance on a component level and a
vehicle test is unavoidable, there must be an established model for selecting a limited set of
representative vehicle designs to test for compliance of the entire range. The principles for
the selection model will, by nature, have to be test specific and based on the defined test
objective.
40. Furthermore, when extending the scope of this regulation to include heavy vehicles,
it is imperative to ensure that the performance requirements that are established as
appropriate for passenger vehicles do not become technology limiting for heavy vehicle
development. This is particularly important for criteria with high potential of becoming
market normative for components.

2. Requirements of a vehicle with regard to its electrical safety

(a) Rationale for electric safety requirements
41. A failure of a high voltage system may cause an electric shock to a (human) body.
Such a shock may happen with any source of electricity that causes a sufficient current flow
through the skin, muscle or hair. Typically, the expression "electric shock" is used to denote
an unwanted exposure to electricity, hence the effects are considered undesirable.
42. The minimum current a human can feel depends on the current type (AC or DC) and
frequency. A person can feel at least 1 mA (rms) of AC at 60 Hz, while at least 5 mA for
DC. The current may, if it is high enough, cause tissue damage or fibrillation, which leads
to cardiac arrest: 60 mA of AC (rms, 60 Hz) or 300–500 mA of DC can cause fibrillation.
43. A sustained electric shock from AC at 120 V, 60 Hz is an especially dangerous
source of ventricular fibrillation because it usually exceeds the let-go threshold, while not
delivering enough initial energy to propel the person away from the source. However, the
potential seriousness of the shock depends on paths of the current through the body.
44. If the voltage is less than 200 V, then the human skin is the main contributor to the
impedance of the body in the case of a macro-shock passing current between two contact
points on the skin. The characteristics of the skin are non-linear however. If the voltage is
above 450–600 V, then dielectric breakdown of the skin occurs. The protection offered by
the skin is lowered by perspiration, and this is accelerated if electricity causes muscles to
contract above the let-go threshold for a sustained period of time.
(b) In-Use requirements
45. "In-Use Requirements" are the specifications that have to be fulfilled to avoid
electric hazard to occupants of an electric vehicle during normal operating conditions
(i.e., no crash or fault conditions).
46. The requirements focus on the electric power train operating on high voltage as well
as the high voltage components and systems that are galvanically connected.
47. To avoid electrical hazards, live part(s) (conductive part(s) intended to be
electrically energized in normal use) are protected against direct contact.
48. Protection against direct contact inside the passenger compartment is verified by
using a standardized Test Wire (IPXXD) (see Figure 4).

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Figure 4
Standardized Test Wire

49. Outside the compartment a standardized Test Finger (IPXXB), shown in Figure 5, is
used to check whether a contact with live parts is possible or not.
Figure 5
Standardized Test Finger

50. Furthermore exposed conductive parts (parts which can be touched with the
standardized Test Finger and becomes electrically energized under isolation failure
conditions) have also to be protected against indirect contact. This means that e.g.
conductive barriers or enclosures have to be galvanically connected securely to the
electrical chassis.
51. Beside protection against direct and indirect contact, isolation resistance is required
for AC (Alternating Current) and DC (Direct Current) systems. Isolation resistance
measured against the electrical chassis is a physical dimension describing which maximum
current flowing through the human body is not dangerous.
52. While DC systems are less harmful to the human body (see paragraph 5.1.1.2.4.1.),
100 Ω/V are required. AC systems have to fulfil 500 Ω/V.
53. The isolation resistance requirements of 100 Ω/V for DC or 500 Ω/V for AC allow
maximum body currents of 10 mA and 2 mA respectively.
(c) Requirements during charging
54. Vehicles with REESS that can be charged by conductively connecting to an external
grounded electric power supply must have a device that conductively connects the electrical
chassis to the earth ground during charging. This ensures that if there is a loss in electrical
isolation of the high voltage source during charging, and a human connects the vehicle
chassis, the magnitude of current flowing through the person is very low and in the safe
zone. This is because current will flow through the path of least resistance and therefore
most of the current resulting from a loss of electrical isolation would flow through the
ground connection rather than through the human body.
55. The electrical isolation from the chassis of high voltage sources that are connected to
the vehicle charge inlet during conductive charging (by connecting to AC external electric
power supply), must be greater than or equal to 500 Ω/V. This ensures that the leakage
current during charging will be less than that needed to trip the Residual Current Device
(RCD) or the Charging Circuit Interrupting Device (CCID) during charging. During

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charging by connecting to external AC electric supply, the protection measures are the
RCD and CCIDs that are located in the off-board electric vehicle supply equipment (i.e.
charge connector). The 500 Ω/V electrical isolation of high voltage sources is only needed
to ensure sufficiently low levels of leakage current such that the RCDs and CCIDs are not
tripped during normal charging conditions. Requirements for RCDs and CCIDs are
specified by national and international electric standards such as the National Electric Code
(NEC) – Article 625, Underwriters Laboratory (UL) 2954 and adopted in different country
and state laws. Therefore, there may not be a need to specify requirements for RCDs and
CCIDs in the charge connectors in this regulation. Each Contracting Party may assess the
need based on the electric code requirements in their respective countries.
(d) Post-crash requirements
56. Post-Crash requirements are the specifications that have to be fulfilled by the
vehicles after the impact to avoid any electric hazard to passengers of the vehicle or first
responders. They do not describe how the impact has to be conducted. This is the
responsibility of each 1998 Ag. CPs.
57. The requirements are focused on the electric power train operating on high voltage
as well as the high voltage components and systems which are galvanically connected to it.
58. After the impact of the vehicle the following four measures demonstrate that the
systems are safe. It means that the remaining "electricity level" of the high voltage systems
are no longer dangerous to the vehicle occupants and first responders.

3. Rationale for the criterion 'absence of high voltage'

59. Most electric vehicle designs use electrical contactors to disconnect high voltage
from the propulsion battery in the event of a crash or other loss of isolation. The electrical
isolation test procedure is inappropriate for such designs, because the voltage differential
between the high voltage system and the chassis would be zero, which would put a zero in
the denominator of the equation to calculate isolation.
60. There appears to be agreement that low voltage (voltages of less than 60V DC or
30V AC) is an acceptable option for providing post-crash electric safety. The 2005 revision
to SAE J1766 corrected this oversight by explicitly recognizing low voltage as a second
option for post-crash electric safety. This option was also subsequently adopted in
FMVSS 305. The last amendment of UN Regulations Nos. 12, 94 and 95 also adopted this
as an alternative to isolation resistance.

4. Rationale for the low energy criterion

61. Background and terminology: The initial resistance of the human body, denoted as
Ri in this rationale, plays a pivotal role in the calculations that follow. Ri is a variable that
is based on a number of factors, and therefore it can in practice encompass a wide range of
values. Since the severity of an electrical hazard to a human generally increases as the
current through the body increases, and since current is inversely proportional to skin
resistance per Ohm's law, this document is generally concerned with the minimum realistic
value of Ri which corresponds to the lowest energy level that could cause harmful effects.
This rationale uses a minimum value of Ri of 500 Ώ based on paragraph 4.6 of International
Electrotechnical Commission (IEC) TS 60479-1: 2005.
62. Rationale for an Energy Limit: From both physiological and practical standpoints,
there are compelling reasons why a low energy limit is an appropriate option for providing
post-crash electrical safety. The first rationale is one of completeness. There is broad
consensus in the literature that electrical energy, even high voltage electrical energy, does
not expose a human to any long-term, harmful effects provided the total energy delivered to

20
 ECE/TRANS/180/Add.20

the human is sufficiently low. A second reason to include the low-energy option involves
practical implementation issues of designing high voltage systems that comply with the
high-isolation or low-voltage criteria. Automotive high-voltage systems typically utilize a
number of capacitors connected to high voltage buses, and it is not always practical to
discharge every capacitor post-crash. By providing guidance on a safe energy limit, vehicle
manufacturers will have the needed flexibility to design products that assure safety without
imposing unnecessary and burdensome costs.
63. Establishment of Appropriate Body Resistance Values: The initial resistance of the
human body, denoted as Ri in this rationale, plays a pivotal role in the calculations that
follow. Ri is a variable that is based on a number of factors and in practice can encompass a
wide range of values. Since the severity of an electrical hazard to a human generally
increases as the current through the body increases and the current is inversely proportional
to skin resistance (Ohm's law), calculations to determine appropriate limits for maximum
energy levels are based on values of Ri that reflect realistic contact/exposure scenarios that
are likely to be encountered in the real world.
64. When evaluating the risk associated with electrical impulse (e.g. capacitor
discharge), the body resistance is a function of the voltage at the initiation of the electrical
impulse. In the real world case of capacitive discharges, the voltage is the highest at the
beginning of the pulse and drops as the capacitor discharges.
65. Table 10 in IEC TS 60479-1 details total body resistances Rt for a hand-to-hand
current path, large surface areas of contact, and in dry conditions. For wet contact
conditions, the values contained in Table 2 (of IEC TS 60479-1) would be sufficiently
accurate/conservative for direct current. Hand-to-hand contact is the most representative of
the type of contact that would be expected in real world contacts with electric vehicles. IEC
TS 60479-1 also contains information that permits calculation of internal body resistances
and ventricular fibrillation risk levels (heart factors) for other body contact/current paths
through the human body.
66. The lowest internal body resistance is obtained in a "hand to two feet" contact
scenario. However, this scenario is highly unlikely, since first responders and others, likely
to contact a vehicle post-crash would be wearing protective (and insulating) footwear. In
addition, in order to complete the circuit (and be exposed to harmful electrical current), the
person would need to simultaneously place their foot and hand on separate parts of a
vehicle with different electrical potentials. They would not be subjected to harm by simply
contacting the vehicle with their hand, with their feet placed on the ground.
67. In this analysis, we calculate the shock risk for both scenarios and note that they
both are in the acceptable risk zones outlined by IEC TS 60479-1. Table 1 below provides a
comparison of the fifth per cent of population, large area of contact, wet, hand-to-hand
body resistances with the most conservative fifth per cent of population, large area of
contact, wet, hand-to-two feet body resistances.
68. For the lowest 5 per cent of the population, body resistances for large area of
contact, wet, hand-to-hand contact range from 1,175 Ω for 25 V to an asymptotic value of
575 Ω for voltages ≥ 1,000 V dc. When, these values are adjusted to large area of contact,
wet, hand-to-feet contact, body resistances range from 1,022 Ω at 25 V dc to 500 Ω at
voltages ≤ 1,000 V dc. Table 1 below provides the body resistance values used in this
analysis as a function of the initial (highest) voltage present when the electrical impulse
(capacitive discharge) is initiated.

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ECE/TRANS/180/Add.20

Table 1
Maximum Total Body Resistance for the fifth per cent of Population for Large Area
Contact Under Wet Conditions Between Hand-to-Hand and Hand-to-Feet by Contact
Voltage

Total body resistance (Rt) that are not exceeded for 5 per cent of the population

Large area/hand-to-hand/ Large area/hand-to-feet/

Voltage (V) wet (Ω) wet (Ω)
25 1 175 1 022
50 1 100 957
75 1 025 892
100 975 848
125 900 783
150 850 740
175 825 718
200 800 696
225 775 674
400 700 609
500 625 544
700 575 500
1 000 575 500

69. Derivation of Energy Limit: Assuming constant body resistance during a capacitor
discharge event, the body current will decay exponentially over time (see Figure 6). When
assessing the electric shock risks for capacitive discharges, both the body current and
duration of discharge pulse determines the risk to a human. Specifically, discharge pulses
less than 10 ms in duration utilize the threshold of ventricular fibrillation thresholds given
in Figure 20 of IEC TS 60479-2, while discharge pulses longer than 10 ms utilize the values
given in Figure 22 of IEC TS 60479-1. Figure 6 below illustrates the decaying body current
– time relationships for 0.2 J capacitors for hand-to-hand contact resistances. Note that the
higher the initial voltage, the shorter the time duration for the discharge impulse is.

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 ECE/TRANS/180/Add.20

Figure 6
Body Current Versus Time of 0.2 J Capacitors for Large Area Hand-to-Hand Contact
under Wet Conditions and Different Contact Voltages

Body current characteristics

Hand-to-hand
Voltage Resistance
Body current (mA)

Duration (ms)

70. Depending upon the initial charge level, the time durations of these pulses can
exceed 10 ms. As a result, the DC risk curves as well as the ventricular fibrillation risk
curves need to be jointly considered.
71. While instantaneous body currents can be compared to the IEC TS 60479-1 and IEC
TS 60479-2 risk curves, a more realistic assessment of risk should account for the time
history of the body current throughout the discharge event. As a result, international
standards account for this increased risk by calculating the root-mean-square (rms) body
current and comparing that current to the appropriate risk boundaries. IEC and SAE use
slightly different methods for making this calculation. IEC TS 60479-2 provides a simple
calculation (see Figure 7) that results in a single point value at 3T current. SAE integrates
the discharge body current/time history over the time duration where the body current is
greater than 2 mA (below which body current is deemed to be benign). This provides a
continuous function that can be compared to the risk curve boundaries at any point during
its discharge. Figure 7 below illustrates the IEC and SAE methods.
Figure 7
Root-Mean-Square Current (i(rms)) computation using the IEC TS 60479-2 and the
SAE methods

 IEC60479-2: i(rms) = i(peak)/sqrt(6) (this results in a single point value)

𝑇
∫ 𝑖(𝑡)2 𝑑𝑡
SAE: i(rms) = √ 0 𝑇
(Continuous function that can be evaluated at any point).

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ECE/TRANS/180/Add.20

Figure 8
Body Current for 0.2 J and 200 V Capacitor under Large Area Hand-to-Hand
Contact Under Wet Conditions (800 Ω Body Resistance)
Body current (mA)

24 msec (=3T) 38 msec

(Instantaneous current = 2mA)

Root-mean-square (rms) current

Instantaneous current

Duration (ms)

72. Figure 8 above, compares the instantaneous body currents versus the rms body
currents for a 200V, 0.2 J capacitor discharge using both the IEC formula (calculated at a
point where the pulse duration is equal to 3T) and the SAE method which terminates when
the instantaneous current drops below 2mA. Note that both the instantaneous and rms
curves start from the same value but they diverge as the pulse duration increases. This
makes sense since the rms curve accounts for the increased risk effects associated with
increasing pulse duration.
Figure 9
Root-Mean-Square (rms) Body Current, 0.2J Capacitors, Large area/wet/hand-to-
hand body resistance

DC DC DC DC
Systems < 350 V
are subject to
Duration (ms)

IEC60479-1 as
discharge pulses
are  10 ms

Systems > 350 V

are subject to
IEC60479-2 as
discharge pulses
are < 10 ms

Body current (mA)

73. Figure 9 above plots rms body currents for 0.2 J capacitive discharges for initial
charge voltages ranging from 60V to 1,000V. The coloured curves were generated using
the SAE method and the coloured dots represent the points calculated using the IEC TS
60479-2 formula. As can be seen in this figure the two calculation methods yield the same
results at the IEC method calculation point (3T duration).

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 ECE/TRANS/180/Add.20

74. In addition, 0.2 J capacitors with charge voltages less than 350 V will have
discharge pulses greater than 10 ms and thus are subject to risk boundaries specified in IEC
TS 60479-1. Likewise, 0.2 J capacitors with charge voltages greater than 350 V will have
discharge pulses less than 10 ms and are subject to risk boundaries specified in IEC TS
60479-2.
75. From these calculations, the maximum capacitor energy level that will not exceed
the DC-2 and C1 boundary is 0.28 J. This level is 40 per cent greater than the 0.2 J limit
prescribed in the UN GTR requirements. It is important to note that both the IEC and SAE
methods yield results that do not exceed the DC-2 and C1 boundaries.
76. Repeating the above calculations using hand-to-feet body resistance (highly unlikely
encountered in real-world contact situations) gives a limit value of 0.25 J, which is 25 per
cent greater than the 0.2 J limit prescribed the requirements. The 0.25 J limit matches that
prescribed in the most recent revision of the United States Department of Energy Electrical
Safety Handbook (DOE-HDBK-1092-2013).
77. In setting the 0.25 J threshold contained in the 2013 version of the "DOE
Handbook", the authors cited a study that analysed the reflex response threshold of
electrostatic discharge shocks. This study 5 , plus others referenced in IEEE the paper
identified the 0.25 J threshold as the beginning of nuisance reflex action. The authors cite
experience by many indicating that a high voltage capacitor shock above 1 J is not
desirable. By 10 J the reflex action can become so severe that a person can be injured from
muscle contractions.
78. The DOE classification of the hazards of high voltage capacitors benefited greatly
from the studies of impulse shock and from the development of various forms of the
defibrillator. Other than electrostatic discharge shocks (which can cause ignition of
combustible materials, but not adverse electrical shock) the high voltage group (>400V) is
ranked in a graded manner using 5 breakpoints. The lowest risk group (colour coded green)
is the < 0.25 J group, which can cause nuisance reflex action but will not cause injury
(either due to shock or muscle reflex).
79. A high voltage capacitor shock from 0.25 J to 1 J will cause a significant reflex
action, possibly causing injury from the reaction. Contact with this category, although not
potentially lethal, should be avoided and is appropriately colour coded yellow. The range
from 10 J to 1000 J includes possible death due to ventricular fibrillation, as well as damage
to nerve pathways and other tissue damage and thus is colour coded red.
80. In summary, the 0.2 J limit provides adequate margin from the beginning of
"nuisance reflex action" and significant margin from the onset of potentially lethal effects
such as ventricular fibrillation].

5. Rationale for the Physical Protection Criterion

81. The physical protection criterion is necessary because EVs may use capacitors that
take time to discharge. As a result, physical barriers are necessary to shield high voltage
components from human contact during the time that such capacitors remain at high
voltage. Since crash test requirements include test speeds that may not generate crash
pulses that would reliably open electrical contactors, the low voltage compliance alternative
may not be a viable compliance strategy.

5 Y. Liu, Z. Wu, and S. Liu, "Threshold of Perception for Capacitor Discharge on the Human Body",
Proceedings of the 1997 International Symposium on Electromagnetic Compatibility, pp 340-343,
IEEE.

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82. Furthermore, DC components of the fuel cell in a fuel cell vehicle (FCV) can
connect with the AC components through the inverter (even when the vehicle is stationary).
After certain crash tests that may not result in the opening of the contactors (i.e. when the
contactors are closed and the DC and AC components are connected), the isolation
resistance at the AC component is parallel with the isolation resistance of the DC
component fuel cell. Therefore, even if the electrical isolation provided for the AC
component is significantly greater than the required 500 Ω/V, the effective isolation
resistance measured at the AC component can be, at most, as high as that provided for the
DC component fuel cell, which is in turn limited by the fuel cell coolant. Therefore, it may
not be practical to achieve the required 500 Ω/V electrical isolation for AC components.
83. The physical protection criterion provides human isolation from high voltage live
parts via electrical protection barriers to ensure that there is no direct or indirect human
contact with high voltage live parts during normal vehicle operation or after a vehicle crash.
Specification of the 0.1 Ω upper resistance limit for chassis bonding provides protection
from electric shock by shunting any harmful electrical currents to the vehicle chassis should
any electrically charged components lose isolation within the protective barrier.
84. For in-use protection against direct contact with high voltage components test probes
are specified that conform to ISO 20653 "Road vehicles – Degrees of protection (IP-Code)
– Protection of electrical equipment against foreign objects, water and access". For
enclosures contained inside the passenger and luggage compartments, a 1.0 mm diameter
and 100 mm long test wire probe is specified (IPXXD). This test probe ensures that any
gaps in the protective barriers are no larger than 1.0 mm and that any live components
contained within are no closer to the gap than 100 mm. This ensures that body parts,
miscellaneous tools or other slender conductive items typically encountered in a passenger
or luggage compartment cannot penetrate any gaps/seams in the protective enclosures and
contact high voltage components contained within.
85. For protection against contact with live parts in areas other than the passenger and
luggage compartments, and for post-crash conditions a test probe designed to simulate a
small human finger (12 mm) is specified (IPXXB). In such conditions, potential contact
with the barriers will not include potential items rolling around (as in a passenger or
luggage compartment). Therefore, protection using the wire probe is not necessary and the
human finger probe (IPXXB) is appropriate to prohibit inadvertent contact with high
voltage components contained in the protective enclosures by mechanics and first
responders.
86. Analysis of Issues with Indirect Contact: As part of National Highway Traffic Safety
Administration's (NHTSA) evaluation of the Hydrogen and Fuel Cell Vehicles (HFCV) UN
GTR No. 13, the agency has conducted research examining the efficacy of the physical
barriers compliance alternative for both, direct and indirect contact. This analysis generally
confirmed the efficacy of the barriers alternative for protection against direct contact.
87. However, research by NHTSA identified a potential scenario (see Figure 10) where
the agency was concerned that a human could potentially receive harmful levels of
electrical current from indirect contact with the barriers when there is a simultaneous loss
of isolation from opposite rails of the high-voltage bus in separate barriers. Many 1998 Ag.
CPs, have examined the likelihood of this scenario and concluded the risk for exposure to
shock to be very low in the real world. However, at least one Contracting Party felt that
there should be additional performance requirements to address this scenario (even if
remote). As a result, specifications limiting the maximum voltage between exposed
conductive parts of high voltage physical protection barriers were developed. Since, some
1998 Ag. CPs were not convinced that the additional requirements are necessary, these
specifications have been implemented as an option for the Contracting Parties.

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 ECE/TRANS/180/Add.20

Figure 10
Potential risk scenario of indirect contact

R43

V15
R44 R45
{Rshort} {Rbody}

Insulated High Voltage Parts

Live High Voltage Parts
Enclosure/Protective Barrier
Shock Hazard Circuit

Electrical Chassis and

Vehicle Body

6. Rationale for the isolation resistance criterion

88. The electrical isolation (Ω/V) is a measure of a material's resistance to electrical
current passing through it. Thus, a higher electrical isolation means that less current passes
through. The electrical isolation of a high voltage source in the vehicle is determined by the
electrical resistance between the high voltage source and any of the vehicle's electrical
chassis divided by the working voltage of the high voltage source.
89. Maintaining electrical isolation ensures that the high voltage system does not use the
chassis itself to complete (or close) the circuit. This makes it less likely that a human or
other object could touch the chassis and become part of the circuit, allowing electrical
current to flow through them. It is intended to protect occupants, rescue workers/first
responders, or others who may come in contact with the vehicle after a crash from electrical
shock hazards, by ensuring isolation of the vehicle's high voltage battery electrical system.
90. Electrical isolation, in units of Ω/V, can be derived from Ohm's law (V=I●R) and is
given below. The current flow through the body can be expressed in terms of electric
isolation:
Resistance (Ω) / Voltage (V) = 1 / Current (A)
91. Rationale for AC: The value of 500 Ω comes from the paragraph 4.6 of the IEC
60479-1:2005. Also this value is 0.87 times of 575 Ω that is described in the table 1 to 3 of
IEC TS 60479-1:2005 as the lowest value of the body impedance for the current path "hand
to hand". "0.87" is thought to be reasonable because IEC TS 60479-1:2005 says that the
body impedance for the current path "hand to foot" is somewhat lower than for a current
path hand to hand (10 per cent to 30 per cent). For example, a 300 V system would be

27
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required to have 150,000 (300 X 500) Ω resistance between the vehicle's propulsion battery
and chassis after a crash test.
92. Rationale for DC: The safety justification for adopting the electrical isolation
requirement of 100 Ω/V for the DC electrical buses derives from the fact that DC current is
less harmful than AC current.
93. IEC TS 60479-1:2005 presents data on human physiological response based on
current flow through the human body, over time. Figures 11 and 12 are copied directly from
IEC TS 60479-1. They show AC and DC effects respectively. The shock duration ranges
from 10 ms to 10,000 ms and the current level ranges from 0.1 mA to 10,000 mA.
Physiological responses are separated into four zones for each graph.
Figure 11
Conventional time/current zones of effects of AC currents (15 Hz to 100 Hz) on
persons for current path corresponding to left hand to feet (Figure 20 from IEC TS
60479-1)
Duration of current flow t

Body current IB

Figure 12
Conventional time/current zones of effects of DC currents on persons for current path
corresponding to left hand to feet (Figure 22 from IEC TS 60479-1)
Duration of current flow t

Body current IB

28
 ECE/TRANS/180/Add.20

94. Assuming that zones AC-2 and DC-2 represent the same physiological responses,
then it is reasonable to expect that the response at the upper and lower boundary is the
same. If the analysis is restricted further to an evaluation of the worst case duration (10 s),
then points along the 10 s duration line in zone 2 represent a gradation of physiological
response between the boundaries. Then, corresponding points along this line in AC-2 and
DC-2 can be mapped and represent the best estimate of the likely physiological response.
95. Data published by the International Electrotechnical Commission (IEC) shows that
500 Ω/V isolation for AC is in the mid-range of zone 2 along a progressive scale depicting
the physiological effect of exposure. Similarly, 100 Ω/V for DC is also in the mid-range of
zone 2 on the DC chart. In other words, 100 Ω/V DC provides equivalent safety to 500 Ω/V
AC. Table 2 below shows the AC and DC current values and electrical isolation for the
boundary of zone 2 and the calculated electrical isolation threshold using the log-log and
lin-lin assumptions. The table also shows the ratio of DC over AC current.
Table 2
Body Current Threshold Values for AC and DC High Voltage Source for Different
Isolation Resistance Values

Current (mA) Isolation resistance (Ω/V)

I (A) x 1000 Ratio 1/(I(A))

AC DC DC/AC AC DC
Boundary Line a 0.5 2 4.0 2000 500
values Line b 5 26 5.2 200 38
Isolation log-log 2 9.37 4.68 500 107
threshold lin-lin 2 10.00 5.0 500 100

96. The 100 Ω/V would be a good choice for a DC isolation value for harmonization
reasons, because it is specified in the relevant SAE and ISO documents, as well as Japanese
and UN Regulation.
(a) Rationale for Protection against Water Effects
97. Environmental effects such as exposure to water may deteriorate the isolation
resistance of high voltage bus. This may first lead to an electric system degradation and
eventually lead to an unsafe electrical system and electrocution of vehicle occupants,
operators (during charging) or third parties/passers-by.
98. To maintain minimum isolation resistance is the essential concept of electrical safety
under single failure conditions. However, the electric shock may occur only when both an
isolation loss and an additional failure occurs at the same time (i.e. isolation loss itself does
not cause an electric shock as long as other measures "protection against direct contact" and
"protection against indirect contact" are maintained). In order to prevent an electric shock
in the event of secondary failure following the isolation loss, two approaches are considered
effective, (a) ensure the robustness of electrical isolation under relevant environmental
conditions, or (b) urge the user to repair the vehicle when the minimum isolation resistance
is not maintained. However, it should be noted that the existence of the warning function is
not, per se, a safety prevention system and an interruption of the high voltage system may
be necessary e.g. during certain charging conditions.
99. Washing and driving through shallow standing water are considered as the examples
of usual conditions in normal vehicle operation, and in principle, all vehicles shall maintain
isolation resistance after being exposed to water under such environmental conditions. Two
test procedures for protection against water effects are foreseen with a view to evaluate the

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robustness of electrical isolation under such environmental conditions, in particular, for

vehicles with a poor electrical and vehicle design.
100. Advanced electrical and vehicle design and technological solutions, such as
insulation that shields the electrical equipment and other devices which might be in a
potential contact with a high voltage bus and the electrical chassis, including fully
encapsulated systems, can increase the odds of maintaining isolation resistance after
exposure to water. In such a case, conducting a vehicle level test may not be necessary, as
the high voltage system of the vehicle maintains electrical isolation after water exposure.
Evidence demonstrating how the electrical design or components of the vehicle located
outside the passenger compartment or externally attached, after water exposure remain safe
is sufficient.
101. Alternatively, vehicles equipped with isolation monitoring system can also
contribute to the safety of vehicle occupants in case isolation resistance has been
compromised, e.g. after exposure to water. On-board isolation resistance monitoring system
monitors the isolation resistance of the vehicle's high voltage bus and provides a warning to
the driver if the minimum isolation resistance is not maintained.
102. With the warning, the user will take the vehicle for repair and therefore the risk of
secondary failure that may cause electrical shock will be mitigated. However the warning
alone may not be considered sufficient, in particular for those individuals who do not have
the possibility to observe/or are aware of the warning signal (e.g. passers-by, first
responders).
103. The confirmation method for the functions of the on-board isolation resistance
monitoring system is based on FMVSS305, which is the same concept as that of UN GTR
No.13.

7. Rationale for REESS requirements

(a) Definitions of terms related to REESS requirements and its applicability:
104. The following terms are used for setting the pass-fail criteria of REESS
requirements:
(a) Electrolyte leakage (3.16.);
(b) Venting (3.50.);
(c) Rupture (3.39.);
(d) Fire (3.22.);
(e) Explosion (3.19.).
105. These terminologies, in general, correspond to the relevant industry standards and
UN Transport of Dangerous Goods, Manual of Tests and Criteria, paragraph 38.3.
106. Applicability of these criteria is considered based on the vehicle status intended for
each test scenario; e.g. under normal condition, in case of an accident or exposure to fire,
etc. For the tests simulating normal condition (simulated by in-use test conditions), all of
five criteria shall be met, while the tests simulating an accident or unusual circumstances,
only the more severe events such as fire or explosion are applied as the criteria.
107. In addition, minimum isolation resistance of 100 Ω/V is also required for the tests
simulating normal driving conditions, considering the fact that all existing REESS provide
DC current. For REESS post-crash safety (component-based tests) under paragraph 5.5.2.1.
of this UN GTR, either the minimum isolation resistance requirements or the protection
degree IPXXB shall be fulfilled, due to the fact that loss of isolation resistance is not an

30
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immediate hazardous effect if one cannot come in parallel contact with a second hazardous
potential (solved by IPXXB requirement).
(b) Installation of REESS (paragraph 5.3.1.)
108. Paragraph 5.3.1. provides the requirements with respect to the REESS installed on
the vehicle, where the vehicle manufacturer may choose either paragraph 5.3.1.1. (REESS
specific to certain vehicle) or paragraph 5.3.2.2. (REESS designed for various types of
vehicles) for compliance. In case of REESS for various vehicles, its installation to each
type of vehicles shall be in accordance with the instruction by the manufacturer of the
REESS because certain parameters for the REESS component tests may be determined
assuming the installation condition on the vehicle.
(c) Rationale for warning requirements (paragraphs 5.3.2. to 5.3.4.)
109. Driver warning due to failure of vehicle controls that manage safe operation of
REESS: the vehicle controls manage various battery operations, some of which are safety
critical. There are multiple fault scenarios that could trigger a vehicle control to take
corrective action. This UN GTR provides REESS safety requirements for various REESS
safety scenarios. These REESS safety requirements assume that the management system of
the REESS is properly functioning. For example, the requirements for overcharge, over-
discharge, over temperature, and overcurrent assess the functionality of the vehicle controls
that manage REESS operations. Therefore, in order to ensure the safety in a real world
condition, it is important to ensure that the vehicle will not be continuously used under the
failure condition of the vehicle controls that manage REESS safe operations. Consequently,
the driver should be provided with a warning when these vehicle controls are not
functional. This requirement applies when the driver is seated in the vehicle and switched to
the active driving possible mode.
110. Since this UN GTR specifies requirements to evaluate the proper functioning of
vehicle controls that manage REESS safe operation in overcharge, over-discharge, over
temperature and overcurrent conditions, the warning requirement only addresses the
condition of operational failure of vehicle controls that manage safe operation of REESS.
111. Due to the complexity and varied designs of vehicle controls that manage REESS
safe operation, no single test procedure could be developed that would fully evaluate
whether a warning tell-tale turns on in the event of operational failure of vehicle controls.
Therefore, manufacturers are required to provide documentation demonstrating that a
warning to the driver will be provided in the event of operational failure of one or more
aspects of vehicle controls that manage REESS safe operation.
112. Driver warning due to a thermal event within the REESS: Real world data indicates
that a thermal event within a battery pack is a major safety critical event associated with
electric powered vehicles that can result in smoke, fire and/or explosion that can pose a
safety hazard to occupants in the vehicle. A thermal event is when the temperature within
the battery pack is significantly higher than the maximum operating temperature (even at
reduced power). A warning should be provided to the driver in the event of a significant
thermal event within the battery pack. In order to avoid design restrictive requirements,
manufacturers are required to provide documentation on the parameters that trigger the
warning and a description of the system for triggering the warning.
113. Driver warning to notify low energy content of REESS: The purpose of this warning
is to notify the driver that the remaining stored energy in the REESS would only permit the
vehicle to be driven a short distance. This warning would alert the driver to charge the
REESS as soon as possible, so that the EV would not be stranded on the road.
114. At the indicated low state of charge specified by the vehicle manufacturer, the
following performance is generally expected:

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(a) It is possible to move the vehicle out of traffic using its own propulsion
system;
(b) A minimum energy reserve is available for the lighting system as required by
National and/or International Standards or regulations, when there is no
independent energy storage for the auxiliary electrical systems.
115. As the traffic conditions and layouts of charging stations vary in different countries,
it is difficult and unnecessary to set a mandatory limit of this "low energy". Manufacturers
could specify the limit value of REESS remaining energy themselves according to the
certain road conditions and performance of their product. It is also suggested that the
remainder range (including the driving condition) could be introduced to the driver in the
owner's manual.
116. Currently, the most of conventional vehicles are equipped with a low fuel warning.
When there is little fuel left, the warning is given to the driver to refuel as soon as possible.
Traditionally, manufacturers have defined this threshold value on their own.
117. Although there are no recorded accidents for electric battery vehicles running out of
energy, it should be noted that in some countries, this warning is mandatory. It is beneficial
to regulate the necessary design for vehicle manufacturers at the current technical
development level. Due to the complexity of the vehicle warning, only basic requirements
can be proposed for regulatory purposes, but the inclusion of such requirements will
eliminate vehicle designs without a REESS low energy warning.
(d) Adjustment of State of Charge
118. It was observed by the technical experts that in certain circumstances the severity of
the REESS reaction to specified test requirements may be influenced by the REESS SOC.
As a result, it was felt that the SOC specification was an important aspect to include in
regulatory requirements. This is especially important for tests involving potential thermal
runaway/propagation.
119. Supporting research and analysis on the safety related behaviour of Li-ion cells is
provided by Balakrishnan et al.6 Wang et al7 provides detailed information regarding SOC
effects on the chemical reactions during thermal runaways for typical Lithium ion cell
chemistries.
120. Most research publications refer to cell level research, while for automotive
applications the behaviour of larger cell packs is what is relevant. While such data is not
widely available, there is a lack of evidence to indicate that behaviour at pack level would
differ significantly with respect to the trends observed at cell level.
121. At the cell level, researchers found8 that at higher SOC levels the thermal runaway
onset temperature is reduced. The characteristics of different cell chemistries (cathode
materials), lithium cobalt oxide (LCO), lithium nickel manganese cobalt oxide (NMC) and
lithium iron phosphate (LFP) were compared 9 and a tendency towards lower onset

6 Balakrishnan et al, "Safety mechanisms in lithium-ion batteries", Journal of Power Sources 155
(2006) 401-414
7 Wang et al, "Thermal runaway caused fire and explosion of lithium ion battery", Journal of Power
Sources 208 (2012) 210-224
8 Roth, E.P. "Final Report to NASAJSC: Thermal Abuse Performance of MOLI, Panasonic and Sanyo
18650 Li-Ion Cells", Sandia Report: SAND2004-6721, March 2005
9 Liu, X.; Wu, Z.; Stoliarov, S.I.; Denlinger, M.; Alvaro, M.; Snyder, K.: "Heat release during
thermally-induced failure of a lithium ion battery: Impact of cathode composition", Fire Safety
Journal 85 (2016), 10-22

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temperatures (for safety venting and thermal runaway) was observed as SOC increased
(with the exception that LFP cells did not experience thermal runaway) 10. Research further
indicates11 that based on cell level testing, the total amount of released heat increases by
approximately 11 per cent for both LFP and NMC based cells when increasing SOC from
25 per cent to 100 per cent.
122. While technical experts were not able to verify whether the rate of the energy release
or the total energy released is the more critical parameter related to a propagating thermal
runaway and for the vehicle-level risk, lower SOC-dependent onset temperatures were
determined to be significant parameters influencing the onset temperature for cell thermal
runaway.
123. For typical vehicle applications, it should be noted that Li-ion batteries are not using
their full physical capacity range, but only a limited window, primarily to ensure reliability,
improve degradation and achieve high charging cycle numbers. The size of such windows
depend on the specific Li-ion battery technologies used and the type of applications
(typically larger windows for high energy applications, smaller ones for high power
applications). As a result, the safety related effects of SOC in real vehicle applications will
be much more moderate than for typical laboratory investigations exploiting the full
physical SOC ranges.
124. In this UN GTR it was felt that specifying the SOC as high as possible within the
considered constraints and technical capabilities would provide the highest margin of
safety. Constraints on the specification of SOC are the availability of external charging
ports for the Tested-Device, capabilities are limited by temperature related capacity
variations12, manufacturing tolerances13 and inaccuracies of capacity measurement, which
according to JRC can amount to 2 per cent derived from each 1 per cent tolerance for
current and voltage measurement. Further references provided by JRC confirm the variation
of capacity as up to 10 per cent for a thermal window between +10 °C and +30 °C as
defined for the charging process here.
125. The UN Regulation No. 100-02 defines the ambient temperature range for adjusting
SOC and testing at 20 ± 10 °C. In the case of vehicle-based test, BMS (Battery
Management System) controls the SOC to achieve the highest SOC in a stable manner
under such a moderate temperature range. On the other hand, in case of component-based
test, BMS may not be installed on the tested-device resulting in potential fluctuation of the
adjusted SOC depending on the ambient temperature. Accordingly, it was recommended to
tighten the ambient temperature range for the component-based test. Further, the target
temperature was reviewed taking into account the ambient temperature conditions of other
safety standards or regulations and the limitations of existing testing facilities. As a
conclusion, the informal working group decided to specify the ambient temperature at 22 ±
5 °C for component based and 20 ± 10 °C for vehicle based testing.

10 Orendorff, C.J.; Lamb, J.; Steele, L.A.M.; Spangler, S.W.; Langendorf, J.L.: "Battery Safety Testing",
2015 Energy Storage Annual Merit Review, Sandia National Laboratories
11 Sturk, A.; Hoffmann, L.; Ahlberg Tidblad, A.: "Fire Tests on E-vehicle Battery Cells and Packs",
Traffic Injury Prevention (2015), Taylor & Francis
12 Johnson et al, "Temperature-Dependent Battery Models for High-Power Lithium-lon Batteries", 17th
Annual Electric Vehicle Symposium, Montreal, Canada October 15-18, 2000
13 Kennedy, B. et al, "Modelling the impact of variations in electrode manufacturing on lithium-ion
battery modules", Journal of Power Sources, 213 (2012), 391-401

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126. Accounting for above-mentioned constraints, i.e. charging opportunities, the SOC
setting is split into three procedures:
(a) For a test on vehicle level with availability of an external charging port the
procedure is deemed straight forward to normally charge the REESS until the
vehicle's internal control device automatically stops the charging process. In
case of several charging methods (e.g. normal or fast charging), the
manufacturer must advise on the method that delivers the higher SOC;
(b) For a vehicle level test with a hybrid vehicle without external charge port the
adjustment of the SOC is generally not directly possible. The SOC level is
adjusted via complex internal algorithms by the vehicle's on-board control
system. Overriding such systems to enforce high SOC levels is not
appropriate and may risk damage to the test object and/or operator health and
safety. Furthermore, such conditions are not representative of the state of the
vehicle in actual operation. HEVs generally try to maintain their SOC around
a mid-level in order to provide immediate capacity for power delivery as well
as for recuperation. Extreme SOC levels are by nature transient events for
such systems. As a consequence, no discrete SOC has been defined for such
applications. Given the diversity of vehicle system technologies and
architectures and to ensure that the highest practical SOC is obtained, the test
procedure specifies that the testing services/authorities consult the vehicle
manufacture on SOC measurement and setting procedures;
(c) For a test with a REESS separate from the vehicle, a distinction has been
made as to whether the DUT does or does not contain the original charge
control system. In the former case, it is assumed that the embedded charge
control system will terminate the charging when the full SOC is achieved.
For the latter case, the manufacturer must define the normal operating SOC
range and the appropriate charging procedure. Considering above mentioned
arguments it was seen as necessary to allow for some tolerance with regard to
fixing the SOC at the beginning of tests, requiring minimum 95 per cent of
the "normal operating SOC range" as defined by the manufacturer.
127. It was discussed within the informal working group that certain chemistries do not
allow for direct measurement of the SOC via external Open Circuit Voltage (OCV),
because their OCV/SOC-curves are principally flat within the normal operating SOC range.
In such cases, and where saturation and load hysteresis reasons are prevalent, the charge
level has to be controlled via the accumulated current fed through the external charging
system while conducting a standard cycle (see para. 6.2.1).
128. Often the charging and SOC setting may be carried out by the manufacturer before
shipping the DUT to the test laboratory. Depending on waiting duration and due to parasitic
currents or consumption through internal control systems, discharging may occur before the
actual test. As a potential measure to preserve the initial SOC the informal working group
discussed limiting the period between the final setting of the SOC and the actual start of the
test to 48 hours. While such limit would have been practicable, though restrictive, within a
type approval environment, it was not viewed as appropriate for self-certification systems.
Accounting for potentially unavoidable loss of charge within the shipping and preparation
period, for systems with direct charging possibilities, it was seen as acceptable and of
negligible influence to allow for a relative loss of charge of 5 per cent related to the SOC at
the end of the charging process. For systems without external charging possibility (like
HEVs) the maximum allowed discharge is 10 per cent, accounting for the losses required to
operate the internal control systems, or to feed consumers of the vehicles' low voltage
systems. The laboratory staff or technical service is required to take care that any
unnecessary energy consumption from the REESS is avoided.

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129. Direct verification of the final SOC before test may again be subject to above-
mentioned complexity. As a result, vehicle manufacturers may use alternative assessment
methods, like demonstrating compliance to respective performance standards (see EVSTF-
07-05) and confirmation of appropriate actions to preserve available charges.

8. REESS in-use requirements

(a) Vibration (paragraphs 5.4.2. and 6.2.2. of this UN GTR):

130. The purpose of this test is to verify the safety performance of the REESS under a
vibration environment which the REESS would likely experience during the normal
operation of the vehicle.
131. A vibration load spectrum for lithium cells and batteries including lithium ion
cells/batteries and lithium polymer cells/batteries is already defined as a type approval test
procedure of dangerous goods of class 9 in the Recommendations on the Transport of
Dangerous Goods, Manual of Tests and Criteria, paragraph 38.3.4.3. (Test T3: Vibration),
with an amplitude sweep ranging from 7 Hz to 200 Hz.
132. As Recommendations on the Transport of Dangerous Goods, Manual of Tests and
Criteria sign-off may often also be mandatory for types of REESS (such as lithium metal
batteries, lithium ion batteries and lithium polymer batteries) subject to this regulation,
having the opportunity to cover this test with test T3, is seen as an efficient approach.
133. However the load curve per Test T3 is assessed as too severe for automotive
applications. Despite the recent lowering of the high frequency amplitude in Test T3 from
8g to 2g for "large batteries" with masses more than 12 kg, even this amplitude is still not
considered representative for the typical sizes of REESS in vehicles, with a mass of 200 kg
or more. Particularly the height of the amplitudes above 18 Hz is seen as unrealistic and
does not correlate to the loads seen in road vehicles (except for hypothetical cases of
REESS mounted close to or onto a combustion engine). Due to the stiffness of vehicle
bodies in relation to the module weight frequencies, frequencies higher than 18Hz cannot
be transmitted at significant energy levels.
134. This UN GTR, therefore, uses the same frequency vertices as Test T3, albeit those
for smaller cells, but lowers the load curve above 18Hz and truncates it at 50Hz.
Figure 13
Comparison of proposed with Test T3 load curve

amplitude sweep (sinusoidal waweform)

amplitude [m/s2]

Test T3 'Large Cells'

Proposal

frequency [Hz]

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ECE/TRANS/180/Add.20

135. The test duration is also aligned with Test T3, requiring 12 transitions from the
minimum to the maximum frequency and back within 15 min., resulting in a total test
duration of 3 hours.
136. While Test T3 requires the test to be performed in all three spatial directions, in
vehicle applications this load occurs in the vertical direction only, while the longitudinal
and lateral vehicle dynamic loads are significantly lower. The vibration test therefore needs
to be performed in the vertical installation direction only. When utilizing this option, the
orientation of the REESS in the vehicle must be restricted accordingly; this information
shall be communicated to the regulating entity by the vehicle manufacturer. The
administrative procedures to ensure such a communication will be specified by the
regulating Contracting Party.
137. In many cases, the vehicle manufacturer assesses the vehicle's durability with full
vehicle simulation, either by running a rough road test track or by simulating the lifetime
fatigue on a 4-poster vibration rig. These methods provide a vehicle specific assessment of
the durability of all vehicle components and should be accepted in this context.
138. To finalize the certification of the REESS, a standard cycle has to be performed, to
verify that the mechanical loads have not had any negative effect on the electrical function.

(b) Thermal Shock and Cycling (paragraphs 5.4.3. and 6.2.3. of this UN GTR)
139. In a real world application, subsystems like REESS are subjected to changes in
environmental temperature, some of which may be rapid.
140. Such temperature changes can result in significant thermal expansion of
components. Since different materials with different Coefficients of Thermal Expansion
(CTE) are used, this can lead to different levels of expansion of the components potentially
causing mechanical stress.
141. A REESS would likely experience several changes in environmental temperature or
rapid changes in environmental temperature during its life. The mechanical stress and/or
different material expansions caused by this temperature changes may potentially influence
REESS integrity or internal electrical connections.
142. Therefore, in order to ensure safety, it is important to test the robustness of the
REESS against temperature shocks and to perform a standard cycle to test the functionality
after test.
143. The Thermal Shock and Cycling Test shall verify that the REESS is immune to
thermal fatigue and contact degradation that is caused by temperature changes and possible
mismatching of the CTE of materials.
144. Similar tests are currently used for validation of electrical components and
subsystems. Also, a thermal shock and cycling test (Test T2: Thermal test) is part of the test
sequence of transportation tests according to paragraph 38.3. of Recommendation on the
Transport of Dangerous Goods, Manual of Tests and Criteria.
145. As this Recommendation sign-off may often also be mandatory for types of REESS
(such as lithium metal batteries, lithium ion batteries and lithium polymer batteries) subject
to this regulation, having the opportunity to cover this test with Test T2: Thermal test, of
this Recommendation, is seen as an efficient approach, while the higher extreme
temperature is determined by referring the IEEE Standard 1725 (2006), Annex E,
"Temperature rise on each position in the car under clear weather".
146. The test requirements and boundary conditions are transferred from the UN
Regulation No.100, 02 series of amendments.

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147. Minus 40 °C is generally agreed as the lowest temperature to be considered in

automotive applications (e.g. UN GTR No.13). The aim of the temperature shock and
cycling test is to ensure that the design of the REESS is able to bear the sudden temperature
shocks of real life. Considering this aim it was agreed during the discussion in the informal
group of experts at the 02 series amendment to UN Regulation No.100, that a sudden
temperature difference of 100 °C is more than what would be observed in real life and
therefore sufficient regarding the aim of the test procedure. It could be shown by applying
durability tests in a mid-European environment that during operation the maximum
temperature of the battery will not exceed 60 °C (see Figure 14).
Figure 14
Occurrence of battery temperature
Temperature distribution ambient air [rates/°C]
verhicle durability time frame -30 -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50 55 60
[months] -25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50 55 60 65
vehicle 1 durability test 1 9
vehicle 2 durability test 2 7
vehicle 3 durability test 3 8
vehicle 4 durability test 4 2
vehicle 5 durability test 5 8
vehicle 6 durability test 6 7 no information
vehicle 7 durability test 7 10 no information
vehicle 8 durability test 8 16 no information
vehicle 9 durability test 9 7 no information occurence
vehicle 10 durability test 10 15 0%
vehicle 11 durability test 11 14 0%<T<10%
vehicle 12 durability test 12 2
vehicle 13 durability test 13 3 10%<=T<20%
vehicle 14 durability test 14 5 20%<=T<30%
vehicle 15 durability test 15 5 30%<=T<40%
vehicle 16 durability test 16 8
vehicle 17 durability test 17 6 40%<=T<50%
vehicle 18 durability test 18 6 50%<=T

148. According to these results, the real life scenario with highest temperature difference
is parking a vehicle outside (maybe overnight) at -40 °C, starting the vehicle and heating up
the battery during operation to the highest temperature of 60 °C.

(c) Fire resistance (paragraphs 5.4.4. and 6.2.4. of this UN GTR)

149. The purpose of the test is to ensure that occupants have adequate time to evacuate
the vehicle in case of exposure to fire from outside of the vehicle due to e.g. a fuel spill
from a vehicle (either the vehicle itself or a nearby vehicle). Furthermore, the level of
specification is equivalent to the minimum safety levels specified for existing liquid fuelled
vehicles and is similar to the requirements for plastic fuel tanks in UN Regulation No.34.
While specific data regarding evacuation time requirements are not available, real-world
experience with the sufficiency of UN Regulation No. 34 indicates that the regulatory
requirements are at a sufficient level of performance to address the safety aspects of
external fire exposure.
150. The test is required for REESS installed in a vehicle at a height lower than 1.5 m
above the ground. The 1.5 m limit is deemed appropriate since the impact of a fire on a
REESS installed at or above this height in a vehicle is considered insignificant given the
inherent presence of considerable vehicle structure that acts to shield the REESS from fuel
pool fire exposure when the REESS is mounted at and above that height.
151. The requirement for plastic fuel tanks in UN Regulation No. 34 specifies that it
passes three repetitions of the same test (i.e. 60s preheat + 60s direct exposure to flame +
60s indirect exposure to flame). As evidenced by the high similarity of results for these
tests (see multiple UN Regulation No. 34 tests on the Figure 15) the number of tests
specified in paragraphs 5.4.4. and 6.2.4. have been reduced from three to one. In order to
compensate for potential variations in fire exposure, the direct exposure phase of the test
has been increased by 10s. The 10s additional time was determined based on experimental
data presented in Figure 15 below which illustrates temperatures measured on a simulated
vehicle during fire exposure from 3 tests of UN Regulation No. 34 (i.e. 60 s preheat + 60 s

37
ECE/TRANS/180/Add.20

direct exposure to flame + 60 s indirect exposure to flame) and modified versions of the test
of UN Regulation No. 34 (e.g. 90 s direct exposure, no preheat period and 60 s direct
exposure, no preheat period). These curves also confirm that the preheating period does not
influence the temperature rise curves for the device under test and thus have been removed
from the test procedures contained in this UN GTR.
Figure 15
Mean of temperature readings on a vehicle Mock-up during different "Regulation No.
34" exposures

UN Regulation No. 34 except no preheating

and 90 seconds direct exposure

UN Regulation No. 34 (3 trials)

Temperature, °C

UN Regulation No. 34 except no

preheating

Note: for all of these tests, the device

under test was exposed to direct
flame heating starting at 1 minute.

Time (minutes)

152. A fire resistance test procedure on a component level is also provided. This test
procedure is similar to the procedure for the vehicle level test. Since this procedure should
be valid for all possible placements of the REESS in a vehicle, the height at which the
REESS is placed during the test is determined to represent the worst case. Experiments
were conducted in which the temperature as a function of height was measured above the
fuel surface for various pool sizes, some are presented in Figures 16 and 17 below. Based
on the results of these tests, a height above the fuel surface of 50 cm was selected for
component testing.
Figure 16.
Temperature readings at different heights above a 2.2 m² pool fire

Test 14, 2.2 m²

pool
Temperature, °C

Time (minutes)

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 ECE/TRANS/180/Add.20

Figure 17
Temperature readings at different heights above a 0.25 m² pool fire

Test 16, 0.25 m² pool

Temperature, °C

Time (minutes)

153. A significant difference between fuel tanks and REESS is that REESS can produce
heat on their own, possibly developing a thermal runaway. Therefore, the test procedure
differs from the procedure described in UN Regulation No. 34. No external cooling or
extinguishment of the tested device is conducted as is done in the fuel tank test to facilitate
the search for leaks. Instead, the tested device is observed for at least 3 hours to confirm
that the temperature decreases and no dangerous processes resulting in an explosion have
been initiated during the exposure.
154. Alternative test procedure using Liquefied Petroleum Gas (LPG) burner (paragraph
6.2.4.3.4.): it is inherently difficult to control the behaviour and conditions of the flame in
gasoline pool fire tests due to its turbulent nature. To improve flame controllability and
reproducibility, Korea Automobile Testing and Research Institute (KATRI) have
researched and proposed (EVS-02-07e) an LPG burner fire test for REESS (see illustration
of burner configuration in Figure 18). The test method is similar to UN GTR No.13
(Hydrogen container in hydrogen fuel cell vehicle). The LPG burner specified can control
the height and temperature of the flame by regulating the mass flow rate of LPG supplied.
As a result, fire tests performed with an LPG burner have the advantage of being more
controllable and hence repeatable/reproducible.

39
ECE/TRANS/180/Add.20

Figure 18
Illustration of KATRI LPG Burner

3
11
8

40
 ECE/TRANS/180/Add.20

155. Research was conducted to develop LPG burner specifications to be equivalent in

terms of flame temperature and heat flux to typical gasoline pool fires.
156. Experts noted that the emissivity of fuel increases with increasing amount of carbon
and higher luminous flame (Figure 19). As a result, the heat flux can differ depending on
the fuel even if the flame temperature is equivalent. Based on testing and analysis
conducted, it was determined that the specifications developed for the LPG burner meet the
necessary criteria for equivalence. At this time, appropriate specifications and analysis on
other potential fuel types have not been conducted and as a result, they are not included in
this UN GTR.
Figure 19
Emissivity of Different Fuel Flames 14

1
Tar
0.9
Heavy Fuel Oil
0.8
0.7
Light Petroleum
Emissivity

0.6
0.5
0.4
Emissivity

0.3
Natural Gas
0.2
Coke Gas
0.1
0
0 2 4 6 8 10 12 14 16

C/H Ratio

157. Even if the same fuel is used and the relative position of the object that is exposed to
the flame is the same, the heat flux cannot be the same unless the shape of flame is also
equivalent. Therefore, to reproduce the same heat flux the shape of flame should be
appropriately controlled.

14 J. Stepanke, Industriell Wärmetechnik. Vulkan Verlag, Essen. Deutschland. 1977

41
ECE/TRANS/180/Add.20

158. In order to verify the equivalency between LPG burner test (paragraph 6.2.4.3.4) and
gasoline pool fire test (paragraph 6.2.4.3.3), the temperature and heat flux of the flame were
measured under the same conditions without a Tested-Device (i.e., REESS) (EVSTF-07-
29e). The temperature was measured under the Tested-Device at five positions 25 ± 10 mm
below the Tested-Device's external surface. The heat flux was measured at a certain
distance from the flame and central area of the Tested-Device's position.
159. Measurements of flame temperature and heat flux of an LPG burner fire are shown
in Figure 20. During the test, the mass flow rate of LPG was increased every 60 s by 25
kg/h between 175 kg/h and 275 kg/h. Measurements of flame temperature and heat flux of a
gasoline pool fire during phases A, B and C (see paragraph 6.2.4.3.3. Gasoline pool fire
test), measured in accordance with paragraph 6.2.4.3.4.4. are shown in Figure 21.
160. The measured heat flux of an LPG burner fire is around 30-40 kW/m2 and is almost
constant at each mass flow rate. As mass flow rate increases, the heat flux increases almost
proportionally. The heat flux of a gasoline pool fire is around 25-50 kW/m2.
Figure 20
Flame temperature and heat flux of an LPG burner fire with increasing LPG mass
flow rate (without Tested-Device)

LPG Burner Fire Test

Temp. 1
Temp. 2
Temp. 3
Temp. 4
Temp. 5
Heat flux
Temperature, °C

Heat flux, kW/m2

Propane mass flow rate

Time, sec.

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 ECE/TRANS/180/Add.20

Figure 21
Flame temperature and heat flux of gasoline pool fire (without Tested-Device)

Gasoline pool fire test (phase A, B, C)

Temp. 1
Temp. 2
Temp. 3
Temp. 4
Temp. 5
Heat flux
Temperature, °C

Heat flux, kW/m2

Time, sec

161. Table 3 compares the integral heat flux at each test condition. For the LPG burner
test (paragraph 6.2.4.3.4. of this UN GTR), the integral heat flux during the direct flame
exposure time (i.e. the time to reach 800 °C and 2 more minutes) at each LPG mass flow
rate is shown in Table 3 and compared with the integral heat flux during 130 s (for phases
B and C) for the gasoline pool fire test (paragraph 6.2.4.3.3. of this UN GTR).
162. Test results revealed that the integral heat fluxes in the gasoline pool fire and LPG
burner fire tests were almost equivalent at an LPG mass flow rate of 200 kg/h. For this
reason, an LPG mass flow rate of 200 kg/h is considered appropriate during the test.
Table 3
Comparison of heat flux between LPG burner and gasoline pool fire

LPG burner Gasoline pool fire

Fuel (Mass Integral Fuel Integral

flow rate) Heat flux Heat flux

LPG (175kg/h) 4 181 Gasoline 4 460

LPG (200kg/h) 4 450

LPG (225kg/h) 4 945

163. The temperature of an LPG burner fire (mass flow rate: 200kg/h) and a gasoline
pool fire with Tested-Device (REESS mock-up) were also compared.

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Figure 22
Test scene photographs and temperature measurements of a gasoline pool fire and an
LPG burner fire

Gasoline pool fire test (phase B,C) LPG burner fire test (200 kg/h)
Temperature, °C

Temperature, °C
Temp. 1 Temp. 1

Temp. 2 Temp. 2

Temp. 3 Temp. 3

Temp. 4 Temp. 4

Temp. 5 Temp. 5

Time, sec. Time, sec.

164. Figure 22 shows that the temperature is 850-950 °C in an LPG burner fire with a
Tested-Device at an LPG mass flow rate of 200 kg/h, which is higher than the gasoline pool
fire temperature. In the gasoline pool fire test the temperature is 700-900 °C during the
direct flame exposure phase (phase B) and 300-800 °C during the indirect flame exposure
phase (phase C). The temperature deviation observed in the LPG burner test is much
smaller than that of the Gasoline pool fire test.
165. Since the temperatures were not found to be exactly equivalent, research was
conducted with different examples of potential Tested-Devices (i.e. various sizes of mocked
up REESS) to verify whether the temperature differences would result in significantly
different results and whether adjustments to the temperature sensor locations relative to the
Tested-Device would make the results more equivalent (EVSTF-08-54e).
166. When temperatures are measured, the average value of the five sensors is used to
determine the temperature condition to compensate for temperature deviations due to the
Tested-Device's structure or transient temperature variations. The flame temperature should
be measured continuously and an average temperature is calculated at least every second
for the duration of the fire exposure.
167. Temperature sensors should be located at adequate places which can represent the
entire area of the Tested-Device's bottom. At least one sensor should be located at the
centre of the Tested-Device and four sensors located near the edge of the Tested-Device
with equal distance in order to make sure that the Tested-Device is exposed to a uniform
flame over the entire bottom area (EVSTF-08-54e).
168. When determining a distance of 50mm below an irregularly shaped Tested-Device
(e.g. a tunnel shape), this distance is determined from the lowest point of the Tested-Device
in the orientation intended for the vehicle. As a result, all temperature sensors should be
installed at a distance of 50 ± 10 mm below the lowest point of the Tested-Device's external
surface and in a single plane.

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169. When the Tested-Device's bottom has significant surface geometry irregularities (e.g.
deep recesses, etc.,) there may be insufficient airflow in that location which can result in
lower temperatures. For such cases, this location should be avoided when placing the
temperature measurement sensors.

(d) External short circuit protection (paragraphs 5.4.5. and 6.2.5. of this UN GTR)
170. This test is to verify the performance of the vehicle controls (protection measure)
against a short circuit occurring external of the REESS. If certain protection device (e.g.
fuse, contactor, etc.) exists in the REESS, the functionality of such device will be evaluated
and if no such device exists, the robustness of the REESS against short circuit will be
evaluated. The test procedure has been developed based on existing standards and other
technical references. The resistance of the connection (5 mΩ or less) is taken from SAE
J2464 (Surface vehicle recommended practice, Electric and Hybrid Electric Vehicle
Rechargeable Energy Storage System (RESS) Safety and Abuse Testing, November, 2009)
as specified for pack hard short. The value of the short circuit resistance may need to be
reviewed in the future taking account for development of related regulations or standards
for soft short conditions.
171. This test procedure does not address the short circuit event inside the casing (battery
pack enclosure) of REESS, since the occurrence of such short circuit events will be
assessed by the other tests such as vibration, thermal shock and cycling, and mechanical
impact.
172. The test is conducted under ambient temperature conditions and with SOC at the
maximum level (since higher SOC levels could result in higher likelihood of thermal
runaway/propagation in the event of failure of controls). The short circuit test may be
conducted with a complete REESS or REESS subsystem(s) for which the REESS
subsystem performance in the test represents that of the complete REESS. The test may
also be conducted at the vehicle level using breakout harness to apply the short circuit.
173. After the short circuit test is terminated, a standard charge/discharge cycle is
conducted if permitted by the Test-Device (vehicle, REESS, or REESS subsystem(s)). An
additional performance criterion for the short circuit test is that the vehicle or REESS
controls terminate the short circuit current or the temperature measured on the casing of the
REESS is stabilized for 2 hours after the short circuit is introduced. While current REESS
designs have short circuit protection controls that terminate the short circuit current, there
may be future REESS designs that may not need such controls and so evaluation of safety
is based on the stability of REESS temperature.

(e) Vehicle level and complete REESS or REESS subsystem level tests for evaluating REESS or
vehicle controls for safety of the REESS (paragraphs 5.4.6. to 5.4.10. of this UN GTR)
174. The following set of tests evaluates the operation of vehicle controls to ensure safety
of the REESS under different input conditions to the REESS. The test conditions identified
in failure mode effects and criticality analysis are overcharge, over-discharge, over-
temperature, low temperature, and over-current. Details of the tests are provided in the
following paragraphs. The tests may be conducted at the vehicle level or with a complete
REESS or REESS subsystem, as appropriate. For vehicle level tests, the input to the
REESS may be applied through normal vehicle operation and charging conditions.
Alternatively, the tests may be conducted using a breakout harness to provide the input to
the REESS where possible.

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ECE/TRANS/180/Add.20

(f) Performance criteria for evaluating REESS or vehicle controls for safety of the REESS
175. The general performance criteria for the tests of the REESS or vehicle controls is
that during the test and for 1 h observation period after the test, there is no evidence of
electrolyte leakage, rupture, venting, fire, or explosion, and electrical isolation of the
REESS remains greater than 100 Ω/V. The 1 h observation period was selected as a
practicable time to evaluate the outcome of each of the tests.

(g) Overcharge Protection (paragraphs 5.4.6. and 6.2.6. of this UN GTR)

176. Overcharge of an REESS can occur as a result of a failure of the charging system,
such as a fault in an external charger or in a regenerative braking charge system. It may also
occur as a result of sensor failure or voltage reference drift. Overcharging of REESS can
lead to very high thermal power loss due to current flow and/or loss of chemical stability
due to high temperatures. Severe events such as fire or explosion may occur. The aim of the
specified test is to verify the performance of the vehicle controls (protection measures) of
the REESS against overcharge by an external power supply during its operation. If such
protection measures (e.g. battery management system connected to contactors) are installed
in the REESS, the functionality of the protection measures shall be proven by terminating
or limiting the charge current to a safe value. In the case functionality is not installed and
the cells are not protected against overcharge, the REESS has to be charged until the
REESS temperature is 10 °C above its maximum operating temperature specified by the
manufacturer (based on technical judgement, this temperature value is deemed high enough
to cause minor/major damage to the REESS but not dangerous to test personnel). The test
end criteria were based on consideration of the practicability of conducting the test, safety
to test personnel, and to reduce test time. After the charging is terminated, a standard cycle
is conducted if permitted by the Tested-Device (vehicle, REESS, or REESS subsystem(s)).
177. The test is conducted at normal ambient conditions with the SOC adjusted to about
midlevel of the range for normal operation. The test may be conducted at the vehicle level
or with a complete REESS. At the vehicle level, charge by vehicle operation (driving on a
chassis dynamometer) for vehicles that can be charged by on-board energy sources, and
charge by external electricity supply for externally chargeable vehicles will be used. For
vehicles that have the capability of charging the REESS by external electricity supply and
by on-board energy sources, vehicle operation by both methods shall be used. Alternatively,
charging of the REESS may be conducted using breakout harness if it can be connected just
outside the REESS to charge the REESS with external electricity supply equipment．For
test with a complete REESS, external charge/discharge equipment shall be used.

(h) Over-discharge protection (paragraphs 5.4.7. and 6.2.7. of this UN GTR)

178. Over-discharging of REESS in itself cannot lead to a severe event. Some kinds of
REESS have special chemical reaction which can occur and that are irreversible.
Subsequent charging of such an over-discharged REESS may lead to fire or explosion. The
aim of the specified test is to verify the performance of the vehicle controls (protection
measures) of the REESS against over-discharge during its operation. In the case of the
installation of over-discharge protection measures (e.g. battery management system
connected to contactors) in the REESS, the functionality of the protection measures shall be
proven by terminating the discharge current or the temperature of the REESS is stabilized
such that the temperature varies by a gradient of less than 4 °C through 2 hours (this
ensures that though the discharge may not be terminated, it is limited to a safe value). If no
over-discharge protection measures have been installed, the REESS has to be discharged to
25 per cent of its nominal voltage level. This termination criterion has been given in
ISO12405 (Electrically propelled road vehicles - Test specification for lithium-ion traction
battery packs and systems) and SAE J2929 (Safety Standard for Electric and Hybrid

46
 ECE/TRANS/180/Add.20

Vehicle Propulsion Battery System Utilizing Lithium-based Rechargeable Cells). Finally, a

standard charge and a standard discharge shall be conducted, if allowed by the REESS, to
assess the influence of the over-discharge.
179. The test is conducted under ambient conditions and started with a low level of SOC
to reduce the test time. The test may be conducted at the vehicle level or with a complete
REESS or REESS subsystem(s). At the vehicle level, discharge by vehicle operation
(driving on a chassis dynamometer) and discharge of REESS through operation of auxiliary
equipment (heating, A/C, lights, radio, etc.) shall be conducted. In this case, both the tests
for discharge during driving and discharge due to operation of auxiliary equipment shall be
conducted because the two discharge modes may result in operation of different vehicle
controls. Alternatively, discharging of the REESS may be conducted using a discharge
resistor connected to a breakout harness if the harness can be connected to a location just
outside the REESS to discharge the REESS. For test with a complete REESS, external
charge/discharge equipment shall be used.

(i) Over-temperature protection (paragraphs 5.4.8. and 6.2.8. of this UN GTR)

180. This test is to verify the performance of the protection measures of the REESS
against internal overheating during the operation, even under the failure or reduced
operation of the cooling function, if available. A failed cooling system can lead to higher
REESS temperature during the operation and may lead to thermal runaway of cells.
181. The over-temperature test is conducted with a complete REESS or at the vehicle
level. In the test with a complete REESS, the temperature of the REESS is increased by
charge-discharge operation (within normal mode of operation) with the aid of the high
temperature atmosphere until the functionality of the protection measures (e.g. inhibition of
charge-discharge, emergency cooling, etc.) are confirmed. In the case that no specific
protection measures are necessary to prevent the REESS from reaching an unsafe state due
to internal over-temperature, the charge-discharge shall be continued until the temperature
of the REESS becomes stable.
182. In the over-temperature test at the vehicle level, the vehicle is placed in a
temperature controlled chamber at 40-45 °C (ambient conditions that can be expected for a
vehicle in hot climate conditions) for at least 6 hours to raise the temperature of the REESS
and the vehicle controls. The vehicle then undergoes charge/discharge cycles to raise the
temperature of the REESS while still in the temperature control chamber. The test is
terminated when the charge/discharge operation is terminated, the temperature of the
REESS is stabilized for 2 hours (this criterion ensures that vehicle operation is within safe
levels), or three hours after the charge/discharge operation was initiated. The termination
criteria for the test were based on consideration of the practicability of conducting the test
and to not unduly prolong the test.

(j) Overcurrent protection (paragraphs 5.4.9 and 6.2.9. of this UN GTR)

183. Overcurrent during DC charging (due to control failure of the external charge
equipment) could result in heating of the REESS and damage to the cells. Therefore,
vehicles with the capability of DC charging through external power supply must ensure
overcurrent protection. The test to ensure overcurrent protection is conducted at the vehicle
level. The test is conducted at ambient temperature conditions and with an initial SOC in
the middle range of normal vehicle operation. There is no need to be more specific about
SOC as long as the SOC is not so high that charge is terminated by the overcharge
protection control rather than the overcurrent protection control. The test may be conducted
by applying the charge current and the overcurrent supply through the DC charging inlet
(with disabled charge control communication of the external electricity supply) or through
breakout harness connected just outside the REESS. The maximum overcurrent and voltage

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(within normal range) that can be applied shall be determined, if necessary, through
consultation with the manufacturer. After charging is initiated, the overcurrent is applied 5 s
from the highest normal charge current to the overcurrent level determined and is
maintained at this level until the overcurrent protection control terminates charging or the
temperature is stabilized within 1 hour of initiating the overcurrent.

(k) Low temperature protection (paragraph 5.2.10. of this UN GTR)

184. Single time operation of REESS in very cold temperatures cannot lead to a severe
event. Some kinds of REESS have special chemical reaction which damage REESS when
charged at high rates in very cold temperatures. Subsequent charging of such a damaged
REESS may lead to fire or explosion. Therefore, rate of charging may need to be
terminated or limited in very cold temperatures. Since no practical test procedure is
available at this time to evaluate the performance of vehicle controls in low temperature
conditions, manufacturers are required to provide documentation demonstrating that the
vehicle monitors and appropriately controls REESS operations at low temperatures at the
safety boundary limits of the REESS.

(l) Management of gases emitted from REESS (paragraph 5.4.11. and Annex 1 of this UN
GTR)
185. Unusual conditions and/or abusive use (overcharge, short circuit, the presence of an
external heat source, etc.) can cause sudden increases in temperature of the cell. The
pressure generated, e.g. by the vaporization and decomposition of the electrolyte can then
lead to mechanical failures within the cell which could cause rupture of its outer casing. In
case of a pressure increase, the venting mechanism operates in order to prevent
uncontrolled bursting of the cell, which could be detrimental to the preservation of the
mechanical integrity of the battery, and therefore detrimental to the occupant. Accordingly,
the venting mechanism is an important safety feature widely implemented for automotive
batteries.
186. Venting, as defined in paragraph 3.49. of this UN GTR, is the typical cause of
emissions from REESS and the phenomena are different between open-type traction
batteries and all other types of batteries. Cell venting may result in the release of gases and
particulates from the REESS, thereby potentially allowing occupant exposure to the
emissions. In general, the vehicle occupants should not be exposed to any hazardous
environment caused by emissions from REESS, but the hazard level and amount of such
emissions are different depending on the type of batteries and electrolytes.
187. Open-type traction battery means a type of battery requiring filling with liquid and
generating hydrogen gas that is released into the atmosphere. UN Regulation No.100
contains a quantitative requirement for hydrogen emissions from open-type traction
batteries and there is sufficient experience among respective authorities and manufacturers
for safe handling of this type of batteries. Therefore, it is recommended to adopt the same
test procedure for this UN GTR as well.
188. Batteries other than open-type traction batteries using aqueous electrolyte, such as
NiMH battery or so-called "maintenance-free" lead-acid battery, may have a pressure adjust
valve which controls the internal pressure and will re-seal after the excess pressure is
released. The vented gases from such batteries contain hydrogen, but the amount of the
emitted gases is generally limited to small volume because of durability and reliability
reasons. Therefore, no hydrogen emission test is proposed for such batteries.
189. Batteries other than open-type traction batteries using non-aqueous electrolyte such
as lithium-ion battery, according to the current state of the art, have certain venting
mechanisms to preclude rupture or explosion. In general, the venting phenomena of

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lithium-ion battery cells are separated in two cases: (a) associated with combustion and/or
decomposition of electrolyte, and (b) only caused by vaporisation of the electrolyte. In case
of condition (b), the amount of the gases is considered as less significant to pose additional
risk to the occupants. In case of condition (a), the emissions from the cells may increase the
risk to vehicle occupants if they are exposed to such substances.
190. Extensive research has shown that gases generated in and vented from Li-ion
batteries typically include carbon dioxide (CO2), carbon monoxide (CO), hydrogen (H2),
oxygen (O2), light C1-C5 hydrocarbons, e.g. methane and ethane, and fluorine-containing
compounds such as hydrogen fluoride (HF) and fluoro-organics such as e.g. ethyl
fluoride. 15, 16, 17, 18, 19 Hazards associated with toxicity, corrosiveness and flammability of
gases emitted from batteries are recognized in various standards and regulations such as
ISO 6469-1, SAE J2464, SAE J2929, UL 2580 and Recommendations on the Transport of
Dangerous Goods, Manual of Tests and Criteria, paragraph 38.3. For 18650 cells, in
average circa 1.2 l of gas (Standard Temperature and Pressure (STP)) can be vented for
each ampere hour (Ah) of cell capacity.20
191. To avoid human harm that may occur due to potential toxic or corrosive emissions,
for REESS other than open-type traction batteries, venting is adopted as a pass/fail criterion
for the following in-use tests: vibration, thermal shock and cycling, external short circuit
protection, overcharge protection, over-discharge protection, over-temperature protection
and over-current protection. This regulation includes a no-fire criterion which addresses the
issue of vented gas flammability.
192. The informal working group examined the feasibility to establish a robust and
repeatable method to verify the occurrence of venting and the potential exposure of vehicle
occupant to the gases caused by venting condition (a) associated with combustion and/or
decomposition of electrolyte, in the in-use test. Several ideas from Japan, JRC and OICA
were discussed but no suitable method, other than visual technique, was found at this stage
for verifying the occurrence of venting as a basis for assessing the influence of venting
gases to vehicle occupants. Venting described in condition (a) will cause certain traces such
as soot, electrolyte residues that can be identified even in post-test inspections.
Accordingly, an additional criterion to assess the occurrence of venting that can be visually
observed without disassembling the Tested-Device is required for the tests simulating the
in-use operations.

(m) Thermal propagation (paragraph 5.4.12. of this UN GTR)

193. Usually when a cell undergoes thermal runaway, it will transfer heat to adjacent
cells via conductive, convective, and radiative heat transfer modes. By heat transfer, the
thermal runaway in a single cell may propagate to the surrounding cells, causing reactions
to create fire or, in very rare circumstances, explosion. Thermal runaway is a characteristic
of the lithium ion battery which is currently used in many REESS for electric vehicle.
Thermal runaway reaction occurs when the thermal stability limit of the cell chemistry is

15
S. Koike, M. Shikano, H. Sakaebe, H. Kobayashi, "Study of generative gas species from lithium-ion
battery component under abuse conditions", Abstract # 1009, Honolulu 2012, The Electrochemical
Society Meeting.
16
M. Onuki, S. Kinoshita, Y. Sakata, M. Yanagidate, Y. Otake, M. Ue, M. Deguchi, J. Electrochem.
Soc., 2008, 155, A794.
17
C. Mikolajczak, M.Kahn, K. White, R.T. Long, "Lithium-Ion batteries hazard and use assessment",
Springer, 2011 and references therein.
18
W.Kong, H.Li, X.Huang, L.Chen, J.Power Sources, 2005, 142, 285.
19
A. Hammami, N. Raymond, M. Armand, Nature, 2003, 424, 635-636.
20
E.P. Roth, C.J. Orendorff, "How electrolytes influence battery safety", Interface, Summer 2012, p.45.

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ECE/TRANS/180/Add.20

exceeded, and the cell releases its energy exothermically at an uncontrolled rate. The
thermal runaway occurs with smoke, fire and, in extreme cases, possibly even explosion.
The smoke contains flammable or toxic vapours, can become very hot, can ignite, can
contain corrosive or toxic substances, or can result in an energetic disassembly of the cell.
Fire is very common during thermal runaway, given the gas emission. The smoke, fire and
explosion threaten the safety of electric vehicle occupants. The hazard caused by thermal
runaway must be restricted.
194. Although the battery in REESS can pass current test standards, including
Recommendations on the Transport of Dangerous Goods, Manual of Tests and Criteria,
paragraph 38.3, UN Regulation No. 100, SAE-J2464, IEC-62133, GB/T-31485, thermal
runaway still occurs sporadically in practical operations due to, for example, internal short
circuit.
195. The internal short circuit of lithium ion battery has already been reported in field
failures (e.g. in consumer products). Requirements are needed to ensure that an internal
short failure occurring in an electric vehicle does not lead to significant risks for vehicle
occupants. However, no existing test standards can well simulate the thermal runaway
triggered by internal short circuit. The mechanism of internal short circuit is complex and
requires years of further study. However, it is certain that by rigorous control in the
manufacturing as well as improvements in cell design such as use of non-flammable
electrolytes, ionic liquids, heat resistant and puncture-proof separators, improved anode and
cathode materials, the possibility of spontaneous internal short circuit can be diminished.
196. Nevertheless a test is required to demonstrate that potential risks to vehicle
occupants associated with thermal propagation are appropriately minimized. Such a test
needs to fulfil the following conditions:
(a) The triggering of thermal runaway at single cell level must be repeatable,
reproducible and practicable;
(b) The judgement of thermal runaway through common sensors, e.g. voltage
and temperature, needs to be practical, repeatable and reproducible;
(c) The judgement of whether consequent thermal event involves severe thermal
propagation hazard needs to be unequivocal and evidence-based.
197. Acknowledging the safety risks associated with Thermal Propagation (TP), the
working group under the leadership of China, thoroughly considered extensive research
performed and generously shared by China and other parties. Recognising the rapid
evolution of EV technology, the practical experience gained in recent years and the
increased expected uptake of EVs, the working group concluded that coverage and
comprehensive treatment of TP is of crucial importance.
198. Notwithstanding the divergent opinions from different experts and the still dynamic
situation regarding research, the urgent need to agree a practical solution for Phase 1 which
guarantees an acceptable level of safety to occupants until a more robust solution is
developed in Phase 2, is recognised. It means a consistent test procedure will finally replace
the interim documentation requirement.
199. As the result of thermal propagation, the cell may emit gases which can exit from
the REESS. Regarding the risk of gases, the working group made the following observation
in EVS-12-07: "Assessment of potential safety risks of this requires more research to
evaluate whether limits for emissions are required, for which species and which technique
can be used to measure these. It was not possible to research and analyse this in
Phase 1. Therefore, it will be considered in Phase 2 of this Regulation."

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200. Given the limitations surrounding development of a specific test to evaluate single
cell thermal runaway, it was decided to require the manufacturer to submit engineering
documentation to demonstrate the vehicle's ability to minimize the risk associated with
single cell thermal runaway.
201. With this approach, manufacturers are obliged to implement and validate the
countermeasures to minimize or prevent single cell thermal runaway and its propagation in
the REESS. As a result, the safety performance of the electric vehicles in the market will
effectively be improved. The test procedures considered during the Phase 1 of this
regulation (see Section C) might be referenced by several manufacturers for the purpose of
complying with this documentation requirement and will allow industries and Contracting
Parties to accumulate the practical experiences that would contribute for further
development of standardized test procedure.
202. In summary, the purpose of the thermal propagation test as well as engineering
documentation is to verify the thermal-propagation performance of the REESS when a
single cell undergoes the thermal runaway.

9. Post-crash safety of REESS

203. In case a vehicle crash test is conducted with REESS, the requirements of electrolyte
leakage (5.5.1.1), REESS retention (5.5.1.2.) and fire hazard (5.5.1.3.) of this UN GTR
shall be satisfied. The component based test requirements provided in paragraph 5.5.2. of
this UN GTR are considered as an alternative to these requirements, if the vehicle crash test
is not applicable or not conducted at a manufacturer's choice (e.g. when changing the
battery supplier during the model life.)
204. These criteria are established with the assumption that the vehicle user is supposed
to stop using the vehicle until certain repair/maintenance is conducted once subject to the
event. In this case, any additional risk to the occupants and the surrounding people should
be mitigated at a reasonable level. The requirements of electrolyte leakage (5.5.1.1.) and
REESS retention (5.5.1.2.) of this UN GTR are based on the existing requirements of UN
Regulations Nos. 12, 94 and 95 as well as the 02 series of amendments to UN Regulation
No. 100. Within 60 minutes after the impact, there shall be no electrolyte leakage into the
passenger compartment. This time period is related to the time needed for occupants to be
rescued from a crashed vehicle.

(a) Mechanical shock (paragraphs 5.5.2.1.1. and 6.2.10. of this UN GTR):

205. The aim of this requirement is to verify the safety performance of the REESS under
inertial loads which may occur during an impact.
206. Existing regulations UN Regulations Nos. 67 and 110 already require inertial load
validations for container for LPG and Compressed Natural Gas (CNG) on component level.
Furthermore, the same inertial load requirements are implemented in the new regulation
79/2009 (EC) for hydrogen vehicles and in the Japanese regulation "Attachment 111" for
the installation of high-voltage components. The acceleration values in the above-
mentioned regulations are defined and verified for each vehicle category. The inertial load
values based on existing regulations are adopted for the REESS mechanical shock test on
component level as well. Additionally, a pulse shape and a pulse time have been defined to
ensure the repeatability and equivalency of the test. The shape and time are derived from
the acceleration pulse of UN Regulation No.17 (seat strength).

(b) Mechanical integrity (paragraphs 5.5.2.1.2. and 6.2.11. of this UN GTR)

207. The aim of this requirement is to verify the safety performance of the REESS under
contact loads which may occur during vehicle crash.

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208. In order to enable the generic component testing/certification approach, a generic

component based integrity test for the REESS was developed.
209. The loads have been derived from REESS contact loads which have been observed
on vehicle crash tests according to UN Regulations Nos. 12, 94 and 95, using electric and
hybrid-electric vehicles which were available on the market. The REESS were installed in
various installation positions (see Figure 23).
210. The contact loads onto the REESS observed during the above tests and simulations
did not exceed 100 kN (see Table 4).
Figure 23
Location of REESS

REESS REESS REESS

REESS
REESS REESS

Table 4
Maximum contact load

Vehicle REESS position Maximum contact load

S 400 HYBRID Front
ML 450 HYBRID Rear Axle
B-Class F-CELL Rear Axle 100 kN
A-Class E-CELL Floor
Smart ED Floor

211. Figure 24 shows, that the REESS in the investigated vehicles are not installed in the
extreme positions of the front or the rear of the vehicle. This is confirmed by vehicle
independent investigations (SAE 2011-01-0545 Analysis of Fuel Cell Vehicles Equipped
with Compressed Hydrogen Storage Systems from a Road Accident Safety Perspective)
that show that, statistically, the highest rates of the deformation will be observed at the front
end and, at a smaller level, at the rear end of the vehicle (see Figure 24). Therefore, these
installation locations shall be excluded if the REESS is approved according to the generic
100 kN integrity test according to paragraph 6.2.11. of this UN GTR.

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 ECE/TRANS/180/Add.20

Figure 24
Cumulative frequency and 5th percentile in cars registered in 2000 and later
(SAE 2011-01-0545 Analysis of Fuel Cell Vehicles Equipped with Compressed Hydrogen
Storage Systems from a Road Accident Safety Perspective)

5th percentile
cars registered 2000 and later

212. The dimension of the restricted mounting zones for the generically approved REESS
is derived from the Japanese regulation Attachment 111 (technical standard for protection
of occupants against high voltage after collision in electric vehicles and hybrid electric
vehicles). Considering this regulation, the installation of the REESS is prohibited in an
area 420 mm from the front of the vehicle rearwards and 300 mm from the end of the
vehicle forwards (see Figure 25).
Figure 25
Prohibited installation positions (red) for vehicle independent approved REESS

420 mm 300 mm

213. Although the whole vehicle crash test is a dynamic event with a very short duration
time for the maximum REESS load, a static component test is proposed in
paragraph 6.2.11. for the vehicle independent testing of the REESS. Being aware that a
quasi-static load application might lead to a higher test severity, achieving a high pre-
defined force level in a controllable manner is easier to conduct via a quasi-static testing.
214. Considering this, a REESS subjected to the maximum observed contact load in the
direction of travel and horizontal perpendicular to this direction can be assumed as safe in
the event of a vehicle crash.
215. The static REESS load that shall be reached is therefore proposed as 100 kN with a
maximum aberration of 5 per cent to an upper threshold of 105 kN. The hold time of the
maximum force shall be at least 100 ms as an agreed duration of the crash pulse during
vehicle crash tests but shall not exceed 10 s to avoid unrealistic severity. For the same
reason, the onset time for reaching the maximum contact load is limited to 3 minutes. To
allow the manufacturer more flexibility and since it makes the conditions more severe,
higher forces, longer onset time and a longer hold time shall be allowed if requested by the
manufacturer. The crush plate from SAE J2464 is used to apply the contact load.
216. To enable the manufacturer of the REESS to achieve a certification at component
level for the REESS and considering that in numerous cases the contact load of the REESS
during a vehicle crash may be lower than the above required worst case 100 kN.

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217. The manufacturer may conduct the integrity test with a lower crush force than 100
kN, but, in this case, the vehicle manufacturer installing the REESS in the vehicle, shall
provide evidence, that, in the discussed vehicle application, the contact load on the REESS
during vehicle crash does not exceed the crush force applied for the certification test of the
REESS.

(c) Rationale for leakage detection technique

218. The vehicle user is expected to be able to continue vehicle operation after the in-use
events (e.g., vibration, thermal shock etc.). The "electrolyte leakage" can be a sign of
internal damage. In this case, stringent requirements should be applied, which is "no
leakage". The informal working group propose to use visual inspection for leakage
detection, which is used in the 02 series of amendments to UN Regulation No.100.
219. For post-crash events the user is expected to cease vehicle operation until certain
repair/maintenance is conducted. In this case, the requirement relevant to the accident
situation, in order to avoid additional risk to the occupants and the surrounding people,
should be applied. Here the main concern is the human contact with the corrosive/toxic
electrolyte and not the internal damage of the REESS. This is why most of the international
regulations, such as FMVSS 305, UN Regulations Nos.12, 94 and 95, limit the amount of
electrolyte leaked.
220. The main concern for the "aqueous electrolyte REESS" is the potential corrosive
nature of the electrolyte and hence during the post-crash situation any human contact
(occupant as well as the person surrounding the accident site) with the electrolyte should be
avoided. As significant amount of electrolyte is expected, the informal working group
found that the measurement techniques provided in the FMVSS 305 is best suited to
measure the amount of leaked aqueous electrolyte.
221. The amount of leakage for "non-aqueous electrolyte REESS" is expected to be lower
than in the case of 'aqueous electrolyte REESS'. This quantity, particularly if small, may not
be easily measurable with existing techniques (EVSTF-04-13e). The 'non-aqueous
electrolytes' are potentially toxic, irritant or harmful in addition to being flammable. This
UN GTR requires that there should not be any visible leakage outside the vehicle. This will
ensure no contact between the electrolyte and the people surrounding the crash site. In
addition, there shall be no leakage inside the passenger compartment in order to avoid
contact with occupant. This will be verified by visual inspection and this method is in line
with existing regulations such as UN Regulations Nos. 12, 94, 95 and FMVSS 305.
222. Electrolyte leakage can occur as the result of mechanical damage to REESS, e.g. in a
vehicle crash. Electrolyte leakage can lead to a potential hazardous situation that can cause
human harm from contact with electrolyte and/or electrolyte residue. Risk of human harm
is mitigated by adopting a requirement on electrolyte leakage in the tests addressing REESS
safety post-crash and stipulating 60 minutes observation time.
223. The observation time for electrolyte leakage in the vehicle crash test is 60 minutes,
which is related to the time needed for occupants to be rescued from a crashed vehicle. Recent
and historical data show that the average time that elapses from the moment of crash to the
moment when the occupants of a crashed vehicle are removed from a crash scene, i.e. the
duration of potential exposure to leaked electrolyte, often approaches 60 minutes.21, 22, 23, 24

21
Y. Sukegawa, M. Sekino, "Analysis of rescue operations of injured vehicle occupants by fire fighters",
paper#11-0101, presented at the 22nd Enhanced Safety of Vehicles Conference (ESV-22),
Washington DC, June 2011. www.nrd.nhtsa.dot.gov/departments/esv/22nd/

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Similarly, the data shows that time needed from site arrival to rescue of the occupant from the
vehicle was 20 minutes on average and the average exceeded 30 minutes when there were two
or more persons to be rescued.
224. Recommendations on the duration of the observation time may be reconsidered in
the future with implementation and an effective operation of in-vehicle communication
systems (e.g. e-call requirements to be implemented in the EU from 2018 onwards).25 In
this case, the required observation time during the in-vehicle test may be reduced, provided
that the vehicle is equipped with an in-vehicle communication system and the
accompanying infrastructure supporting an effective communication is ensured across the
entire territory of a 1998 Ag. CP.
225. The observation time for electrolyte leakage in the REESS-based tests for
mechanical integrity (5.5.2.1.2.) and mechanical shock (5.5.2.1.1.) tests of this UN GTR is
60 minutes.
226. For the time being, venting is not adopted as a requirement for tests addressing post-
crash safety of REESS. Assessment of potential safety risks of this requires more research
to evaluate whether limits for emissions are required, for which species and which
technique can be used to measure these. It was not possible to research and analyse this in
Phase 1. Therefore, it will be considered in Phase 2 of this UN GTR.
227. During the informal working group discussion, and based on analysis and data
provided by JRC, a potential risk related to the release and evaporation of non-aqueous
electrolyte and the potential formation of a toxic atmosphere was discussed (EVSTF-04-
13e, EVS-07-24e).26 As of now, and although the topic is mentioned in various standards,
(UL 2580, SAE J2464, SAE J2289, SAE J2990, ISO 6469) some of which even
recommend gas/analytical detection techniques, there is no clear measurement procedure
suitable for all scenarios (component/vehicle level, in-use/post-crash). Even with
consideration of the huge amount of electric and hybrid vehicles that are already on the
street in Asia, North America and Europe, incidents of evaporation especially during in-use
are not yet documented. Nevertheless, more field or research data is required to define an
analytical technique suitable for detecting on evaporated species from leaked electrolyte.
Based on the outcome of this research, modifications to the requirements and methods with
respect to leakage and evaporation of non-aqueous electrolyte may be necessary in the
future.

10. Rationale for Heavy duty vehicles` requirements

228. REESS comprising, multiple battery pack solutions are rather common in heavy
vehicle applications. For these cases, compliance testing on battery pack level is admissible
if the battery pack is a well-defined entity with some level of BMS control.

22
H. Johannsen, G. Muller, C. Pastor, R-D. Erbe, H-G. Schlosser, "Influence of new car body design on
emergency rescue", paper presented at the 4th International Conference on ESAR "Expert
Symposium on Accident Research", Hannover, September 2010; http://bast.opus.hbz-
nrw.de/volltexte/2012/556/
23
L.E. Shields, "Emergency Response Time in Motor Vehicle Crashes: Literature and Resource Search",
report prepared for Motor Vehicle Fire Research Institute, January 2004.
http://www.mvfri.org/Contracts/Final%20Reports/Shields_Report-01.pdf
24
http://www.imobilitysupport.eu/library/ecall/ecall-implementation-platform/eeip-meetings/2009-4/01-
oct-2009/1236-eeip-adac-accident-research-01-oct-2009/file
25
https://ec.europa.eu/digital-agenda/en/ecall-time-saved-lives-saved
26 N.P. Lebedeva, L. Boon-Brett, "Considerations on the chemical toxicity of contemporary Li-ion
battery electrolytes and their components", J Electrochem Soc, 2016, 163, A821-A830.

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229. In this regulation, safety requirements for heavy duty vehicles cover general
electrical safety for vehicle, vehicle specific functional safety, REESS safety in-use and
inertial load on REESS.
230. For most part, the tests and requirements for heavy vehicles are the same as for
passenger vehicles. The following paragraphs will address modifications and/or deviations
that are specific to and motivated by heavy vehicle applications.

(a) Electrical safety for vehicle

231. The fundamentals for protecting against an electrical shock and the technical
justification for the requirements are the same for both light vehicles and heavy duty
vehicles (see paragraphs 41 – 53 above).
232. The risk for direct contact depends on the location of the charging interface on the
vehicle. Charging interfaces, located out of reach are exempted from the requirements of
direct contact for all heavy duty vehicles. Anthropometric data 27 , 28 has been used to
calculate appropriate distances for Category 1-2 vehicles with roof mounted charging
devices to safe-guard vehicle occupants. Calculation of wrap around distance for roof
mounted charging devices for Category 2 vehicles will be considered in UN GTR phase 2
since these operate on different principles and the technology is less mature. Until this time,
Category 2 vehicles which are professionally operated are exempted. Out of reach
conditions for live parts located underneath for all heavy duty vehicles will be investigated
in UN GTR phase 2.
233. Overcurrent protection will be considered in UN GTR phase 2 for heavy vehicles
due to time constraints. The current test proposal is vehicle based and was deemed
inappropriate for heavy vehicles as it is unclear how to apply on vehicles that have different
charging technologies. More discussion is needed in phase 2 to address different charging
methodologies.

(b) Vehicle specific functional safety

234. Driving disabled when charging only applies for vehicles when charging from a
fixed, dedicated charging point, with a harness of a maximum length, through a vehicle
connector containing a plug and inlet. There is a general development direction for heavy
vehicles towards minimizing human intervention when charging, which implies other
technology solutions than socket and plug connection. This is a prerequisite for efficient
opportunity charging, which is a method of extending the driving range for heavy vehicles
without having to use up valuable loading capacity of the vehicle or incur additional cost by
increasing the electric capacity of the REESS. Examples of technologies include, but are
not limited to pantograph connection on the roof, and charging while driving on so-called
electric roads, where electric power is temporarily fed into the vehicle en-route, from air
cables or conductive leads in the pavement.

(c) REESS safety in-use

235. The vibration modes of heavy vehicles vary significantly between applications.
Hence heavy vehicles are likely to exercise the possibility of compliance testing against an

27 Pheasant, S. (1996) Bodyspace – Anthropometry, Ergonomics and the Design of Work, London:
Taylor & Francis.
28 Gordon, C.C. et al. (1989) Antropometric Survey of U.S. Army Personnel: Interim Report. United
States Army Natick Research, Development and Engineering Center, Natick, Massachussets.
http://www.dtic.mil/dtic/tr/fulltext/u2/a209600.pdf

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application specific vibration profile. Generally, vibration modes in heavy vehicles are
more severe than for passenger vehicles.
236. In the case of a REESS consisting of multiple battery packs, sub-system testing on
battery pack level is often relevant and a more practical and cost effective way of
performing the tests, also because of equipment constraints at testing services.

(d) Inertial load on REESS safety

237. There are no crash tests for heavy vehicles that are equivalent to e.g. Regulations
Nos. 94 and 95. For this reason, mechanical integrity requirements are not included and
only inertial loads in mechanical impact are tested. The inertial load levels have been
adapted to be representative for trucks and buses for GVM between 3,500 kg and 12,000 kg
and GVM above12,000 kg, respectively.

F. Recommendations

1. Topics for the next phase in developing the UN GTR on Electric Vehicle Safety
238. Since electric vehicles are still expected to develop with an extended time of on-road
experience and technical evaluations, it is possible that revisions to these requirements may
be required.
239. Moreover, additional discussion is required on some critical issues identified by the
informal working group, where research and testing of methods is still in progress or needs
to be verified by Contracting Parties.
240. Focus topics for Phase 2 are expected to include:
(a) water immersion test;
(b) long-term fire resistance test;
(c) REESS rotation tests;
(d) REESS vibration profile;
(e) flammability, toxicity and corrosiveness of vented gas (e.g. quantification of
venting for tests addressing safety of REESS post-crash, potential risk of
'toxic gases' from non-aqueous electrolyte);
(f) thermal propagation and methods of initiation in battery system;
(g) post-crash REESS safety assessment and stabilization procedures;
(h) light electric vehicles (e.g. categories L6 and L7 29);
(i) protection during AC and DC charging and feeding process.

2. Fuel cell electric vehicles

241. Current UN GTR No.13, global technical regulation on hydrogen and fuel cell
vehicles, also includes electrical safety requirements. The informal working group
thoroughly reviewed, discussed and agreed the technical requirements for protection against
electric shock applicable for any kinds of electric powertrain foreseeable today including
those of fuel cell electric vehicles. In order to avoid any inconsistencies between the two

29 As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document

ECE/TRANS/WP.29/78/Rev.6, para. 2.

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UN GTRs, the informal working group recommends WP.29 to revise UN GTR No. 13 by
removing the requirements on electrical safety with reference to this UN GTR. It is also
recommended that any Contracting Party that intends to implement UN GTR No. 13 into
their national legislation before the amendment recommended above, should use the
technical requirements of this regulation with respect to the electrical safety rather than
those currently in UN GTR No. 13.

3. Confidentiality of information
242. As described in section E above, this UN GTR includes specific requirements for
manufacturer to provide technical documentations that address specific aspects, such as
REESS warnings (paragraphs 5.3.2., 5.3.3., 7.2.2. and 7.2.3.), low-temperature protection
(paragraphs 5.4.10. and 7.3.10.) and thermal propagation (paragraphs 5.4.12. and 7.3.12.).
In order to describe the required aspects sufficiently, such documentation will include
manufacturer's confidential and proprietary information, where it is indispensable to protect
the intellectual properties therein. Accordingly, 1998 Ag. Cps. implementing this regulation
should take necessary measures to protect such intellectual properties by allowing
confidential treatment of the documentation if requested by the manufacturer.

G. Existing regulations, directives, and international voluntary standards30

243. International, national regulations, recommendation and directives:

• The United States of America -- FMVSS 305 – Electric-Powered Vehicles:
Electrolyte Spillage and Electrical Shock Protection
• UN Regulation No. 12 – Concerning the adoption of uniform conditions of approval
and reciprocal recognition of approval for motor vehicle equipment and parts
• UN Regulation No. 94 – Uniform provisions concerning the approval of vehicles
with regard to the protection of the occupants in the event of a frontal collision
• UN 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
• UN Regulation No. 100 – Uniform provisions concerning the approval of vehicles
with regard to specific requirements for the electric power train
• UN Regulation No. 137 – Uniform provisions concerning the approval of passenger
cars in the event of a frontal collision with focus on the restraint system
• Japan – Attachment 101 – Technical Standard for Protection of Occupants against
High Voltage in Fuel Cell Vehicles
• Japan – Attachment 110 – Technical Standard for Protection of Occupants against
High Voltage in Electric Vehicles and Hybrid Electric Vehicles
• Japan – Attachment 111 – Technical Standard for Protection of Occupants against
High Voltage after Collision in Electric Vehicles and Hybrid Electric Vehicles
• Japan – Circular notice for test procedures with Hard-In-the-Loop Simulator system
to measure fuel efficiency and emission in Electric Hybrid Heavy-duty Vehicles
(H19.3.16, KOKU-JI-KAN No.281)

30 As of 6 December 2016.

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• China – GB/T 31484:2015 - Cycle life requirements and test methods for traction
battery of electric vehicle
• China – GB/T 31485:2015 - Safety requirements and test methods for traction
battery of electric vehicle
• China – GB/T 31486:2015 - Electrical performance requirements and test methods
for traction battery of electric vehicle
• China – GB/T 31467.3:2015 - Lithium-ion traction battery pack and system for
Electric vehicles— Part 3: Safety requirements and test methods
• China – GB/T 18384.1:2015 - Electrically propelled road vehicles-Safety
specifications-Part 1: On-board Rechargeable Energy Storage System (REESS)
• China – GB/T 18384.2:2015 - Electrically propelled road vehicles-Safety
specifications-Part 2: Vehicle operational safety means and protection against
failures
• China – GB/T 18384.3:2015 - Electrically propelled road vehicles-Safety
specifications-Part 3 Protection of persons against electric shock
• China – GB/T 31498:2015 – The safety requirement of electric vehicle post crash
• China – GB/T 24549:2009 - Fuel cell electric vehicles - Safety requirements
• Canada – CMVSS 305 – Electric Powered Vehicles: Electrolyte Spillage And
Electrical Shock Protection
• Republic of Korea – Motor Vehicle Safety Standard, Article 18-2 – High Voltage
System, Test Procedure Table 1 – Part 47. Safety Test for High Voltage System
• Republic of Korea – Motor Vehicle Safety Standard, Article 18-3 – Rechargeable
Energy Storage System (REESS), Test Procedure Table 1 – Part 48. Safety Test for
REESS
• Republic of Korea – Motor Vehicle Safety Standard, Article 91-4 – High Voltage
System in Crash test, Test Procedure Table 1 – Part 47. Safety Test for High Voltage
System
• Recommendations on the Transport of Dangerous Goods, Manual of Tests and
Criteria, paragraph 38.3 (LITHIUM METAL AND LITHIUM ION BATTERIES)
244. List of relevant standards for Electric Vehicle Safety:
• ISO 6469-1:2009 Electrically propelled road vehicles - Safety specifications -
Part 1: On-board rechargeable energy storage system (remark: Standard is under
review to incorporate the requirements from ISO12405-3 to apply all types of
REESS)
• ISO 6469-2:2009 Electrically propelled road vehicles - Safety specifications -
Part 2: Vehicle operational safety means and protection against failures
• ISO 6469-3:2011 Electrically propelled road vehicles - Safety specifications -
Part 3: Protection of persons against electric shock
• ISO 6469-4:2015 Electrically propelled road vehicles - Safety specifications -
Part 4: Post crash electrical safety
• ISO 17409:2015 Electrically propelled road vehicles-- Connection to an external
electric power supply - Safety requirements
• ISO/TR 8713: 2012 Electrically propelled road vehicles - Vocabulary

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• ISO/IEC 15118-1:2013 Road vehicles - Vehicle to grid communication

interface - Part 1: General information and use-case definition
• ISO/IEC 15118-2:2014 Road vehicles - Vehicle to grid communication
interface - Part 2: Network and application protocol requirements
• ISO/IEC 15118-3:2015 Road vehicles - Vehicle to grid Communication
Interface - Part 3: Physical and data link layer requirements
• ISO/IEC 15118-4(draft) Road vehicles - Vehicle to grid communication
interface - Part 4: Network and application protocol conformance test
• ISO/IEC 15118-5draft) Road vehicles - Vehicle to grid communication
interface - Part 5: Physical layer and data link layer conformance test
• ISO 26262 series:2011 Road vehicles - Functional safety
• ISO 6722-1:2011 Road vehicles - 60 V and 600 V single-core cables - Part 1:
Dimensions, test methods and requirements for copper conductor cables
• ISO 6722-2:2013 Road vehicles - 60 V and 600 V single-core cables - Part 2:
Dimensions test methods and requirements for aluminum conductor cables
• ISO 12405-1:2011 Electrically propelled road vehicles - Test specification for
lithium-ion traction battery packs and systems - Part 1: High-power applications
(Remark: This standard will be withdrawn replaced with ISO12405-4.)
• ISO 12405-2:2012 Electrically propelled road vehicles - Test specification for
lithium-ion traction battery packs and systems - Part 2: High-energy applications
(Remark: This standard will be withdrawn replaced with ISO12405-4.)
• ISO 12405-3:2014 Electrically propelled road vehicles - Test specification for
lithium-ion battery packs and systems - Part 3: Safety performance requirements
(Remark: This standard will be withdrawn and merged into ISO6469-1.)
• ISO 12405-4(draft) Electrically propelled road vehicles -Test specification for
lithium-ion traction battery packs and systems - Part 4: Performance testing
(Remark: ISO12405-1 and ISO12405-2 will be merged as this standard.)
• IEC 61851-1:2017 Electric vehicle conductive charging system - Part 1: General
requirements
• IEC 61851-21: 2001 Electric vehicle conductive charging system - Part 21: Electric
vehicle requirements for conductive connection to an a.c./d.c. supply (Remark: This
standard is under review and will change into EMC standards (IEC61851-21-1 and
IEC61851-21-2), the relevant requirements for electrical safety moved to ISO
17409)
• IEC 61851-21-1(draft) Electric vehicle conductive charging system - Part 21-1
Electric vehicle on-board charger EMC requirements for conductive connection to
a.c./d.c. supply
• IEC 61851-21-2(draft) Electric vehicle conductive charging system - Part 21-2:
EMC requirements for OFF board electric vehicle charging systems
• IEC 61851-23:2014 Electric vehicles conductive charging system - Part 23: DC
electric vehicle charging station
• IEC 61851-24:2014 Electric vehicles conductive charging system - Part 24: Digital
communication between a d.c. EV charging station and an electric vehicle for
control of d.c. charging

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• IEC 62196-1:2014 Plugs, socket-outlets, vehicle connectors and vehicle inlets -

Conductive charging of electric vehicles - Part 1: General requirements
• IEC 62196-2:2011 Plugs, socket-outlets, vehicle connectors and vehicle inlets -
Conductive charging of electric vehicles - Part 2: Dimensional compatibility and
interchangeability requirements for a.c. pin and contact-tube accessories
• IEC 62196-3:2014 Plugs, socket-outlets, and vehicle couplers - conductive
charging of electric vehicles - Part 3: Dimensional compatibility and
interchangeability requirements for dedicated d.c. and combined a.c./d.c. pin and
contact-tube vehicle couplers
• IEC 62660-2:2010 Secondary lithium-ion cells for the propulsion of electric road
vehicles – Part 2: Reliability and abuse testing
• IEC 62660-3:2016 Secondary lithium-ion cells for the propulsion of electric road
vehicles – Part 3: Safety requirements of cells and modules
• IEC 62752:2016 In-cable control and protection device for mode 2 charging of
electric road vehicles (IC-CPD)
• SAE J1766:2014 Recommended Practice for Electric and Hybrid Electric
Vehicle Battery Systems Crash Integrity Testing
• SAE J1772:2016 Electric Vehicle and Plug in Hybrid Electric Vehicle
Conductive Charge Coupler
• SAE J2578:2014 Recommended Practice for General Fuel Cell Vehicle Safety
• SAE J2929:2013 Safety Standard for Electric and Hybrid Vehicle Propulsion
Battery Systems Utilizing Lithium-based Rechargeable Cells
• SAE J2464:2009 Electric and Hybrid Electric Vehicle Rechargeable Energy
Storage System (RESS) Safety and Abuse Testing
• SAE J2344:2010 Guidelines for Electric Vehicle Safety
• SAE J2380:2009 Vibration Testing of Electric Vehicle Batteries
• UL 2580:2013 Batteries for Use In Electric Vehicles

H. Benefits and costs

245. At this time, the UN GTR does not attempt to quantify costs and benefits for Phase
1. While the goal of the UN GTR is to enable increased market penetration of EV, the
resulting rates and degrees of penetration are currently insignificant and may vary
substantially from one Contracting Party to another and from one year to another.
Therefore, a quantitative cost-benefit analysis would not be meaningful.
246. Some costs are anticipated from greater market penetration of EV. For example,
building the infrastructure required to make EV a viable alternative to conventional
vehicles will entail significant investment costs for the private and public sectors,
depending on the Contracting Party. In addition, research and investment in development
and production of next generation batteries and battery cells may represent a substantial
upfront cost that will largely continue to depend on a sizeable public support.
247. Nevertheless, the Contracting Parties believe that the benefits of UN GTR are likely
to significantly outweigh costs overtime. Widespread use of EV, with the establishment of
the necessary charging infrastructure, EV becoming more affordable to large masses of
population due to battery/cell price reduction and the improved driving range and

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durability, is anticipated to reduce the number of gasoline and diesel vehicles on the road,
which should reduce worldwide consumption of fossil fuels. Perhaps most notably, the
reduction in greenhouse gas (CO2) and criteria pollutant emissions (such as NO2, SO2, and
particulate matters) associated with the widespread use of EV is anticipated to result in
significant societal benefits over time by alleviating climate change and health impact costs.
The pollution in the areas which are most densely populated will decrease thus limiting
exposure of the citizens to harmful substances. Furthermore, decreased demand for fossil
fuels is likely to lead to energy and national security benefits for those countries with
widespread EV use. It is also expected that old batteries from EV will find a second-life
usage as energy storage for energy network, thus mitigating fluctuation resulting from
volatility of the energy supply from renewables.
248. The new market for innovative design and technologies associated with EV,
including battery and cell production may create significant employment benefits.
Moreover, it is not certain whether employment losses associated with the lower production
of conventional vehicles would offset those gains.

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II. Text of Regulation

1. Purpose

This regulation specifies safety-related performance of electrically propelled

road vehicles and their rechargeable electric energy storage systems. The
purpose of this regulation is to avoid human harm that may occur from the
electric power train.

2. Scope

2.1. This regulation applies to vehicles of Category 1 and Category 2 with a

maximum design speed exceeding 25 km/h, equipped with electric power
train containing high voltage bus, excluding vehicles permanently connected
to the grid.
2.2. This regulation includes the following two sets of requirements that may be
selected by Contracting Parties according to the category and gross vehicle
mass (GVM) of the vehicles:
(a) For all vehicles of Category 1-1 and vehicles of Categories 1-2 and 2
with GVM of 4,536 kg or less, the requirements of paragraphs 5 and 6
shall apply in accordance with the general requirements specified in
paragraph 4;
(b) For vehicles of Category 1-2 and Category 2 with GVM exceeding
3,500 kg 1 , the requirements of paragraphs 7 and 8 shall apply in
accordance with the general requirements specified in paragraph 4.
2.3. Contracting Parties may exclude the following vehicles from the application
of this regulation:
(a) A vehicle with four or more wheels whose unladen mass is not more
than 350 kg, not including the mass of traction batteries, whose
maximum design speed is not more than 45 km/h, and whose engine
cylinder capacity and maximum continuous rated power in the case of
hybrid electric vehicles do not exceed 50 cm3 for spark (positive)
ignition engines and 4 kW for electric motors respectively; or whose
maximum continuous rated power in the case of battery electric
vehicles does not exceed 4 kW; and
(b) A vehicle with four or more wheels, other than that classified under
(a) above, whose unladen mass is not more than 450 kg (or 650 kg for
vehicles intended for carrying goods), not including the mass of
traction batteries and whose maximum continuous rated power does
not exceed 15 kW.

1 For vehicles with GVM exceeding 3,500 kg but not exceeding 4,536 kg, each Contracting Party may
elect to apply either provisions of paragraph 2.2.(a) or paragraph 2.2.(b) depending on the vehicle
classification systems used in the domestic legislation.

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3. Definitions

For the purpose of this regulation, the following definitions apply:

3.1. "Active driving possible mode" means the vehicle mode when application of
pressure to the accelerator pedal (or activation of an equivalent control) or
release of the brake system will cause the electric power train to move the
vehicle.
3.2. "Aqueous electrolyte" means an electrolyte based on water solvent for the
compounds (e.g. acids, bases) providing conducting ions after its
dissociation.
3.3. "Automatic disconnect" means a device that when triggered, conductively
separates the electric energy sources from the rest of the high voltage circuit
of the electric power train.
3.4. "Breakout harness" means connector wires that are connected for testing
purposes to the REESS on the traction side of the automatic disconnect.
3.5. "Cell" means a single encased electrochemical unit containing one positive
and one negative terminal, which exhibits a voltage differential across its two
terminals and used as rechargeable energy storage device.
3.6. "Conductive connection" means the connection using connectors to an
external power supply when the rechargeable energy storage system (REESS)
is charged.
3.7. "Connector" means the device providing mechanical connection and
disconnection of high voltage electrical conductors to a suitable mating
component including its housing
3.8. "Coupling system for charging the Rechargeable Electrical Energy Storage
System (REESS)" means the electrical circuit used for charging the REESS
from an external electric power supply including the vehicle inlet.
3.9. "C Rate" of "n C" is defined as the constant current of the Tested-Device,
which takes 1/n hours to charge or discharge the Tested-Device between 0
per cent SOC and 100 per cent SOC.
3.10. "Direct contact" means the contact of persons with high voltage live parts.
3.11. "Electric energy conversion system" means a system (e.g. fuel cell) that
generates and provides electric energy for electrical propulsion.
3.12. "Electric power train" means the electrical circuits which includes the
traction motor(s), and may also include the REESS, the electric energy
conversion system, the electronic converters, the associated wiring harness
and connectors, and the coupling system for charging the REESS.
3.13. "Electrical chassis" means a set made of conductive parts electrically linked
together, whose electrical potential is taken as reference.
3.14. "Electrical circuit" means an assembly of connected high voltage live parts
which is designed to be electrically energized in normal operation.
3.15. "Electrical protection barrier" means the part providing protection against
any direct contact to the high voltage live parts.
3.16. "Electrolyte leakage" means the escape of electrolyte from the REESS in the
form of liquid.

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

converting electric power for electrical propulsion.
3.18. "Enclosure" means the part enclosing the internal units and providing
protection against any direct contact.
3.19. "Explosion" means the sudden release of energy sufficient to cause pressure
waves and/or projectiles that may cause structural and/or physical damage to
the surrounding of the Tested-Device.
3.20. "Exposed conductive part" means the conductive part which can be touched
under the provisions of the protection degree IPXXB, and which is not
normally energized, but which can become electrically energized under
isolation failure conditions. This includes parts under a cover that can be
removed without using tools.
3.21. "External electric power supply" means an alternating current (AC) or direct
current (DC) electric power supply outside of the vehicle.
3.22. "Fire" means the emission of flames from a Tested-Device. Sparks and
arcing shall not be considered as flames.
3.23. "Flammable electrolyte" means an electrolyte that contains substances
classified as Class 3 "flammable liquid" under "UN Recommendations on the
Transport of Dangerous Goods - Model Regulations (Revision 17 from June
2011), Volume I, Chapter 2.3"
3.24. "High voltage" means the classification of an electric component or circuit, if
its working voltage is > 60 V and ≤ 1,500 V DC or > 30 V and ≤ 1,000 V AC
root mean square (rms).
3.25. "High voltage bus" means the electrical circuit, including the coupling system
for charging the REESS, that operates on high voltage. Where electrical
circuits, that are galvanically connected to each other and fulfilling the
specific voltage condition, only the components or parts of the electric circuit
that operate on high voltage are classified as a high voltage bus.
3.26. "Indirect contact" means the contact of persons with exposed conductive
parts.
3.27. "Live parts" means conductive part(s) intended to be electrically energized
under normal operating conditions.
3.28. "Luggage compartment" means the space in the vehicle for luggage
accommodation, bounded by the roof, hood, floor, side walls, as well as by
the barrier and enclosure provided for protecting the occupants from direct
contact with high voltage live parts, being separated from the passenger
compartment by the front bulkhead or the rear bulk head.
3.29. "Manufacturer" means the person or body who is responsible to the approval
authority for all aspects of the approval process and for ensuring conformity
of production. It is not essential that the person or body is directly involved in
all stages of the construction of the vehicle or component which is the subject
of the approval process.
3.30. "Non-aqueous electrolyte" means an electrolyte not based on water as the
solvent.
3.31. "Normal operating conditions" includes operating modes and conditions that
can reasonably be encountered during typical operation of the vehicle

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including driving at legally posted speeds, parking and standing in traffic, as

well as, charging using chargers that are compatible with the specific
charging ports installed on the vehicle. It does not include, conditions where
the vehicle is damaged, either by a crash, road debris or vandalization,
subjected to fire or water submersion, or in a state where service and or
maintenance is needed or being performed.
3.32. "On-board isolation resistance monitoring system" means the device which
monitors the isolation resistance between the high voltage buses and the
electrical chassis.
3.33. "Open-type traction battery" means a type of battery requiring filling with
liquid and generating hydrogen gas that is released into the atmosphere.
3.34. "Passenger compartment" means the space for occupant accommodation,
bounded by the roof, floor, side walls, doors, window glass, 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.
3.35. "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 (IPXXB) as described in paragraph
6.1.3.
3.36. "Protection degree IPXXD" means protection from contact with high voltage
live parts provided by either an electrical protection barrier or an enclosure
and tested using a Test Wire (IPXXD) as described in paragraph 6.1.3.
3.37. "Rechargeable Electrical Energy Storage System (REESS)" means the
rechargeable electric energy storage system that provides electric energy for
electrical propulsion.
A battery whose primary use is to supply power for starting the engine and/or
lighting and/or other vehicle auxiliaries systems is not considered as a
REESS.
The REESS may include the necessary ancillary systems for physical
support, thermal management, electronic controls and casing.
3.38. "REESS subsystem" means any assembly of REESS components which stores
energy. A REESS subsystem may or may not include entire management
system of the REESS.
3.39. "Rupture" means opening(s) through the casing of any functional cell
assembly created or enlarged by an event, large enough for a 12 mm diameter
test finger (IPXXB) to penetrate and make contact with live parts (see
paragraphs 6.1.3., 6.1.6.2.4. and 8.1.3.)
3.40. "Service disconnect" means the device for deactivation of the electrical
circuit when conducting checks and services of the REESS, fuel cell stack,
etc.
3.41. "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.
3.42. "Specific voltage condition" means the condition that the maximum voltage
of a galvanically connected electrical circuit between a DC live part and any
other live part (DC or AC) is ≤ 30 V AC (rms) and ≤ 60 V DC.

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Note: When a DC live part of such an electrical circuit is connected to chassis

and the specific voltage condition applies, the maximum voltage between any
live part and the electrical chassis is ≤ 30 V AC (rms) and ≤ 60 V DC.
3.43. "State of charge (SOC)" means the available electrical charge in a Tested-
Device expressed as a percentage of its rated capacity.
3.44. "Tested-Device" means either complete REESS or REESS subsystem that is
subjected to the tests prescribed by this regulation.
3.45. "Thermal event" means the condition when the temperature within the
REESS is significantly higher (as defined by the manufacturer) than the
maximum operating temperature.
3.46. "Thermal runaway" means an uncontrolled increase of cell temperature
caused by exothermic reactions inside the cell.
3.47. "Thermal propagation" means the sequential occurrence of thermal runaway
within a battery system triggered by thermal runaway of a cell in that battery
system.
3.48. "Vehicle connector" means the device which is inserted into the vehicle inlet
to supply electric energy to the vehicle from an external electric power
supply.
3.49. "Vehicle inlet" means the device on the externally chargeable vehicle into
which the vehicle connector is inserted for the purpose of transferring electric
energy from an external electric power supply.
3.50. "Venting" means the release of excessive internal pressure from cell or
battery in a manner intended by design to preclude rupture or explosion.
3.51. "Working voltage" means the highest value of an electrical circuit voltage
root-mean-square (rms), specified by the manufacturer, which may occur
between any conductive parts in open circuit conditions or under normal
operating condition. If the electrical circuit is divided by galvanic isolation,
the working voltage is defined for each divided circuit, respectively.

4. General requirements

4.1. The vehicles prescribed in paragraph 2.2.(a) shall meet the requirements of
paragraphs 5.1. and 5.2. using the test conditions and procedures in paragraph
6.1.
4.2. The REESS for the vehicles prescribed in paragraph 2.2.(a), regardless of its
nominal voltage or working voltage, shall meet the requirements of
paragraphs 5.4. and 5.5. using the test conditions and procedures in paragraph
6.2. The REESS shall be installed on the vehicles that meet the requirement
of paragraph 5.3.
4.3. The vehicles prescribed in paragraph 2.2.(b) shall meet the requirements of
paragraphs 7.1. using the test conditions and procedures in paragraph 8.1.
4.4. The REESS for the vehicles prescribed in paragraph 2.2.(b), regardless of its
nominal voltage or working voltage, shall meet the requirements of
paragraphs 7.3. and 7.4. using the test conditions and procedures in paragraph
8.2. The REESS shall be installed on the vehicles that meet the requirement
of paragraph 7.2.

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4.5. Each Contracting Party under the UN 1998 Agreement may maintain its
existing national crash tests (e.g. frontal, side, rear, or rollover) and shall use
the provisions of paragraph 5.2. for compliance.

5. Performance requirements

5.1. Requirements of a vehicle with regard to its electrical safety - in-use.

5.1.1. Protection against electric shock.
These electrical safety requirements apply to high voltage buses under
conditions where they are not connected to the external electric power
supply.
5.1.1.1. Protection against direct contact.
High voltage live parts shall comply with paragraphs 5.1.1.1.1. and 5.1.1.1.2.
for protection against direct contact. Electrical protection barriers, enclosures,
solid insulators and connectors shall not be opened, disassembled or removed
without the use of tools.
However, connectors (including the vehicle inlet) are allowed to be separated
without the use of tools, if they meet one or more of the following
requirements:
(a) They comply with paragraphs 5.1.1.1.1. and 5.1.1.1.2. when
separated; or
(b) They are provided with a locking mechanism (at least two distinct
actions are needed to separate the connector from its mating
component). Additionally, other components, not being part of the
connector, shall be removable only with the use of tools in order to be
able to separate the connector; or
(c) The voltage of the live parts becomes equal or below 60V DC or equal
or below 30V AC (rms) within 1 s after the connector is separated.
5.1.1.1.1. For high voltage live parts inside the passenger compartment or luggage
compartment, the protection degree IPXXD shall be provided.
5.1.1.1.2. For high voltage live parts in areas other than the passenger compartment or
luggage compartment, the protection degree IPXXB shall be provided.
5.1.1.1.3. Service disconnect.
For a high voltage service disconnect which can be opened, disassembled or
removed without tools, protection degree IPXXB shall be satisfied when it is
opened, disassembled or removed without tools.
5.1.1.1.4. Marking.
5.1.1.1.4.1. The symbol shown in Figure 1 shall be present on or near the REESS having
high voltage capability. The symbol background shall be yellow, the
bordering and the arrow shall be black.
This requirement shall also apply to a REESS which is part of a galvanically
connected electrical circuit where the specific voltage condition is not
fulfilled, independent of the maximum voltage of the REESS.

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Figure 1
Marking of high voltage equipment

5.1.1.1.4.2. The symbol shall be visible on enclosures and electrical protection barriers,
which, when removed, expose live parts of high voltage circuits. This
provision is optional to any connectors for high voltage buses. This provision
shall not apply to the case where electrical protection barriers or enclosures
cannot be physically accessed, opened, or removed; unless other vehicle
components are removed with the use of tools.
5.1.1.1.4.3. Cables for high voltage buses which are not located within enclosures shall
be identified by having an outer covering with the colour orange.
5.1.1.2. Protection against indirect contact.
5.1.1.2.1. For protection against electric shock which could arise from indirect contact,
the exposed conductive parts, such as the conductive electrical protection
barrier and enclosure, shall be conductively connected and secured to the
electrical chassis with electrical wire or ground cable, by welding, or by
connection using bolts, etc. so that no dangerous potentials are produced.
5.1.1.2.2. The resistance between all exposed conductive parts and the electrical chassis
shall be lower than 0.1 Ω when there is current flow of at least 0.2 A.
The resistance between any two simultaneously reachable exposed
conductive parts of the electrical protection barriers that are less than 2.5 m
from each other shall not exceed 0.2 Ω. This resistance may be calculated
using the separately measured resistances of the relevant parts of electric
path.
This requirement is satisfied if the connection has been established by
welding. In case of doubts or the connection is established by other means
than welding, a measurement shall be made by using one of the test
procedures described in paragraph 6.1.4.
5.1.1.2.3. In the case of motor vehicles which are intended to be connected to the
grounded external electric power supply through the conductive connection, a
device to enable the conductive connection of the electrical chassis to the
earth ground for the external electric power supply shall be provided.
The device shall enable connection to the earth ground before exterior
voltage is applied to the vehicle and retain the connection until after the
exterior voltage is removed from the vehicle.
Compliance to this requirement may be demonstrated either by using the
connector specified by the car manufacturer, by visual inspection or
drawings.
5.1.1.2.4. Isolation resistance.
This paragraph shall not apply to electrical circuits that are galvanically
connected to each other, where the DC part of these circuits is connected to
the electrical chassis and the specific voltage condition is fulfilled.

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5.1.1.2.4.1. Electric power train consisting of separate Direct Current or Alternating

Current buses.
If AC high voltage buses and DC high voltage buses are conductively
isolated from each other, isolation resistance between the high voltage bus
and the electrical chassis shall have a minimum value of 100 Ω/V of the
working voltage for DC buses, and a minimum value of 500 Ω/V of the
working voltage for AC buses.
The measurement shall be conducted according to 6.1.1.
5.1.1.2.4.2. Electric power train consisting of combined DC- and AC-buses.
If AC high voltage buses and DC high voltage buses are conductively
connected, isolation resistance between the high voltage bus and the electrical
chassis shall have a minimum value of 500 Ω/V of the working voltage.
However, if all AC high voltage buses are protected by one of the two
following measures, isolation resistance between the high voltage bus and the
electrical chassis shall have a minimum value of 100 Ω/V of the working
voltage:
(a) At least two or more layers of solid insulators, electrical protection
barriers or enclosures that meet the requirement in paragraph 5.1.1.1.
independently, for example wiring harness, or
(b) Mechanically robust protections that have sufficient durability over
vehicle service life such as motor housings, electronic converter cases
or connectors.
The isolation resistance between the high voltage bus and the electrical
chassis may be demonstrated by calculation, measurement or a combination
of both.
The measurement shall be conducted according to paragraph 6.1.1.
5.1.1.2.4.3. Fuel cell vehicles.
In fuel cell vehicles, DC high voltage buses shall have an on-board isolation
resistance monitoring system together with a warning to the driver if the
isolation resistance drops below the minimum required value of 100 Ω/V.
The function of the on-board isolation resistance monitoring system shall be
confirmed as described in paragraph 6.1.2.
The isolation resistance between the high voltage bus of the coupling system
for charging the REESS, which is not energized in conditions other than that
during the charging of the REESS, and the electrical chassis need not to be
monitored.
5.1.1.2.4.4. Isolation resistance requirement for the coupling system for charging the
REESS.
For the vehicle inlet intended to be conductively connected to the external
AC electric power supply and the electrical circuit that is conductively
connected to the vehicle inlet during charging the REESS, the isolation
resistance between the high voltage bus and the electrical chassis shall
comply with the requirements of paragraph 5.1.1.2.4.1. when the vehicle
connector is disconnected and the isolation resistance is measured at the high
voltage live parts (contacts) of the vehicle inlet. During the measurement, the
REESS may be disconnected.

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The measurement shall be conducted according to paragraph 6.1.1.

5.1.1.3. Protection against water effects.
The vehicles shall maintain isolation resistance after exposure to water (e.g.
washing, driving through standing water). This paragraph shall not apply to
electrical circuits that are galvanically connected to each other, where the DC
part of these circuits is connected to the electrical chassis and the specific
voltage condition is fulfilled.
5.1.1.3.1. The vehicle manufacturer can choose to comply with requirements specified
in paragraph 5.1.1.3.2. or those specified in paragraph 5.1.1.3.3.
5.1.1.3.2. The vehicle manufacturers shall provide evidence and/or documentation to
the regulatory or testing entity as applicable on how the electrical design or
the components of the vehicle located outside the passenger compartment or
externally attached, after water exposure remain safe and comply with the
requirements described in Annex 2. If the evidence and/or documentation
provided is not satisfactory the regulatory or testing entity as applicable shall
require the manufacturer to perform a physical component test based on the
same specifications as those described in Annex 2.
5.1.1.3.3. If the test procedures specified in paragraph 6.1.5. are performed, just after
each exposure, and with the vehicle still wet, the vehicle shall then comply
with isolation resistance test given in paragraph 6.1.1., and the isolation
resistance requirements given in paragraph 5.1.1.2.4. shall be met. In
addition, after a 24 hour pause, the isolation resistance test specified in
paragraph 6.1.1. shall again be performed, and the isolation resistance
requirements given in paragraph 5.1.1.2.4. shall be met.
5.1.1.3.4. Each Contracting Party may elect to adopt the following requirement as an
alternative to the requirements in paragraph 5.1.1.3.1.
If an isolation resistance monitoring system is provided, and the isolation
resistance less than the requirements given in paragraph 5.1.1.2.4. is detected,
a warning shall be indicated to the driver. The function of the on-board
isolation resistance monitoring system shall be confirmed as described in
paragraph 6.1.2.
5.1.2. Functional safety.
5.1.2.1. At least a momentary indication shall be given to the driver each time when
the vehicle is first placed in "active driving possible mode'' after manual
activation of the propulsion system.
However, this provision does not apply under conditions where an internal
combustion engine provides directly or indirectly the vehicle´s propulsion
power upon start up.
5.1.2.2. When leaving the vehicle, the driver shall be informed by a signal (e.g.
optical or audible signal) if the vehicle is still in the active driving possible
mode.
5.1.2.3. The state of the drive direction control unit shall be identified to the driver.
5.1.2.4. If the REESS can be externally charged, vehicle movement by its own
propulsion system shall be impossible as long as the vehicle connector is
physically connected to the vehicle inlet.

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This requirement shall be demonstrated by using the vehicle connector

specified by the vehicle manufacturer.
5.2. Requirements of a vehicle with regard to its electrical safety - post-crash
5.2.1. General principle
The requirements of paragraph 5.2.2. shall be checked in accordance with the
methods set out in paragraph 6.1.6.
These requirements can be met by a separate crash test from that for the
evaluation of occupant protection performance under the relevant crash
regulations. This is only possible, if the electrical components do not
influence the occupant protection performance.
5.2.2. Protection against electric shock.
After the crash test, at least one of the four criteria specified in paragraphs
5.2.2.1.to 5.2.2.4. shall be met.
If the vehicle has an automatic disconnect function or device(s) that
conductively divide the electric 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 paragraph 5.2.2.4. shall not apply if more than a
single potential of a part of the high voltage bus are not protected under the
conditions of protection degree IPXXB.
In the case that the crash test is performed under the condition that part(s) of
the high voltage system are not energized and with the exception of any
coupling system for charging the REESS which is not energized during
driving condition, the protection against electric shock shall be proved by
either paragraph 5.2.2.3. or paragraph 5.2.2.4. for the relevant part(s).
5.2.2.1. Absence of high voltage.
The voltages Vb, V1 and V2 of the high voltage buses shall be equal or less
than 30 V AC (rms) or 60 V DC within 60 s after the impact when measured
in accordance with paragraph 6.1.6.2.2.
5.2.2.2. Low electrical energy.
The Total Energy (TE) of unidirectional single impulse currents in the form
of rectangular and sinusoidal impulses or capacitor discharges from high
voltage electrical components shall be less than 0.2 J when measured and
calculated in accordance with formula (a) of paragraph 6.1.6.2.3.
Alternatively, the 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 manufacturer according to formula (b) of paragraph 6.1.6.2.3.
The energy stored in the Y-capacitors (TEy1, TEy2) shall also be less than
0.2 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 manufacturer according to formula (c) of
paragraph 6.1.6.2.3.
5.2.2.3. Physical protection.
For protection against direct contact with high voltage live parts, the
protection degree IPXXB shall be provided.

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The assessment shall be conducted in accordance with paragraph 6.1.6.2.4.

In addition, for protection against electric shock which could arise from
indirect contact, the resistance between all exposed conductive parts of
electrical protection barriers/enclosures and electrical chassis shall be lower
than 0.1 Ω and the resistance between any two simultaneously reachable
exposed conductive parts of electrical protection barriers/enclosures that are
less than 2.5 m from each other shall be less than 0.2 Ω when there is current
flow of at least 0.2 A.
These requirements are satisfied if the connection has been established by
welding. In case of doubt or the connection is established by mean other than
welding, measurements shall be made by using one of the test procedures
described in paragraph 6.1.4.
Each Contracting Party under the UN 1998 Agreement may additionally
apply the following requirement:
The voltage between all exposed conductive parts of electrical protection
barriers/enclosures and electrical chassis and the voltage between any two
simultaneously reachable exposed conductive parts of electrical protection
barriers/enclosures that are less than 2.5 m from each other shall be less than
or equal to 30 V AC (rms) or 60 V DC as measured in accordance with
paragraph 6.1.6.2.4.1.
5.2.2.4. Isolation resistance.
The criteria specified in the paragraphs 5.2.2.4.1. and 5.2.2.4.2. below shall
be met.
The measurement shall be conducted in accordance with paragraph 6.1.6.2.5.
5.2.2.4.1. Electrical power train consisting of separate DC- and AC-buses
If the AC high voltage buses and the DC high voltage buses are conductively
isolated from each other, isolation resistance between the high voltage bus
and the electrical chassis shall have a minimum value of 100 Ω/V of the
working voltage for DC buses, and a minimum value of 500 Ω/V of the
working voltage for AC buses.
5.2.2.4.2. Electrical power train consisting of combined DC- and AC-buses.
If the AC high voltage buses and the DC high voltage buses are conductively
connected, they shall meet one of the following requirements:
(a) Isolation resistance between the high voltage bus and the electrical
chassis shall have a minimum value of 500 Ω/V of the working
voltage;
(b) Isolation resistance between the high voltage bus and the electrical
chassis shall have a minimum value of 100 Ω/V of the working
voltage and the AC bus meets the physical protection as described in
paragraph 5.2.2.3;
(c) Isolation resistance between the high voltage bus and the electrical
chassis shall have a minimum value of 100 Ω/V of the working
voltage and the AC bus meets the absence of high voltage as described
in paragraph 5.2.2.1.

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5.3. Requirements with regard to installation and functionality of REESS in a

vehicle.
5.3.1. Installation of REESS on a vehicle.
For installation of REESS on a vehicle, the requirement of either paragraph
5.3.1.1. or paragraph 5.3.1.2. shall be satisfied. In addition, the requirement
of 5.3.1.3 shall be satisfied.
5.3.1.1. The REESS shall comply with the respective requirements of paragraphs 5.4.
and 5.5., taking account of the installed conditions on a specific type of
vehicle.
5.3.1.2. For a REESS which satisfies the requirements of paragraphs 5.4. and 5.5.
independently from the type of vehicles, the REESS shall be installed on the
vehicle in accordance with the instructions provided by the manufacturer of
the REESS.
5.3.1.3. The components of the REESS installation shall be adequately protected by
parts of the frame or bodywork against contact with possible obstacles on the
ground. Such protection shall not be required if the components beneath the
vehicle are further from the ground than the part of the frame or bodywork in
front of them.
5.3.2. Warning in the event of operational failure of vehicle controls that manage
REESS safe operation.
The vehicle shall provide a warning to the driver when the vehicle is in active
driving possible mode in the event of operational failure of the vehicle
controls that manage the safe operation of the REESS. Vehicle manufacturers
shall make available, at the request of the regulatory or testing entity as
applicable with its necessity, the following documentation explaining safety
performance of the system level or sub-system level of the vehicle:
5.3.2.1. A system diagram that identifies all the vehicle controls that manage REESS
operations. The diagram must identify what components are used to generate
a warning due to operational failure of vehicle controls to conduct one or
more basic operations.
5.3.2.2. A written explanation describing the basic operation of the vehicle controls
that manage REESS operation. The explanation must identify the
components of the vehicle control system, provide description of their
functions and capability to manage the REESS, and provide a logic diagram
and description of conditions that would lead to triggering of the warning.
In case of optical warning, the tell-tale shall, when illuminated, be
sufficiently bright to be visible to the driver under both daylight and night-
time driving conditions, when the driver has adapted to the ambient roadway
light conditions.
This tell-tale shall be activated as a check of lamp function either when the
propulsion system is turned to the "On" position, or when the propulsion
system is in a position between "On" and "Start" that is designated by the
manufacturer as a check position. This requirement does not apply to the
tell-tale or text shown in a common space.
5.3.3. Warning in the case of a thermal event within the REESS.
The vehicle shall provide a warning to the driver in the case of a thermal
event in the REESS (as specified by the manufacturer) when the vehicle is in

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active driving possible mode. Vehicle manufacturers shall make available, at

the request of the regulatory or testing entity as applicable with its necessity,
the following documentation explaining safety performance of the system
level or sub-system level of the vehicle:
5.3.3.1. The parameters and associated threshold levels that are used to indicate a
thermal event (e.g. temperature, temperature rise rate, SOC level, voltage
drop, electrical current, etc.) to trigger the warning.
5.3.3.2. A system diagram and written explanation describing the sensors and
operation of the vehicle controls to manage the REESS in the event of a
thermal event.
In case of optical warning, the tell-tale shall, when illuminated, be
sufficiently bright to be visible to the driver under both daylight and night-
time driving conditions, when the driver has adapted to the ambient roadway
light conditions.
This warning tell-tale shall be activated as a check of lamp function either
when the propulsion system is turned to the "On" position, or when the
propulsion system is in a position between "On" and "Start" that is designated
by the manufacturer as a check position. This requirement does not apply to
the optical signal or text shown in a common space.
5.3.4. Warning in the event of low energy content of REESS.
For BEVs (vehicles in which propulsion system are powered only by a
REESS), a warning to the driver in the event of low REESS state of charge
shall be provided. Based on engineering judgment, the manufacturer shall
determine the necessary level of REESS energy remaining, when the driver
warning is first provided.
In case of optical warning, the tell-tale shall, when illuminated, be
sufficiently bright to be visible to the driver under both daylight and night-
time driving conditions, when the driver has adapted to the ambient roadway
light conditions.
5.4. Requirements with regard to the safety of REESS in-use.
5.4.1. General principle.
The requirements of paragraphs 5.4.2. to 5.4.12. shall be checked in
accordance with the methods set out in paragraph 6.2.
5.4.2. Vibration.
The test shall be conducted in accordance with paragraph 6.2.2.
During the test, there shall be no evidence of rupture (applicable to high
voltage REESS only), electrolyte leakage, venting (for REESS other than
open-type traction battery), fire or explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test. The evidence of
venting shall be verified by visual inspection without disassembling any part
of the Tested-Device.
For a high voltage REESS, the isolation resistance measured after the test in
accordance with paragraph 6.1.1. shall not be less than 100 Ω/V.

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5.4.3. Thermal shock and cycling.

The test shall be conducted in accordance with paragraph 6.2.3.
During the test, there shall be no evidence of electrolyte leakage, rupture
(applicable to high voltage REESS only), venting (for REESS other than
open-type traction battery), fire or explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test. The evidence of
venting shall be verified by visual inspection without disassembling any part
of the Tested-Device.
For a high voltage REESS, the isolation resistance measured after the test in
accordance with paragraph 6.1.1. shall not be less than 100 Ω/V.
5.4.4. Fire resistance.
The test shall be conducted in accordance with paragraph 6.2.4.
This test is required for REESS containing flammable electrolyte.
This test is not required when the REESS as installed in the vehicle, is
mounted such that the lowest surface of the casing of the REESS is more than
1.5 m above the ground. At the choice of the manufacturer, this test may be
performed where the lower surface of the REESS's is higher than 1.5 m
above the ground. The test shall be carried out on one test sample.
During the test, the Tested-Device shall exhibit no evidence of explosion.
5.4.5. External short circuit protection.
The test shall be conducted in accordance with paragraph 6.2.5.
During the test there shall be no evidence of; electrolyte leakage, rupture
(applicable to high voltage REESS only), venting (for REESS other than
open-type traction battery), fire or explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test. The evidence of
venting shall be verified by visual inspection without disassembling any part
of the Tested Device.
The short circuit protection control of the REESS shall terminate the short
circuit current, or the temperature measured on the casing of the Tested-
Device or the REESS shall be stabilized, such that the temperature gradient
varies by less than 4 °C through 2 hours after introducing the short circuit.
For a high voltage REESS, the isolation resistance measured after the test in
accordance with paragraph 6.1.1. shall not be less than 100 Ω/V.
5.4.6. Overcharge protection.
The test shall be conducted in accordance with paragraph 6.2.6.
During the test there shall be no evidence of electrolyte leakage, rupture
(applicable to high voltage REESS only), venting (for REESS other than
open-type traction battery), fire or explosion.

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The evidence of electrolyte leakage shall be verified by visual inspection

without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test. The evidence of
venting shall be verified by visual inspection without disassembling any part
of the Tested Device.
For a high voltage REESS, the isolation resistance measured after the test in
accordance with paragraph 6.1.1. shall not be less than 100 Ω/V.
5.4.7. Over-discharge protection.
The test shall be conducted in accordance with paragraph 6.2.7.
During the test there shall be no evidence of; electrolyte leakage, rupture
(applicable to high voltage REESS only), venting (for REESS other than
open-type traction battery), fire or explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test. The evidence of
venting shall be verified by visual inspection without disassembling any part
of the Tested-Device.
For a high voltage REESS, the isolation resistance measured after the test in
accordance with paragraph 6.1.1. shall not be less than 100 Ω/V.
5.4.8. Over-temperature protection.
The test shall be conducted in accordance with paragraph 6.2.8.
During the test there shall be no evidence of; electrolyte leakage, rupture
(applicable to high voltage REESS only), venting (for REESS other than
open-type traction battery), fire or explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test. The evidence of
venting shall be verified by visual inspection without disassembling any part
of the Tested-Device.
For a high voltage REESS, the isolation resistance measured after the test in
accordance with paragraph 6.1.1. shall not be less than 100 Ω/V.
5.4.9. Overcurrent protection.
The test shall be conducted in accordance with paragraph 6.2.9.
During the test there shall be no evidence of electrolyte leakage, rupture
(applicable to high voltage REESS only), venting (for REESS other than
open-type traction battery), fire or explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test. The evidence of
venting shall be verified by visual inspection without disassembling any part
of the Tested-Device.

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The overcurrent protection control of the REESS shall terminate charging or

the temperature measured on the casing of the REESS shall be stabilized,
such that the temperature gradient varies by less than 4 °C through 2 hours
after the maximum overcurrent charging level is reached.
For a high voltage REESS, the isolation resistance measured after the test in
accordance with paragraph 6.1.1. shall not be less than 100 Ω/V.
5.4.10. Low-temperature protection.
Vehicle manufacturers must make available, at the request of the regulatory
or testing entity as applicable with its necessity, the following
documentations explaining safety performance of the system level or sub-
system level of the vehicle to demonstrate that the vehicle monitors and
appropriately controls REESS operations at low temperatures at the safety
boundary limits of the REESS:
(a) A system diagram;
(b) Written explanation on the lower boundary temperature for safe
operation of REESS;
(c) Method of detecting REESS temperature;
(d) Action taken when the REESS temperature is at or lower than the
lower boundary for safe operation of the REESS.
5.4.11. Management of gases emitted from REESS.
5.4.11.1. Under vehicle operation including the operation with a failure, the vehicle
occupants shall not be exposed to any hazardous environment caused by
emissions from REESS.
5.4.11.2. For the open-type traction battery, requirement of paragraph 5.4.11.1. shall be
verified by following test procedure.
5.4.11.2.1. The test shall be conducted following the method described in Annex 1 of
this regulation. The hydrogen sampling and analysis shall be the ones
prescribed. Other analysis methods can be approved if it is proven that they
give equivalent results.
5.4.11.2.2. During a normal charge procedure in the conditions given in Annex 1,
hydrogen emissions shall be below 125 g during 5 hours, or below 25 x t2 g
during t2 (in h) where t2 is the time of overcharging at constant current.
5.4.11.2.3. During a charge carried out by a charger presenting a failure (conditions
given in Annex 1), hydrogen emissions shall be below 42 g. Furthermore, the
charger shall limit this possible failure to 30 minutes.
5.4.11.3. For REESS other than open-type traction battery, the requirement of
paragraph 5.4.11.1. is deemed to be satisfied, if all requirements of the
following tests are met: para. 6.2.2. (vibration), para. 6.2.3. (thermal shock
and cycling), para. 6.2.5. (external short circuit protection), para. 6.2.6.
(overcharge protection), para. 6.2.7. (over-discharge protection), para. 6.2.8.
(over-temperature protection) and para. 6.2.9. (overcurrent protection).
5.4.12. Thermal propagation.
For the vehicles equipped with a REESS containing flammable electrolyte,
the vehicle occupants shall not be exposed to any hazardous environment
caused by thermal propagation which is triggered by an internal short circuit

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leading to a single cell thermal runaway. To ensure this, the requirements of

paragraphs 5.4.12.1. and 5.4.12.2. shall be satisfied. 2
5.4.12.1. The vehicle shall provide an advance warning indication to allow egress or 5
minutes prior to the presence of a hazardous situation inside the passenger
compartment caused by thermal propagation which is triggered by an internal
short circuit leading to a single cell thermal runaway such as fire, explosion
or smoke. This requirement is deemed to be satisfied if the thermal
propagation does not lead to a hazardous situation for the vehicle occupants.
This warning shall have characteristics in accordance with paragraph 5.3.3.2.
The vehicle manufacturer shall make available, at the request of the
regulatory or testing entity as applicable with its necessity, the following
documentation explaining safety performance of the system level or sub-
system level of the vehicle:
5.4.12.1.1. The parameters (for example, temperature, voltage or electrical current)
which trigger the warning indication.
5.4.12.1.2. Description of the warning system.
5.4.12.2. The vehicle shall have functions or characteristics in the cell, REESS or
vehicle intended to protect vehicle occupants (as described in paragraph
5.4.12.) in conditions caused by thermal propagation which is triggered by an
internal short circuit leading to a single cell thermal runaway. Vehicle
manufacturers shall make available, at the request of the regulatory or testing
entity as applicable with its necessity, the following documentation
explaining safety performance of the system level or sub-system level of the
vehicle (see also paragraph 196 in Part 1, section E):
5.4.12.2.1. A risk reduction analysis using appropriate industry standard methodology
(for example, IEC 61508, MIL-STD 882E, ISO 26262, AIAG DFMEA, fault
analysis as in SAE J2929, or similar), which documents the risk to vehicle
occupants caused by thermal propagation which is triggered by an internal
short circuit leading to a single cell thermal runaway and documents the
reduction of risk resulting from implementation of the identified risk
mitigation functions or characteristics.
5.4.12.2.2. A system diagram of all relevant physical systems and components. Relevant
systems and components are those which contribute to protection of vehicle
occupants from hazardous effects caused by thermal propagation triggered by
a single cell thermal runaway.
5.4.12.2.3 A diagram showing the functional operation of the relevant systems and
components, identifying all risk mitigation functions or characteristics.
5.4.12.2.4. For each identified risk mitigation function or characteristic:
5.4.12.2.4.1. A description of its operation strategy;
5.4.12.2.4.2. Identification of the physical system or component which implements the
function;

2 In regions applying type-approval testing the manufacturer will be accountable for the verity and
integrity of documentation submitted, assuming full responsibility for the safety of occupants against
adverse effects arising from thermal propagation caused by internal short circuit. In regions applying
self-certification responsibility is automatically borne by the manufacturer.

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5.4.12.2.4.3. One or more of the following engineering documents relevant to the

manufacturers design which demonstrates the effectiveness of the risk
mitigation function:
(a) Tests performed including procedure used and conditions and
resulting data;
(b) Analysis or validated simulation methodology and resulting data.
5.5. Requirements with regard to the safety of REESS – post-crash.
If any vehicle crash test under this regulation is conducted, the requirements
of paragraphs 5.5.1.1. to 5.5.1.3. shall be satisfied.
These requirements can be met by a separate crash test from that for the
evaluation of occupant protection performance under the relevant crash
regulations. This is only possible, if the electrical components do not
influence the occupant protection performance.
However, if the REESS satisfies the requirements of paragraph 5.5.2., the
requirements of this paragraph are considered as satisfied for the respective
direction of the crash test.
5.5.1. Vehicle based test
5.5.1.1. Electrolyte leakage.
5.5.1.1.1. In case of aqueous electrolyte REESS.
For a period from the impact until 60 minutes after the impact, there shall be
no electrolyte leakage from the REESS into the passenger compartment and
no more than 7 per cent by volume of the REESS electrolyte with a
maximum of 5.0 l leaked from the REESS to the outside of the passenger
compartment. The leaked amount of electrolyte can be measured by usual
techniques of determination of liquid volumes after its collection. For
containers containing Stoddard, coloured coolant and electrolyte, the fluids
shall be allowed to separate by specific gravity then measured.
5.5.1.1.2. In case of non-aqueous electrolyte REESS.
For a period from the impact until 60 minutes after the impact, there shall be
no liquid electrolyte leakage from the REESS into the passenger
compartment, luggage compartment and no liquid electrolyte leakage to
outside the vehicle. This requirement shall be verified by visual inspection
without disassembling any part of the vehicle.
5.5.1.2. REESS retention.
REESS shall remain attached to the vehicle by at least one component
anchorage, bracket, or any structure that transfers loads from REESS to the
vehicle structure, and REESS located outside the passenger compartment
shall not enter the passenger compartment.
5.5.1.3. Fire hazard.
For a period of 1 hour after the crash test, there shall be no evidence of fire or
explosion of the REESS.

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5.5.2. REESS-component based test.

5.5.2.1. Mechanical impact.
At the choice of the manufacturer, the REESS shall satisfy either the
requirements of paragraph 5.5.1. or paragraph 5.5.2.
If the vehicle complies with the requirements of paragraph 5.5.1., the REESS
of the vehicle is considered to be in compliance with this paragraph 5.5.2.1.
The approval of a REESS tested under paragraph 5.5.1. shall be limited to the
specific vehicle type.
5.5.2.1.1. Mechanical shock.
The test shall be conducted in accordance with paragraph 6.2.10.
During the test, there shall be no evidence of electrolyte leakage, fire or
explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test.
An appropriate coating, if necessary, may be applied to the physical
protection (casing) in order to confirm if there is any electrolyte leakage from
the REESS resulting from the test. Unless the manufacturer provides a means
to differentiate between the leakage of different liquids, all liquid leakage
shall be considered as the electrolyte.
After the test, the Tested-Device shall be retained by its mounting and its
components shall remain inside its boundaries.
For a high voltage REESS, the isolation resistance of the Tested-Device shall
ensure at least 100 Ω/V for the whole REESS measured after the test in
accordance with paragraph 6.1.1., or the protection IPXXB shall be fulfilled
for the Tested-Device when assessed in accordance with paragraph 6.1.6.2.4.
5.5.2.1.2. Mechanical integrity.
The test shall be conducted in accordance with paragraph 6.2.11.
The REESS certified according to this paragraph shall be mounted in a
position which is between the two planes; (a) a vertical plane perpendicular
to the centre line of the vehicle located 420 mm rearward from the front edge
of the vehicle, and (b) a vertical plane perpendicular to the centre line of the
vehicle located 300 mm forward from the rear edge of the vehicle.
The crush force specified in paragraph 6.2.11.3.2.1. may be replaced with the
value declared by the manufacturer, where the crush force shall be
documented in the relevant administration document as a mounting
restriction, which shall also be referred to in compliance assessments for the
vehicle. In this case, the vehicle manufacture who uses such REESS shall
demonstrate that the contact force to the REESS will not exceed the figure
declared by the REESS manufacturer. Such force shall be determined by the
vehicle manufacturer using test data obtained from either actual or simulated
crash tests as specified in the applicable crash regulations in relevant impact
directions.

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Manufacturers may use forces derived from data obtained from alternative
crash test procedures, but these forces shall be equal to or greater than the
forces that would result from using data in accordance with the applicable
crash regulations.
During the test, there shall be no evidence of electrolyte leakage, fire or
explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test.
An appropriate coating, if necessary, may be applied to the physical
protection (casing) in order to confirm if there is any electrolyte leakage from
the REESS resulting from the test. Unless the manufacturer provides a means
to differentiate between the leakage of different liquids, all liquid leakage
shall be considered as the electrolyte.
For a high voltage REESS, the isolation resistance of the Tested-Device shall
ensure at least 100 Ω/V for the whole REESS measured in accordance with
paragraph 6.1.1., or the protection IPXXB shall be fulfilled for the Tested-
Device when assessed in accordance with paragraph 6.1.6.2.4.

6. Test procedures

6.1. Test procedures for electrical safety.

6.1.1. Isolation resistance measurement method.
6.1.1.1. General.
The isolation resistance for each high voltage bus of the vehicle is measured
or shall be determined by calculating the measurement values of each part or
component unit of a high voltage bus.
6.1.1.2. Measurement method.
The isolation resistance measurement is conducted by selecting an
appropriate measurement method from among those listed in paragraphs
6.1.1.2.1. to 6.1.1.2.2., depending on the electrical charge of the live parts or
the isolation resistance.
Megohmmeter or oscilloscope measurements are appropriate alternatives 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.
The range of the electrical circuit to be measured is clarified in advance,
using electrical circuit diagrams. If the high voltage buses are conductively
isolated from each other, isolation resistance shall be measured for each
electrical circuit.
If the operating voltage of the Tested-Device (Vb, Figure 2) cannot be
measured (e.g. due to disconnection of the electric circuit caused by main
contactors or fuse operation), the test may be performed with a modified
Test-Device to allow measurement of the internal voltages (upstream the
main contactors).

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Moreover, modifications necessary for measuring the isolation resistance

may be carried out, such as removal of the cover in order to reach the live
parts, drawing of measurement lines and change in software.
In cases where the measured values are not stable due to the operation of the
on-board isolation resistance monitoring system, necessary modifications for
conducting the measurement may be carried out by stopping the operation of
the device concerned or by removing it. Furthermore, when the device is
removed, a set of drawings will be used to prove that the isolation resistance
between the live parts and the electrical chassis remains unchanged.
These modifications shall not influence the test results.
Utmost care shall be exercised to avoid short circuit and electric shock since
this confirmation might require direct operations of the high-voltage circuit.
6.1.1.2.1. Measurement method using DC voltage from external sources.
6.1.1.2.1.1. Measurement instrument.
An isolation resistance test instrument capable of applying a DC voltage
higher than the working voltage of the high voltage bus shall be used.
6.1.1.2.1.2. Measurement method.
An isolation resistance test instrument is connected between the live parts
and the electrical chassis. The isolation resistance is subsequently measured
by applying a DC voltage at least half of the working voltage of the high
voltage bus.
If the system has several voltage ranges (e.g. because of boost converter) in
conductively connected circuit and some of the components cannot withstand
the working voltage of the entire circuit, the isolation resistance between
those components and the electrical chassis can be measured separately by
applying at least half of their own working voltage with those components
disconnected.
6.1.1.2.2. Measurement method using the vehicle's own REESS as DC voltage source.
6.1.1.2.2.1. Test vehicle conditions.
The high voltage-bus is energized by the vehicle's own REESS and/or energy
conversion system and the voltage level of the REESS and/or energy
conversion system throughout the test shall be at least the nominal operating
voltage as specified by the vehicle manufacturer.
6.1.1.2.2.2. Measurement instrument.
The voltmeter used in this test shall measure DC values and have an internal
resistance of at least 10 MΩ.
6.1.1.2.2.3. Measurement method.
6.1.1.2.2.3.1. First step.
The voltage is measured as shown in Figure 2 and the high voltage bus
voltage (Vb) is recorded. Vb shall be equal to or greater than the nominal
operating voltage of the REESS and/or energy conversion system as specified
by the vehicle manufacturer.

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Figure 2
Measurement of Vb, V1, V2

Electrical Chassis

Energy Conversion
System Assembly V2 REESS Assembly

High Voltage Bus

+ +

Energy
Conversion Traction System REESS
System Vb

- -

V1

Electrical Chassis

6.1.1.2.2.3.2. Second step.

The voltage (V1) between the negative side of the high voltage bus and the
electrical chassis is measured and recorded (see Figure 2).
6.1.1.2.2.3.3. Third step.
The voltage (V2) between the positive side of the high voltage bus and the
electrical chassis is measured and recorded (see Figure 2).
6.1.1.2.2.3.4. Fourth step.
If V1 is greater than or equal to V2, a standard known resistance (Ro) is
inserted between the negative side of the high voltage bus and the electrical
chassis. With Ro installed, the voltage (V1') between the negative side of the
high voltage bus and the electrical chassis is measured (see Figure 3).
The electrical isolation (Ri) is calculated according to the following formula:
Ri = Ro*(Vb/V1' – Vb/V1) or Ri = Ro*Vb*(1/V1' – 1/V1)

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Figure 3
Measurement of V1'

Electrical Chassis

Energy Conversion
System Assembly REESS Assembly

High Voltage Bus

+ +

Energy
Conversion Traction System REESS
System Vb

- -

V1´ Ro

Electrical Chassis

If V2 is greater than V1, a standard known resistance (Ro) is inserted between

the positive side of the high voltage bus and the electrical chassis. With Ro
installed, the voltage (V2') between the positive side of the high voltage bus
and the electrical chassis is measured. (See Figure 4). The electrical isolation
(Ri) is calculated according to the formula shown below. This electrical
isolation value (in Ω) is divided by the nominal operating voltage of the high
voltage bus (in V). The electrical isolation (Ri) is calculated according to the
following formula:
Ri = Ro*(Vb/V2' – Vb/V2) or Ri = Ro*Vb*(1/V2' – 1/V2)

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Figure 4
Measurement of V2'
Electrical Chassis

Energy Conversion
System Assembly Ro REESS Assembly
V2'
High Voltage Bus

+ +
Energy
Conversion Traction System REESS
System
- -

Electrical Chassis

6.1.1.2.2.3.5. Fifth step.

The electrical isolation value Ri (in Ω) divided by the working voltage of the
high voltage bus (in V) results in the isolation resistance (in Ω/V).
(Note 1: The standard known resistance Ro (in Ω) is the value of the
minimum required isolation resistance (in Ω/V) multiplied by the working
voltage of the vehicle plus/minus 20 per cent (in V). Ro is not required to be
precisely this value since the equations are valid for any Ro; however, a Ro
value in this range should provide good resolution for the voltage
measurements.)
6.1.2. Confirmation method for functions of on-board isolation resistance
monitoring system.
The on-board isolation resistance monitoring system specified in paragraph
5.1.1.2.4.3. for fuel cell vehicles and that specified in paragraph 5.1.1.3.4 for
protection against water effects shall be tested using the following procedure.
(a) Determine the isolation resistance, Ri, of the electric power train with
the electrical isolation monitoring system using the procedure outlined
paragraph 6.1.1.
(b) If the minimum isolation resistance value required in accordance with
paragraphs 5.1.1.2.4.1. or 5.1.1.2.4.2. is 100 Ω/V, insert a resistor with
resistance Ro between the positive terminal of the electric power train
and the electrical chassis. The magnitude of the resistor, Ro, shall be
such that:
1/(1/(95xV) – 1/Ri) ≤ Ro < 1/(1/(100xV) – 1/Ri)
where V is the working voltage of the electric power train.

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(c) If the minimum isolation resistance value required in accordance with

paragraphs 5.1.1.2.4.1. or 5.1.1.2.4.2. is 500 Ω/V, insert a resistor with
resistance Ro between the positive terminal of the electric power train
and the electrical chassis. The magnitude of the resistor, Ro, shall be
such that:
1/(1/(475xV) – 1/Ri) ≤ Ro < 1/(1/(500xV) – 1/Ri)
where V is the working voltage of the electric power train.
6.1.3. Protection against direct contact to live parts.
6.1.3.1. Access probes.
Access probes to verify the protection of persons against access to live parts
are given in Table 1.
6.1.3.2. Test conditions.
The access probe is pushed against any openings of the enclosure with the
force specified in Table 1. If it partly or fully penetrates, it is placed in every
possible position, but in no case shall the stop face fully penetrate through the
opening.
Internal electrical protection barriers are considered part of the enclosure.
A low-voltage supply (of not less than 40 V and not more than 50 V) in series
with a suitable lamp is connected, if necessary, between the probe and live
parts inside the electrical protection barrier or enclosure.
The signal-circuit method is also applied to the moving live parts of high
voltage equipment.
Internal moving parts may be operated slowly, where this is possible.
6.1.3.3. Acceptance conditions.
The access probe shall not touch live parts.
If this requirement is verified by a signal circuit between the probe and live
parts, the lamp shall not light.
In the case of the test for protection degree IPXXB, the jointed test finger
may penetrate to its 80 mm length, but the stop face (diameter 50 mm x 20
mm) shall not pass through the opening. Starting from the straight position,
both joints of the test finger are successively bent through an angle of up to
90 degree with respect to the axis of the adjoining section of the finger and
are placed in every possible position.
In case of the tests for protection degree IPXXD, the access probe may
penetrate to its full length, but the stop face shall not fully penetrate through
the opening.

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Table 1
Access probes for the tests for protection of persons against access to hazardous parts

First Addit. Access probe

Test force
numeral letter (Dimensions in mm)
B Jointed test finger
Stop face

See Fig.5
for full
dimensions
Jointed test finger
(Metal)

Insulating material

D Test wire 1.0 mm diameter, 100 mm long

Sphere
Approx

Handle Rigid test wire

Edges free
(Insulating material) (Metal)
Stop face from burrs
(Insulating material)

Figure 5
Jointed Test Finger

Access probe
(Dimensions in mm)

IPXXB Jointed text finger

Handle

Guard Insulating
material

Stop face
Chamber
Joints all edges

cylindrical spherical

Section A-A

Section B-B

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Material: metal, except where otherwise specified

Linear dimensions in mm.
Tolerances on dimensions without specific tolerance:
(a) on angles: 0/10 seconds;
(b) on linear dimensions:
(i) up to 25 mm: 0/-0.05;
(ii) over 25 mm: ±0.2.
Both joints shall permit movement in the same plane and the same direction
through an angle of 90° with a 0 to +10° tolerance.
6.1.4. Test method for measuring electric resistance:
(a) Test method using a resistance tester.
The resistance tester is connected to the measuring points (typically,
electrical chassis and electro conductive enclosure/electrical
protection barrier) and the resistance is measured using a resistance
tester that meets the specification that follows:
(i) Resistance tester: Measurement current at least 0.2 A;
(ii) Resolution: 0.01 Ω or less;
(iii) The resistance R shall be less than 0.1 Ω.
(b) Test method using DC power supply, voltmeter and ammeter.
Example of the test method using DC power supply, voltmeter and ammeter is
shown below.
Figure 6
Example of test method using DC power supply

Connection to Exposed Conductive

Parts
Exposed Conductive
D.C. Parts
Power
Supply
Electrical Chassis
Connection to Electrical Chassis

6.1.4.1. Test Procedure.

The DC power supply, voltmeter and ammeter are connected to the
measuring points (Typically, electrical chassis and electro conductive
enclosure/electrical protection barrier).
The voltage of the DC power supply is adjusted so that the current flow
becomes at least 0.2 A.
The current "I" and the voltage "V" are measured.
The resistance "R" is calculated according to the following formula:
R=V/I

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The resistance R shall be less than 0.1 Ω.

Note: If lead wires are used for voltage and current measurement, each lead
wire shall be independently connected to the electrical protection
barrier/enclosure/electrical chassis. Terminal can be common for voltage
measurement and current measurement.
6.1.5. Test procedure for Protection against water effects.
6.1.5.1. Washing.
This test is intended to simulate the normal washing of vehicles, but not
specific cleaning using high water pressure or underbody washing.
The areas of the vehicle regarding this test are border lines, i.e. a seal of two
parts such as flaps, glass seals, outline of opening parts, outline of front grille
and seals of lamps.
All border lines shall be exposed and followed in all directions with the water
stream using a hose nozzle and conditions in accordance with IPX5 as
specified in Annex 2.
6.1.5.2. Driving through standing water.
The vehicle shall be driven in a wade pool, with 10 cm water depth, over a
distance of 500 m at a speed of 20 km/h, in a time of approximately 1.5 min.
If the wade pool used is less than 500 m in length, then the vehicle shall be
driven through it several times. The total time, including the periods outside
the wade pool, shall be less than 10 min.
6.1.6. Test conditions and test procedure regarding post-crash.
6.1.6.1. Test conditions.
6.1.6.1.1. General.
The test conditions specified in paragraphs 6.1.6.1.2. to 6.1.6.1.4. are used.
6.1.6.1.2. Electric power train adjustment.
6.1.6.1.2.1. The SOC of the REESS shall be adjusted in accordance with the paragraph
6.2.1.2.
6.1.6.1.2.2. The electric 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:
6.1.6.1.2.2.1. It is permissible to perform the test with all or parts of the electric power train
not being energized insofar as there is no negative influence on the test result.
For parts of the electric power train not energized, the protection against
electric shock shall be proved by either physical protection or isolation
resistance and appropriate additional evidence.
6.1.6.1.2.2.2. If the electric power train is not energized and an automatic disconnect is
provided, it is 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 conductive separation considering
the conditions as seen during the impact.

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6.1.6.1.3. Contracting Parties may allow modifications to the fuel system so that an
appropriate amount of fuel can be used to run the engine or the electric
energy conversion system.
6.1.6.1.4. The vehicle conditions other than specified in paragraphs 6.1.6.1.1. to
6.1.6.1.3. are in accordance with the crash test protocols of the Contracting
Parties.
6.1.6.2. Test procedures for the protection of the occupants from high voltage and
electrolyte leakage.
This section describes test procedures to demonstrate compliance with the
electrical safety requirements of paragraphs 5.2.2. and 5.5.1.
Before the vehicle impact test conducted, the high voltage bus voltage (V b)
(see Figure 7) is measured and recorded to confirm that it is within the
operating voltage of the vehicle as specified by the vehicle manufacturer.
6.1.6.2.1. Test set-up and equipment.
If a high voltage disconnect function is used, measurements are taken from
both sides of the device performing the disconnect function.
However, if the high voltage disconnect is integral to the REESS or the
electric energy conversion system and the high-voltage bus of the REESS or
the electric 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 electrical loads.
The voltmeter used in this test measures DC values and have an internal
resistance of at least 10 MΩ.
6.1.6.2.2. Voltage measurement.
After the impact test, determine the high voltage bus voltages (Vb, V1, V2)
(see Figure 7).
The voltage measurement is made no earlier than 10 s, but not later than 60 s
after the impact.
This procedure is not applicable if the test is performed under the condition
where the electric power train is not energized.

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Figure 7
Measurement of Vb, V1, V2

Electrical Chassis

Energy Conversion
System Assembly V2 REESS Assembly

High Voltage Bus

+ +

Energy
Traction System REESS
Conversion
Vb
System
- -

V1

Electrical Chassis

6.1.6.2.3. 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 (Figure 8).
(a) Not earlier than 10 s and not later than 60 s 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 to zero (th). The

th


TE  Vb  I e dt
tc
resulting integration equals the total energy (TE) in J.

(b) When Vb is measured at a point in time between 10 s and 60 s after the

impact and the capacitance of the X-capacitors (Cx) is specified by the
manufacturer, total energy (TE) shall be calculated according to the
following formula:
TE = 0.5 x Cx x Vb2
(c) When V1 and V2 (see Figure 8) are measured at a point in time
between 10 s and 60 s after the impact and the capacitances of the Y-
capacitors (Cy1, Cy2) are specified by the manufacturer, total energy
(TEy1, TEy2) shall be calculated according to the following formulas:
TEy1 = 0.5 x Cy1 x V12

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TEy2 = 0.5 x Cy2 x V22

This procedure is not applicable if the test is performed under the condition
where the electric power train is not energized.
Figure 8
Example of measurement of high voltage bus energy stored in X-capacitors
Electrical Chassis

Energy Conversion
System Assembly REESS Assembly
High Voltage Bus

+ +
S1
Energy
Traction System REESS
Conversion Vb
System
Re
- -
Ie

Electrical Chassis

6.1.6.2.4. Physical protection.

Following the vehicle crash test, any parts surrounding the high voltage
components shall be opened, disassembled or removed to the extent possible
without the use of tools. All remaining surrounding parts are considered as
the physical protection.
The Jointed Test Finger described in paragraph 6.1.3. is inserted into any
gaps or openings of the physical protection with a test force of 10 N ± 10 per
cent for electrical safety assessment. If partial or full penetration into the
physical protection by the Jointed Test Finger occurs, the Jointed Test Finger
shall be placed in every position as specified below.
Starting from the straight position, both joints of the test finger are rotated
progressively through an angle of up to 90° with respect to the axis of the
adjoining section of the finger and are placed in every possible position.
Internal electrical protection 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 is connected between the Jointed Test
Finger and high voltage live parts inside the electrical protection barrier or
enclosure.
The requirements of paragraph 5.2.2.3. are met if the Jointed Test Finger
described in paragraph 6.1.3. is unable to contact high voltage live parts.

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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.
6.1.6.2.4.1. Voltage between exposed conductive barriers.
The voltage difference between exposed conductive parts of electrical
protection barriers and the electrical chassis shall be measured. The voltage
difference between two simultaneously reachable exposed conductive parts
of electrical protection barriers/enclosures shall be measured or calculated
using other measured voltages.
6.1.6.2.5. Isolation resistance.
The measurement shall be conducted according to paragraph 6.1.1. with the
following precaution.
All measurements for calculating voltage(s) and electrical isolation are made
after a minimum of 10 s after the impact.
6.1.6.2.6. Electrolyte leakage.
An appropriate coating, if necessary, may be applied to the physical
protection (casing) in order to confirm if there is any electrolyte leakage from
the REESS resulting from the test. Unless the manufacturer provides a means
to differentiate between the leakage of different liquids, all liquid leakage
shall be considered as the electrolyte.
6.2. Test procedures for REESS.
6.2.1. General procedures.
6.2.1.1. Procedure for conducting a standard cycle.
Procedure for conducting a standard cycle for a complete REESS, REESS
subsystem(s), or complete vehicle.
A standard cycle shall start with a standard discharge and is followed by a
standard charge. The standard cycle shall be conducted at an ambient
temperature of 20 ± 10 °C.
Standard discharge:
Discharge rate: The discharge procedure including termination criteria shall
be defined by the manufacturer. If not specified, then it shall be a discharge
with 1C current for a complete REESS and REESS subsystems.
Discharge limit (end voltage): Specified by the manufacturer.
For a complete vehicle, discharge procedure using a dynamometer shall be
defined by the manufacturer. Discharge termination will be according to
vehicle controls.
Rest period after discharge: minimum 15 min
Standard charge:
The charge procedure shall be defined by the manufacturer. If not specified,
then it shall be a charge with C/3 current. Charging is continued until
normally terminated. Charge termination shall be according to paragraph
6.2.1.2.2. for REESS or REESS subsystem.

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For a complete vehicle that can be charged by an external source, charge

procedure using an external electric power supply shall be defined by the
manufacturer. For a complete vehicle that can be charged by on-board energy
sources, a charge procedure using a dynamometer shall be defined by the
manufacturer. Charge termination will be according to vehicle controls.
6.2.1.2. Procedures for SOC adjustment.
6.2.1.2.1. The adjustment of SOC shall be conducted at an ambient temperature of 20 ±
10 °C for vehicle-based tests and 22 ± 5 °C for component-based tests.
6.2.1.2.2. The SOC of the Tested-Device shall be adjusted according to one of the
following procedures as applicable. Where different charging procedures are
possible, the REESS shall be charged using the procedure which yields the
highest SOC:
(a) For a vehicle with a REESS designed to be externally charged, the
REESS shall be charged to the highest SOC in accordance with the
procedure specified by the manufacturer for normal operation until the
charging process is normally terminated.
(b) For a vehicle with a REESS designed to be charged only by an energy
source on the vehicle, the REESS shall be charged to the highest SOC
which is achievable with normal operation of the vehicle. The
manufacturer shall advise on the vehicle operation mode to achieve
this SOC.
(c) In case that the REESS or REESS sub-system is used as the Tested-
Device, the Tested-Device shall be charged to the highest SOC in
accordance with the procedure specified by the manufacturer for
normal use operation until the charging process is normally
terminated. Procedures specified by the manufacturer for
manufacturing, service or maintenance may be considered as
appropriate if they achieve an equivalent SOC as for that under normal
operating conditions. In case the Tested-Device does not control SOC
by itself, the SOC shall be charged to not less than 95 per cent of the
maximum normal operating SOC defined by the manufacturer for the
specific configuration of the Tested-Device.
6.2.1.2.3. When the vehicle or REESS subsystem is tested, the SOC shall be no less
than 95 per cent of the SOC according to paragraphs 6.2.1.2.1. and 6.2.1.2.2.
for REESS designed to be externally charged and shall be no less than 90 per
cent of SOC according to paragraphs 6.2.1.2.1. and 6.2.1.2.2. for REESS
designed to be charged only by an energy source on the vehicle. The SOC
will be confirmed by a method provided by the manufacturer.
6.2.2. Vibration test.
6.2.2.1. Purpose.
The purpose of this test is to verify the safety performance of the REESS
under a vibration environment which the REESS will likely experience
during the normal operation of the vehicle.
6.2.2.2. Installations.
6.2.2.2.1. This test shall be conducted either with the complete REESS or with REESS
subsystem(s). If the manufacturer chooses to test with REESS subsystem(s),
the manufacturer shall demonstrate that the test result can reasonably

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represent the performance of the complete REESS with respect to its safety
performance under the same conditions. If the electronic management control
unit for the REESS is not integrated in the casing enclosing the cells, then the
electronic management unit may be omitted from installation on the Tested-
Device if so requested by the manufacturer.
6.2.2.2.2. The Tested-Device shall be firmly secured to the platform of the vibration
machine in such a manner as to ensure that the vibrations are directly
transmitted to the Tested-Device.
The Test-Device should be mounted with its original mounting points and
holders as mounted in the vehicle. The holders should be firmly secured to
the platform of the vibration machine in such a manner as to ensure that the
vibrations are directly transmitted to the holders of the Tested-Device.
6.2.2.3. Procedures.
6.2.2.3.1. General test conditions.
The following conditions shall apply to the Tested-Device:
(a) The test shall be conducted at an ambient temperature of 22 ± 5 °C;
(b) At the beginning of the test, the SOC shall be adjusted in accordance
with the paragraph 6.2.1.2.;
(c) At the beginning of the test, all protection devices which affect the
function(s) of the Tested-Device that are relevant to the outcome of
the test shall be operational.
6.2.2.3.2. Test procedures.
The Tested-Device shall be subjected to a vibration having a sinusoidal
waveform with a logarithmic sweep between 7 Hz and 50 Hz and back to 7
Hz traversed in 15 minutes. This cycle shall be repeated 12 times for a total
of 3 hours in the vertical direction of the mounting orientation of the REESS
as specified by the manufacturer.
The correlation between frequency and acceleration shall be as shown in
Table 2:
Table 2
Frequency and acceleration

Frequency Acceleration
(Hz) (m/s2)

7 - 18 10
18 - 30 gradually reduced from 10 to 2
30 - 50 2

At the request of the manufacturer, a higher acceleration level as well as a

higher maximum frequency may be used.
At the choice of the manufacturer, a vibration test profile determined by the
vehicle manufacturer verified for the vehicle application may be used as a
substitute for the frequency - acceleration correlation of Table 2. The REESS

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certified according to this condition shall be limited to the installation for a

specific vehicle type.
After the vibration profile, a standard cycle as described in paragraph 6.2.1.1.
shall be conducted, if not inhibited by the Tested-Device.
The test shall end with an observation period of 1 hour at the ambient
temperature conditions of the test environment.
6.2.3. Thermal shock and cycling test.
6.2.3.1. Purpose.
The purpose of this test is to verify the resistance of the REESS to sudden
changes in temperature. The REESS shall undergo a specified number of
temperature cycles, which start at ambient temperature followed by high and
low temperature cycling. It simulates a rapid environmental temperature
change which a REESS would likely experience during its life.
6.2.3.2. Installations.
This test shall be conducted either with the complete REESS or with REESS
subsystem(s). If the manufacturer chooses to test with REESS subsystem(s),
the manufacturer shall demonstrate that the test result can reasonably
represent the performance of the complete REESS with respect to its safety
performance under the same conditions. If the electronic management unit for
the REESS is not integrated in the casing enclosing the cells, then the
electronic management unit may be omitted from installation on the Tested-
Device if so requested by the manufacturer.
6.2.3.3. Procedures.
6.2.3.3.1. General test conditions.
The following conditions shall apply to the Tested-Device at the start of the
test:
(a) At the beginning of the test, the SOC shall be adjusted in accordance
with the paragraph 6.2.1.2.;
(b) All protection devices, which would affect the function of the Tested-
Device and which are relevant to the outcome of the test shall be
operational.
6.2.3.3.2. Test procedure.
The Tested-Device shall be stored for at least 6 hours at a test temperature
equal to 60 ± 2 °C or higher if requested by the manufacturer, followed by
storage for at least 6 hours at a test temperature equal to -40 ± 2 °C or lower
if requested by the manufacturer. The maximum time interval between test
temperature extremes shall be 30 minutes. This procedure shall be repeated
until a minimum of 5 total cycles are completed, after which the Tested-
Device shall be stored for 24 hours at an ambient temperature of 22 ± 5 °C.
After the storage for 24 hours, a standard cycle as described in paragraph
6.2.1.1. shall be conducted, if not inhibited by the Tested-Device.
The test shall end with an observation period of 1 hour at the ambient
temperature conditions of the test environment.

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6.2.4. Fire resistance test.

6.2.4.1. Purpose.
The purpose of this test is to verify the resistance of the REESS, against
exposure to fire from outside of the vehicle due to e.g. a fuel spill from a
vehicle (either the vehicle itself or a nearby vehicle). This situation should
leave the driver and passengers with enough time to evacuate.
6.2.4.2. Installations.
6.2.4.2.1 This test shall be conducted either with the complete REESS or with REESS
subsystem(s). If the manufacturer chooses to test with REESS subsystem(s),
the manufacturer shall demonstrate that the test result can reasonably
represent the performance of the complete REESS with respect to its safety
performance under the same conditions. If the electronic management unit for
the REESS is not integrated in the casing enclosing the cells, then the
electronic management unit may be omitted from installation on the Tested-
Device if so requested by the manufacturer. Where the relevant REESS
subsystems are distributed throughout the vehicle, the test may be conducted
on each relevant REESS subsystem.
6.2.4.3. Procedures.
6.2.4.3.1. General test conditions.
The following requirements and conditions shall apply to the test:
(a) The test shall be conducted at a temperature of at least 0 °C;
(b) At the beginning of the test, the SOC shall be adjusted according to
paragraph 6.2.1.2.;
(c) At the beginning of the test, all protection devices which affect the
function of the Tested-Device and are relevant for the outcome of the
test shall be operational.
6.2.4.3.2. Test procedure.
A vehicle based test or a component based test shall be performed at the
discretion of the manufacturer.
6.2.4.3.2.1. Vehicle based test (according to test procedure described in paragraph
6.2.4.3.3.).
The Tested-Device shall be mounted in a testing fixture simulating actual
mounting conditions as far as possible; no combustible material should be
used for this with the exception of material that is part of the REESS. The
method whereby the Tested-Device is fixed in the fixture shall correspond to
the relevant specifications for its installation in a vehicle. In the case of a
REESS designed for a specific vehicle use, vehicle parts which affect the
course of the fire in any way shall be taken into consideration.
6.2.4.3.2.2. Component based test (according to test procedure described in paragraph
6.2.4.3.3. (Gasoline pool fire) or paragraph 6.2.4.3.4. (LPG burner)).
In case of component based test, the manufacturer may choose either
Gasoline pool fire test or LPG burner test.

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6.2.4.3.3. Gasoline pool fire test set up for both vehicle-based and component-based
test.
The Tested-Device shall be placed on a grating table positioned above the
fire source, in an orientation according to the manufacturer's design intent.
The grating table shall be constructed by steel rods, diameter 6-10 mm, with
4-6 cm in between. If needed the steel rods could be supported by flat steel
parts.
The flame to which the Tested-Device is exposed shall be obtained by
burning commercial fuel for positive-ignition engines (hereafter called
"fuel") in a pan. The quantity of fuel shall be sufficient to permit the flame,
under free-burning conditions, to burn for the whole test procedure.
The fire shall cover the whole area of the pan during whole fire exposure.
The pan dimensions shall be chosen so as to ensure that the sides of the
Tested-Device are exposed to the flame. The pan shall therefore exceed the
horizontal projection of the Tested-Device by at least 20 cm, but not more
than 50 cm. The sidewalls of the pan shall not project more than 8 cm above
the level of the fuel at the start of the test.
6.2.4.3.3.1. The pan filled with fuel shall be placed under the Tested-Device in such a
way that the distance between the level of the fuel in the pan and the bottom
of the Tested-Device corresponds to the design height of the Tested-Device
above the road surface at the unladed mass if paragraph 6.2.4.3.2.1. is applied
or approximately 50 cm if paragraph 6.2.4.3.2.2. is applied. Either the pan,
or the testing fixture, or both, shall be freely movable.
6.2.4.3.3.2. During phase C of the test, the pan shall be covered by a screen. The screen
shall be placed 3 cm +/- 1 cm above the fuel level measured prior to the
ignition of the fuel. The screen shall be made of a refractory material, as
prescribed in Figure 13. There shall be no gap between the bricks and they
shall be supported over the fuel pan in such a manner that the holes in the
bricks are not obstructed. The length and width of the frame shall be 2 cm to
4 cm smaller than the interior dimensions of the pan so that a gap of 1 cm to
2 cm exists between the frame and the wall of the pan to allow ventilation.
Before the test the screen shall be at least at the ambient temperature. The
firebricks may be wetted in order to guarantee repeatable test conditions.
6.2.4.3.3.3. If the tests are carried out in the open air, sufficient wind protection shall be
provided and the wind velocity at pan level shall not exceed 2.5 km/h.
6.2.4.3.3.4. The test shall comprise three phases B-D, if the fuel is at a temperature of at
least 20 °C. Otherwise, the test shall comprise four phases A-D.
6.2.4.3.3.4.1. Phase A: Pre-heating (Figure 9).
The fuel in the pan shall be ignited at a distance of at least 3 m from the
Tested-Device. After 60 seconds pre-heating, the pan shall be placed under
the Tested-Device. If the size of the pan is too large to be moved without
risking liquid spills etc. then the Tested-Device and test rig can be moved
over the pan instead.

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Figure 9
Phase A: Pre-heating

Screen
Tested Device Fuel pan with
burning fuel
Testing fixture

3m

6.2.4.3.3.4.2. Phase B: Direct exposure to flame (Figure 10)

The Tested-Device shall be exposed to the flame from the freely burning fuel
for 70 seconds.
Figure 10
Phase B: Direct exposure to flame

Screen

Sheet-metal pan

6.2.4.3.3.4.3. Phase C: Indirect exposure to flame (Figure 11).

As soon as phase B has been completed, the screen shall be placed between
the burning pan and the Tested-Device. The Tested-Device shall be exposed
to this reduced flame for a further 60 seconds.
As a compliance alternative to conducting Phase C of the test, Phase B may,
at the choice of the manufacturer, be continued for an additional 60 seconds.
Figure 11
Phase C: Indirect exposure to flame

Screen
Sheet-metal pan

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6.2.4.3.3.4.4. Phase D: End of test (Figure 12).

The burning pan covered with the screen shall be moved back to the position
described in phase A. No extinguishing of the Tested-Device shall be done.
After removal of the pan, the Tested-Device shall be observed until such time
as the surface temperature of the Tested-Device has decreased to ambient
temperature or has been decreasing for a minimum of 3 hours.
Figure 12
Phase D: End of test

Screen
Sheet-metal pan

Figure 13
Dimension of Firebricks

DIA R
HOLES CUTOUTS
A

(Dimensions in mm) A Section A-A

Fire resistance (Seger-Kegel) SK 30

Al2O3 content 30 - 33 per cent
Open porosity (Po) 20 - 22 per cent vol.
Density 1,900 - 2,000 kg/m3
Effective holed area 44.18 per cent
6.2.4.3.4. LPG burner fire test set up for component based test.
6.2.4.3.4.1. The Tested-Device shall be placed on a test equipment, in the position that
the manufacturer's design intends.
6.2.4.3.4.2. LPG burner shall be used to produce flame to which the Tested-Device is
exposed. The height of the flame shall be about 60 cm or more, without the
Tested-Device.

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6.2.4.3.4.3. The flame temperature shall be measured continuously by temperature

sensors. An average temperature shall be calculated, at least every second for
the duration of the whole fire exposure, as the arithmetic average of
temperatures measured by all temperature sensors fulfilling the location
requirements described in paragraph 6.2.4.3.4.4.
6.2.4.3.4.4. All temperature sensors shall be installed at a height of 5 ± 1 cm below the
lowest point of the Tested-Device's external surface when oriented as
described in paragraph 6.2.4.3.4.1. At least one temperature sensor shall be
located at the centre of Tested-Device, and at least four temperature sensors
shall be located within 10 cm from the edge of the Tested-Device towards its
centre with nearly equal distance between the sensors.
6.2.4.3.4.5. The bottom of Tested-Device shall be exposed to the even flame directly and
entirely by fuel combustion. LPG burner flame shall exceed the horizontal
projection of the Tested-Device by at least 20 cm.
6.2.4.3.4.6. The Tested-Device shall be exposed to flame for 2 minutes after the averaged
temperature reaches 800 °C within 30 seconds. The averaged temperature
shall be maintained at 800-1,100 °C for 2 minutes.
6.2.4.3.4.7. After direct exposure to flame the Tested-Device shall be observed until such
time as the surface temperature of the Tested-Device has decreased to
ambient temperature or has been decreasing for a minimum of 3 hours.
6.2.5. External short circuit protection.
6.2.5.1. Purpose.
The purpose of this test is to verify the performance of the short circuit
protection to prevent the REESS from any further related severe events
caused by short circuit current.
6.2.5.2. Installations.
This test shall be conducted either with a complete vehicle or with the
complete REESS or with the REESS subsystem(s). If the manufacturer
chooses to test with REESS subsystem(s), the Tested-Device shall be able to
deliver the nominal voltage of the complete REESS and the manufacturer
shall demonstrate that the test result can reasonably represent the
performance of the complete REESS with respect to its safety performance
under the same conditions. If the electronic management unit for the REESS
is not integrated in the casing enclosing the cells, then the electronic
management unit may be omitted from installation on the Tested-Device at
the request of the manufacturer.
For a test with a complete vehicle, the manufacturer may provide information
to connect a breakout harness to a location just outside the REESS that would
permit applying a short circuit to the REESS.
6.2.5.3. Procedures.
6.2.5.3.1. General test conditions.
The following condition shall apply to the test:
(a) The test shall be conducted at an ambient temperature of 20 ± 10 °C or
at a higher temperature if requested by the manufacturer;
(b) At the beginning of the test, the SOC shall be adjusted according to
paragraph 6.2.1.2.;

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(c) For testing with a complete REESS or REESS subsystem(s), at the

beginning of the test, all protection devices which would affect the
function of the Tested-Device and which are relevant to the outcome
of the test shall be operational;
(d) For testing with a complete vehicle, a breakout harness is connected to
the manufacturer specified location and vehicle protections systems
relevant to the outcome of the test shall be operational.
6.2.5.3.2. Short circuit.
At the start of the test all, relevant main contactors for charging and
discharging shall be closed to represent the active driving possible mode as
well as the mode to enable external charging. If this cannot be completed in a
single test, then two or more tests shall be conducted.
For testing with a complete REESS or REESS subsystem(s), the positive and
negative terminals of the Tested-Device shall be connected to each other to
produce a short circuit. The connection used for creating the short circuit
(including the cabling) shall have a resistance not exceeding 5 mΩ.
For testing with a complete vehicle, the short circuit is applied through the
breakout harness. The connection used for creating the short circuit
(including the cabling) shall have a resistance not exceeding 5 mΩ.
The short circuit condition shall be continued until the protection function
operation of the REESS terminates the short circuit current, or for at least 1
hr after the temperature measured on the casing of the Tested-Device or the
REESS has stabilized, such that the temperature gradient varies by less than
4 °C through 2 hours.
6.2.5.3.3. Standard Cycle and observation period.
Directly after the termination of the short circuit a standard cycle as described
in paragraph 6.2.1.1. shall be conducted, if not inhibited by the Tested-
Device.
The test shall end with an observation period of 1 h at the ambient
temperature conditions of the test environment.
6.2.6. Overcharge protection test.
6.2.6.1. Purpose.
The purpose of this test is to verify the performance of the overcharge
protection to prevent the REESS from any further related severe events
caused by a too high SOC.
6.2.6.2. Installations.
This test shall be conducted, under standard operating conditions, either with
a complete vehicle or with the complete REESS. Ancillary systems that do
not influence the test results may be omitted from the Tested-Device.
The test may be performed with a modified Tested-Device provided these
modifications shall not influence the test results.
6.2.6.3. Procedures.
6.2.6.3.1. General test conditions.
The following requirements and conditions shall apply to the test:

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(a) The test shall be conducted at an ambient temperature of 20 ± 10 °C or

at a higher temperature if requested by the manufacturer;
(b) The SOC of REESS shall be adjusted around the middle of normal
operating range by normal operation recommended by the
manufacturer such as driving the vehicle or using an external charger.
The accurate adjustment is not required as long as the normal
operation of the REESS is enabled;
(c) For vehicle-based test of vehicles with on-board energy conversion
systems (e.g. internal combustion engine, fuel cell, etc.), fill the fuel to
allow the operation of such energy conversion systems;
(d) At the beginning of the test, all protection devices which would affect
the function of the Tested-Device and which are relevant to the
outcome of the test shall be operational. All relevant main contactors
for charging shall be closed.
6.2.6.3.2. Charging.
The procedure for charging the REESS for vehicle-based test shall be in
accordance with paragraphs 6.2.6.3.2.1. and 6.2.6.3.2.2. and shall be selected
as appropriate for the relevant mode of vehicle operation and the
functionality of the protection system. Alternatively, the procedure for
charging the REESS for vehicle-based test shall be in accordance with
paragraph 6.2.6.3.2.3. For component-based test, the charging procedure
shall be in accordance with paragraph 6.2.6.3.2.4.
6.2.6.3.2.1. Charge by vehicle operation.
This procedure is applicable to the vehicle-based tests in active driving
possible mode:
(a) For vehicles that can be charged by on-board energy sources (e.g.
energy recuperation, on-board energy conversion systems), the vehicle
shall be driven on a chassis dynamometer. The vehicle operation on a
chassis dynamometer (e.g. simulation of continuous down-hill
driving) that will deliver as high charging current as reasonably
achievable shall be determined, if necessary, through consultation
with the manufacturer.
(b) The REESS shall be charged by the vehicle operation on a chassis
dynamometer in accordance with paragraph 6.2.6.3.2.1.(a). The
vehicle operation on the chassis dynamometer shall be terminated
when the vehicle's overcharge protection controls terminates the
REESS charge current or the temperature of the REESS is stabilized
such that the temperature varies by a gradient of less than 2 °C
through 1 hour. Where an automatic interrupt function vehicle's
overcharge protection control fails to operate, or if there is no such
control function, the charging shall be continued until the REESS
temperature reaches 10 °C above its maximum operating temperature
specified by the manufacturer.
(c) Immediately after the termination of charging, one standard cycle as
described in paragraph 6.2.1.1. shall be conducted, if it is not
prohibited by the vehicle, with vehicle operation on a chassis
dynamometer.

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6.2.6.3.2.2. Charge by external electricity supply (vehicle-based test).

This procedure is applicable to vehicle-based test for externally chargeable
vehicles:
(a) The vehicle inlet for normal use, if it exists, shall be used for
connecting the external electricity supply equipment. The charge
control communication of the external electricity supply equipment
shall be altered or disabled to allow the charging specified in
paragraph 6.2.6.3.2.2.(b) below;
(b) The REESS shall be charged by the external electricity supply
equipment with the maximum charge current specified by the
manufacturer. The charging shall be terminated when the vehicle's
overcharge protection control terminates the REESS charge current.
Where vehicle's overcharge protection control fails to operate, or if
there is no such control, the charging shall be continued until the
REESS temperature reaches 10 °C above its maximum operating
temperature specified by the manufacturer. In the case where charge
current is not terminated and where the REESS temperature remains
less than 10 °C above the maximum operating temperature, vehicle
operation shall be terminated 12 hours after the start of charging by
external electricity supply equipment;
(c) Immediately after the termination of charging, one standard cycle as
described in paragraph 6.2.1.1. shall be conducted, if it is not
prohibited by the vehicle, with vehicle operation on a chassis
dynamometer for discharging and with external electricity supply
equipment for charging.
6.2.6.3.2.3. Charge by connecting breakout harness (vehicle-based test).
This procedure is applicable to vehicle-based tests for both externally
chargeable vehicles and vehicles that can be charged only by on-board energy
sources and for which the manufacturer provides information to connect a
breakout harness to a location just outside the REESS that permits charging
of the REESS:
(a) The breakout harness is connected to the vehicle as specified by the
manufacturer. The trip current/voltage setting of the external charge-
discharge equipment shall be at least 10 per cent higher than the
current/voltage limit of the Tested-Device. The external electricity
supply equipment is connected to the breakout harness. The REESS
shall be charged by the external electricity power supply with the
maximum charge current specified by the manufacturer;
(b) The charging shall be terminated when the vehicle's overcharge
protection control terminates the REESS charge current. Where
vehicle's overcharge protection control fails to operate, or if there is no
such control, the charging shall be continued until the REESS
temperature is 10 °C above its maximum operating temperature
specified by the manufacturer. In the case where charge current is not
terminated and where the REESS temperature remains less than 10 °C
above the maximum operating temperature, vehicle operation shall be
terminated 12 hours after the start of charging by external electricity
supply equipment;

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(c) Immediately after the termination of charging, one standard cycle as

described in paragraph 6.2.1.1. (for a complete vehicle) shall be
conducted, if it is not prohibited by the vehicle.
6.2.6.3.2.4. Charge by external electricity supply (component-based test).
This procedure is applicable to component-based test:
(a) The external charge/discharge equipment shall be connected to the
main terminals of the REESS. The charge control limits of the test
equipment shall be disabled;
(b) The REESS shall be charged by the external charge/discharge
equipment with the maximum charge current specified by the
manufacturer. The charging shall be terminated when the REESS
overcharge protection control terminates the REESS charge current.
Where overcharge protection control of the REESS fails to operate, or
if there is no such control, the charging shall be continued until the
REESS temperature reaches 10 °C above its maximum operating
temperature specified by the manufacturer. In the case where charge
current is not terminated and where the REESS temperature remains
less than 10 °C above the maximum operating temperature, vehicle
operation shall be terminated 12 hours after the start of charging by
external electricity supply equipment;
(c) Immediately after the termination of charging, one standard cycle as
described in paragraph 6.2.1.1. shall be conducted, if it is not
prohibited by the REESS, with external charge-discharge equipment.
6.2.6.4. The test shall end with an observation period of 1 hour at the ambient
temperature conditions of the test environment.
6.2.7. Over-discharge protection test.
6.2.7.1. Purpose.
The purpose of this test is to verify the performance of the over-discharge
protection to prevent the REESS from any severe events caused by a too low
SOC.
6.2.7.2. Installations.
This test shall be conducted, under standard operating conditions, either with
a complete vehicle or with the complete REESS. Ancillary systems that do
not influence the test results may be omitted from the Tested-Device.
The test may be performed with a modified Tested-Device provided these
modifications shall not influence the test results.
6.2.7.3. Procedures.
6.2.7.3.1. General test conditions.
The following requirements and condition shall apply to the test:
(a) The test shall be conducted at an ambient temperature of 20 ± 10 °C or
at a higher temperature if requested by the manufacturer;
(b) The SOC of REESS shall be adjusted at the low level, but within
normal operating range, by normal operation recommended by the
manufacturer, such as driving the vehicle or using an external charger.

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Accurate adjustment is not required as long as the normal operation of

the REESS is enabled;
(c) For vehicle-based test of vehicles with on-board energy conversion
systems (e.g. internal combustion engine, fuel cell, etc.), adjust the
fuel level to nearly empty but enough so that the vehicle can enter into
active driving possible mode;
(d) At the beginning of the test, all protection devices which would affect
the function of the Tested-Device and which are relevant for the
outcome of the test shall be operational.
6.2.7.3.2. Discharging.
The procedure for discharging the REESS for vehicle-based test shall be in
accordance with paragraphs 6.2.7.3.2.1. and 6.2.7.3.2.2. Alternatively, the
procedure for discharging the REESS for vehicle-based test shall be in
accordance with paragraph 6.2.7.3.2.3. For component-based test, the
discharging procedure shall be in accordance with paragraph 6.2.7.3.2.4.
6.2.7.3.2.1. Discharge by vehicle driving operation.
This procedure is applicable to the vehicle-based tests in active driving
possible mode:
(a) The vehicle shall be driven on a chassis dynamometer. The vehicle
operation on a chassis dynamometer (e.g. simulation of continuous
driving at steady speed) that will deliver as constant discharging
power as reasonably achievable shall be determined, if necessary,
through consultation with the manufacturer;
(b) The REESS shall be discharged by the vehicle operation on a chassis
dynamometer in accordance with paragraph 6.2.7.3.2.1.(a). The
vehicle operation on the chassis dynamometer shall be terminated
when the vehicle's over-discharge protection control terminates
REESS discharge current or the temperature of the REESS is
stabilized such that the temperature varies by a gradient of less than
4°C through 2 hours. Where an over-discharge protection control fails
to operate, or if there is no such control, then the discharging shall be
continued until the REESS is discharged to 25 per cent of its nominal
voltage level;
(c) Immediately after the termination of discharging, one standard charge
followed by a standard discharge as described in paragraph 6.2.1.1.
shall be conducted if it is not prohibited by the vehicle.
6.2.7.3.2.2. Discharge by auxiliary electrical equipment (vehicle-based test).
This procedure is applicable to the vehicle-based tests in stationary condition:
(a) The vehicle shall be switched in to a stationary operation mode that
allow consumption of electrical energy from REESS by auxiliary
electrical equipment. Such an operation mode shall be determined, if
necessary, through consultation with the manufacturer. Equipments
(e.g. wheel chocks) that prevent the vehicle movement may be used as
appropriate to ensure the safety during the test;
(b) The REESS shall be discharged by the operation of electrical
equipment, air-conditioning, heating, lighting, audio-visual
equipment, etc., that can be switched on under the conditions given in

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paragraph 6.2.7.3.2.2.(a). The operation shall be terminated when the

vehicle's over-discharge protection control terminates REESS
discharge current or the temperature of the REESS is stabilised such
that the temperature varies by a gradient of less than 4 °C through 2 h.
Where an over-discharge protection control fails to operate, or if there
is no such control, then the discharging shall be continued until the
REESS is discharged to 25 per cent of its nominal voltage level;
(c) Immediately after the termination of discharging, one standard charge
followed by a standard discharge as described in paragraph 6.2.1.1.
shall be conducted if it is not prohibited by the vehicle.
6.2.7.3.2.3. Discharge of REESS using discharge resistor (vehicle-based test).
This procedure is applicable to vehicles for which the manufacturer provides
information to connect a breakout harness to a location just outside the
REESS that permits discharging the REESS:
(a) Connect the breakout harness to the vehicle as specified by the
manufacturer. Place the vehicle in active driving possible mode;
(b) A discharge resistor is connected to the breakout harness and the
REESS shall be discharged at a discharge rate under normal operating
conditions in accordance with manufacturer provided information. A
resistor with discharge power of 1 kW may be used;
(c) The test shall be terminated when the vehicle's over-discharge
protection control terminates REESS discharge current or the
temperature of the REESS is stabilized such that the temperature
varies by a gradient of less than 4 °C through 2 hours. Where an
automatic discharge interrupt function fails to operate, or if there is no
such function, then the discharging shall be continued until the
REESS is discharged to 25 per cent of its nominal voltage level;
(d) Immediately after the termination of discharging, one standard charge
followed by a standard discharge as described in paragraph 6.2.1.1.
shall be conducted if it is not prohibited by the vehicle.
6.2.7.3.2.4. Discharge by external equipment (component-based test).
This procedure is applicable to component-based test:
(a) All relevant main contactors shall be closed. The external charge-
discharge shall be connected to the main terminals of the Tested-
Device;
(b) A discharge shall be performed with a stable current within the normal
operating range as specified by the manufacturer;
(c) The discharging shall be continued until the Tested-Device
(automatically) terminates REESS discharge current or the
temperature of the Tested-Device is stabilised such that the
temperature varies by a gradient of less than 4 °C through 2 hours.
Where an automatic interrupt function fails to operate, or if there is no
such function, then the discharging shall be continued until the Tested-
Device is discharged to 25 per cent of its nominal voltage level;
(d) Immediately after the termination of the discharging, one standard
charge followed by a standard discharge as described in paragraph
6.2.1.1. shall be conducted if not inhibited by the Tested-Device.

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6.2.7.4. The test shall end with an observation period of 1 hour at the ambient
temperature conditions of the test environment.
6.2.8. Over-temperature protection test.
6.2.8.1. Purpose.
The purpose of this test is to verify the performance of the protection
measures of the REESS against internal overheating during operation. In the
case that no specific protection measures are necessary to prevent the REESS
from reaching an unsafe state due to internal over-temperature, this safe
operation must be demonstrated.
6.2.8.2. The test may be conducted with a complete REESS according to paragraphs
6.2.8.3. and 6.2.8.4. or with a complete vehicle according to paragraphs
6.2.8.5. and 6.2.8.6.
6.2.8.3. Installation for test conducted using a complete REESS.
6.2.8.3.1. Ancillary systems that do not influence to the test results may be omitted
from the Tested-Device. The test may be performed with a modified Tested-
Device provided these modifications shall not influence the test results.
6.2.8.3.2. Where a REESS is fitted with a cooling function and where the REESS will
remain functional in delivering its normal power without a cooling function
system being operational, the cooling system shall be deactivated for the test.
6.2.8.3.3. The temperature of the Tested-Device shall be continuously measured inside
the casing in the proximity of the cells during the test in order to monitor the
changes of the temperature. The on-board sensors, if existing, may be used
with compatible tools to read the signal.
6.2.8.3.4. The REESS shall be placed in a convective oven or climatic chamber. If
necessary, for conduction the test, the REESS shall be connected to the rest
of vehicle control system with extended cables. An external charge/discharge
equipment may be connected under supervision by the vehicle manufacturer.
6.2.8.4. Test procedures for test conducted using a complete REESS.
6.2.8.4.1. At the beginning of the test, all protection devices which affect the function
of the Tested-Device and are relevant to the outcome of the test shall be
operational, except for any system deactivation implemented in accordance
with paragraph 6.2.8.3.2.
6.2.8.4.2. The Tested-Device shall be continuously charged and discharged by the
external charge/discharge equipment with a current that will increase the
temperature of cells as rapidly as possible within the range of normal
operation as defined by the manufacturer until the end of the test.
Alternatively, the charge and discharge may be conducted by vehicle driving
operations on chassis dynamometer where the driving operation shall be
determined through consultation with the manufacturer to achieve the
conditions above.
6.2.8.4.3. The temperature of the chamber or oven shall be gradually increased, from 20
± 10 °C or at higher temperature if requested by the manufacturer, until it
reaches the temperature determined in accordance with paragraph 6.2.8.4.3.1.
or paragraph 6.2.8.4.3.2. below as applicable, and then maintained at a
temperature that is equal to or higher than this, until the end of the test.

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6.2.8.4.3.1. Where the REESS is equipped with protective measures against internal
overheating, the temperature shall be increased to the temperature defined by
the manufacturer as being the operational temperature threshold for such
protective measures, to insure that the temperature of the Tested-Device will
increase as specified in paragraph 6.2.8.4.2.
6.2.8.4.3.2. Where the REESS is not equipped with any specific measures against
internal over-heating the temperature shall be increased to the maximum
operational temperature specified by the manufacturer.
6.2.8.4.4. The test will end when one of the followings is observed:
(a) The Tested-Device inhibits and/or limits the charge and/or discharge
to prevent the temperature increase;
(b) The temperature of the Tested-Device is stabilised such that the
temperature varies by a gradient of less than 4 °C through 2 hours;
(c) Any failure of the acceptance criteria prescribed in paragraph 5.4.8.
6.2.8.5. Installation for test conducted using a complete vehicle.
6.2.8.5.1. Based on information from the manufacturer, for an REESS fitted with a
cooling function the cooling system shall be disabled or in a state of
significantly reduced operation (for an REESS that will not operate if the
cooling system is disabled) for the test.
6.2.8.5.2. The temperature of the REESS shall be continuously measured inside the
casing in the proximity of the cells during the test in order to monitor the
changes of the temperature using on-board sensors and compatible tools
according to manufacturer provided information to read the signals.
6.2.8.5.3. For vehicles with on-board energy conversion systems, adjust the fuel level
to nearly empty but so that the vehicle can enter into active driving possible
mode.
6.2.8.5.4. The vehicle shall be placed in in a climate control chamber set to a
temperature between 40 °C to 45 °C for at least 6 hours.
6.2.8.6. Test procedures for test conducted using a complete vehicle.
6.2.8.6.1. The vehicle shall be continuously charged and discharged in a manner that
will increases the temperature of REESS cells as rapidly as possible within
the range of normal operation as defined by the manufacturer until the end of
the test.
The charge and discharge will be conducted by vehicle driving operations on
chassis dynamometer where the driving operation shall be determined
through consultation with the manufacturer to achieve the conditions above.
For a vehicle that can be charged by an external power supply, the charging
may be conducted using an external power supply if more rapid temperature
increase is expected.
6.2.8.6.2. The test will end when one of the followings is observed:
(a) The vehicle terminates the charge and/or discharge;
(b) The temperature of the REESS is stabilised such that the temperature
varies by a gradient of less than 4 °C through 2 hours;
(c) Any failure of the acceptance criteria prescribed in paragraph 5.4.8.;

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(d) 3 hours elapse from the time of starting the charge/discharge cycles in
paragraph 6.2.8.6.1.
6.2.9. Overcurrent protection test.
6.2.9.1. Purpose.
The purpose of this test is to verify the performance of the overcurrent
protection during DC external charging to prevent the REESS from any
severe events caused by excessive levels of charge current as specified by the
manufacturer.
6.2.9.2. Test conditions:
(a) The test shall be conducted at an ambient temperature of 20 ± 10 °C;
(b) The SOC of REESS shall be adjusted around the middle of normal
operating range by normal operation recommended by the
manufacturer such as driving the vehicle or using an external charger.
The accurate adjustment is not required as long as the normal
operation of the REESS is enabled;
(c) The overcurrent level (assuming failure of external DC electricity
supply equipment) and maximum voltage (within normal range) that
can be applied shall be determined, if necessary, through consultation
with the manufacturer.
6.2.9.3. The overcurrent test shall be conducted in accordance with paragraph 6.2.9.4.
or paragraph 6.2.9.5., as applicable and in accordance with manufacturer
information.
6.2.9.4. Overcurrent during charging by external electricity supply.
This test procedure is applicable to vehicle-based test for vehicles that have
the capability of charging by DC external electricity supply:
(a) The DC charging vehicle inlet shall be used for connecting the
external DC electricity supply equipment. The charge control
communication of the external electricity supply equipment is altered
or disabled to allow the overcurrent level determined through
consultation with the manufacturer;
(b) Charging of the REESS by the external DC electricity supply
equipment shall be initiated to achieve the highest normal charge
current specified by the manufacturer. The charge current is then
increased over 5 s from the highest normal charge current to the
overcurrent level determined in accordance with paragraph 6.2.9.2.(c)
above. Charging is then continued at this overcurrent level;
(c) The charging shall be terminated when the functionality of the
vehicle's overcurrent protection terminates the REESS charge current
or the temperature of the REESS is stabilised such that the
temperature varies by a gradient of less than 4 °C through 2 hours;
(d) Immediately after the termination of charging, one standard cycle as
described in paragraph 6.2.1.1. shall be conducted, if it is not
prohibited by the vehicle.

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6.2.9.5. Overcurrent during charging using breakout harness.

This test procedure is applicable to vehicles that have the capability of
charging by DC external electricity supply and for which the manufacturer
provides information to connect a breakout harness to a location just outside
the REESS that permits charging of the REESS:
(a) The breakout harness is connected to the vehicle as specified by the
manufacturer;
(b) The external electricity supply equipment along with the overcurrent
supply is connected to the breakout harness and charging of the
REESS is initiated to achieve the highest normal charge current
specified by the manufacturer;
(c) The charge current is then increased over 5 seconds from the highest
normal charge current to the overcurrent level determined in
accordance with paragraph 6.2.9.2.(c) above. Charging is then
continued at this overcurrent level;
(d) The charging shall be terminated when the functionality of the
vehicle's overcurrent protection terminates charging or the
temperature of the Tested-Device is stabilised such that the
temperature varies by a gradient of less than 4 °C through 2 hours;
(e) Immediately after the termination of charging, one standard cycle as
described in paragraph 6.2.1.1. shall be conducted, if it is not
prohibited by the vehicle.
6.2.9.6. The test shall end with an observation period of 1 hour at the ambient
temperature conditions of the test environment.
6.2.10. Mechanical shock test.
6.2.10.1. Purpose.
The purpose of this test is to verify the safety performance of the REESS
under inertial loads which may occur during a vehicle crash.
6.2.10.2. Installations.
6.2.10.2.1. This test shall be conducted either with the complete REESS or with REESS
subsystem(s). If the manufacturer chooses to test with REESS subsystem(s),
the manufacturer shall demonstrate that the test result can reasonably
represent the performance of the complete REESS with respect to its safety
performance under the same conditions. If the electronic management unit for
the REESS is not integrated in the casing enclosing the cells, then the
electronic management unit may be omitted from installation on the Tested-
Device if so requested by the manufacturer.
6.2.10.2.2. The Tested-Device shall be connected to the test fixture only by the intended
mountings provided for the purpose of attaching the REESS or REESS
subsystem to the vehicle.
6.2.10.3. Procedures.
6.2.10.3.1. General test conditions and requirements.
The following condition shall apply to the test:
(a) the test shall be conducted at an ambient temperature of 20 ± 10 °C;

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(b) at the beginning of the test, the SOC shall be adjusted in accordance
with the paragraph 6.2.1.2.;
(c) at the beginning of the test, all protection devices which affect the
function of the Tested-Device and which are relevant to the outcome
of the test, shall be operational.
6.2.10.3.2. Test procedure.
The Tested-Device shall be decelerated or accelerated in compliance with the
acceleration corridors which are specified in Figure 14 and Tables 3 or 4. The
manufacturer shall decide whether the tests shall be conducted in either the
positive or negative direction or both.
For each of the test pulses specified, a separate Tested-Device may be used.
The test pulse shall be within the minimum and maximum value as specified
in Tables 3 or 4. A higher shock level and /or longer duration as described in
the maximum value in Tables 3 or 4 can be applied to the Tested-Device if
recommended by the manufacturer.
The test shall end with an observation period of 1 h at the ambient
temperature conditions of the test environment.
Figure 14
Generic description of test pulses

Maximum curve
Acceleration

Minimum curve

F G

B C

A D H
Time

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Table 3
Values for category 1-1 vehicles and category 2 vehicles with GVM≤3.5t

Acceleration (g)

Point Time (ms) Longitudinal Transverse

A 20 0 0
B 50 20 8
C 65 20 8
D 100 0 0
E 0 10 4.5
F 50 28 15
G 80 28 15
H 120 0 0

Table 4
Values for category 1-2 vehicles and category 2 vehicles with GVM>3.5t

Acceleration (g)

Point Time (ms) Longitudinal Transverse

A 20 0 0
B 50 10 5
C 65 10 5
D 100 0 0
E 0 5 2.5
F 50 17 10
G 80 17 10
H 120 0 0

6.2.11. Mechanical integrity test.

6.2.11.1. Purpose.
The purpose of this test is to verify the safety performance of the REESS
under contact loads which may occur during vehicle crash situation.
6.2.11.2. Installations.
6.2.11.2.1. This test shall be conducted with either the complete REESS or with REESS
subsystem(s). If the manufacturer chooses to test with REESS subsystem(s),
the manufacturer shall demonstrate that the test result can reasonably
represent the performance of the complete REESS with respect to its safety
performance under the same conditions. If the electronic management unit for
the REESS is not integrated to the casing enclosing the cells, then the
electronic management unit may be omitted from installation on the Tested-
Device if so requested by the manufacturer.
6.2.11.2.2. The Tested-Device shall be connected to the test fixture as recommended by
the manufacturer.
6.2.11.3. Procedures.
6.2.11.3.1. General test conditions.

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The following condition and requirements shall apply to the test:

(a) The test shall be conducted at an ambient temperature of 20 ± 10 °C;
(b) At the beginning of the test, the SOC shall be adjusted in accordance
with the paragraph 6.2.1.2.;
(c) At the beginning of the test, all internal and external protection
devices which would affect the function of the Tested-Device and
which are relevant to the outcome of the test shall be operational;
(d) Vehicle body structure, electrical protection barriers, enclosures, or
other mechanical protection functional devices against contact force
regardless outside or inside of the REESS may be attached to the
Tested-Device if so requested by the manufacturer. The manufacturer
shall define the relevant parts used for the mechanical protection of
the REESS. The test may be conducted with the REESS mounted to
this vehicle structure in a way which is representative of its mounting
in the vehicle.
6.2.11.3.2 Crush test.
6.2.11.3.2.1. Crush force.
The Tested-Device shall be crushed between a resistance and a crush plate as
described in Figure 15 with a force of at least 100 kN but not exceeding 105
kN unless otherwise specified in accordance with paragraph 5.5.2.1., with an
onset time less than 3 minutes and a hold time of at least 100 ms but not
exceeding 10 s.
A higher crush force, a longer onset time, a longer hold time, or a
combination of these, may be applied at the request of the manufacturer.
The application of the force shall be decided by the manufacturer having
consideration to the direction of travel of the REESS relative to its
installation in the vehicle. The application force being applied horizontally
and perpendicular to the direction of travel of the REESS.
The test shall end with an observation period of 1 h at the ambient
temperature conditions of the test environment.
Figure 15
Dimension of the crush plate

Dimension of the crush plate:

Radius 75 mm
600 mm x 600 mm or smaller

Spacing 30 mm

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7. Heavy duty vehicles – Performance requirements

7.1. Requirements of a vehicle with regard to its electrical safety - in-use.

7.1.1. Protection against electric shock.
These electrical safety requirements apply to high voltage buses under
conditions where they are not connected to the external electric power
supply.
7.1.1.1. Protection against direct contact.
High voltage live parts shall comply with paragraphs 7.1.1.1.1. and 7.1.1.1.2.
for protection against direct contact. Conductive connection devices not
energized except during charging of the REESS are exempted from this
requirement if located on the roof of the vehicle out of reach for a person
standing outside of the vehicle. For Category 1-2 vehicles, the minimum
wrap around distance from the instep of the vehicle to the roof mounted
charging devices is 3.00 m. In case of multiple steps due to elevated floor
inside the vehicle, the wrap around distance is measured from the bottom
most step at entry, as illustrated in Figure 16.
Electrical protection barriers, enclosures, solid insulators and connectors shall
not be opened, disassembled or removed e.g. without the use of tools, an
operator controlled activation/deactivation device, or equivalent.
However, connectors (including the vehicle inlet) are allowed to be separated
without the use of tools, if they meet one or more of the following
requirements:
(a) They comply with paragraphs 7.1.1.1.1. and 7.1.1.1.2. when
separated; or
(b) They are provided with a locking mechanism (at least two distinct
actions are needed to separate the connector from its mating
component). Additionally, other components, not being part of the
connector, shall be removable only with the use of tools, an operator
controlled activation/deactivation device or equivalent, in order to be
able to separate the connector; or
(c) The voltage of the live parts becomes equal or below 60V DC or equal
or below 30V AC (rms) within 1s after the connector is separated.
Figure 16
Schematics of how to measure wrap-around distance

3.0 m

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7.1.1.1.1. For high voltage live parts inside the passenger compartment or luggage
compartment, the protection degree IPXXD shall be provided.
7.1.1.1.2. For high voltage live parts in areas other than the passenger compartment or
luggage compartment, the protection degree IPXXB shall be provided.
7.1.1.1.3. Service disconnect.
For a high voltage service disconnect which can be opened, disassembled or
removed without the use of tools or an operator controlled
activation/deactivation device, or equivalent, protection IPXXB degree shall
be satisfied when it is opened, disassembled or removed as intended by the
system design.
7.1.1.1.4. Marking.
7.1.1.1.4.1. The symbol shown in Figure 17 shall be present on or near the REESS
having high voltage capability. The symbol background shall be yellow, the
bordering and the arrow shall be black.
This requirement shall also apply to a REESS which is part of a galvanically
connected electrical circuit where the specific voltage condition is not
fulfilled, independent of the maximum voltage of the REESS.
Figure 17
Marking of high voltage equipment

7.1.1.1.4.2. The symbol shall be visible on enclosures and electrical protection barriers,
which, when removed, expose live parts of high voltage circuits. This
provision is optional to any connectors for high voltage buses. This provision
shall not apply to the cases:
(a) Where electrical protection barriers or enclosures cannot be physically
accessed, opened, or removed; unless other vehicle components are
removed with the use of tools, using an operator controlled
activation/deactivation device, or equivalent, or
(b) Where electrical protection barriers or enclosures are located
underneath the vehicle floor.
7.1.1.1.4.3. Cables for high voltage buses which are not located within enclosures shall
be identified by having an outer covering with the colour orange.
7.1.1.2. Protection against indirect contact.
7.1.1.2.1. For protection against electric shock which could arise from indirect contact,
the exposed conductive parts, such as the conductive electrical protection
barrier and enclosure, shall be conductively connected and secured to the
electrical chassis with electrical wire or ground cable, by welding, or by
connection using bolts, etc. so that no dangerous potentials are produced.
7.1.1.2.2. The resistance between all exposed conductive parts and the electrical chassis
shall be lower than 0.1 Ω when there is current flow of at least 0.2 A.

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The resistance between any two simultaneously reachable exposed

conductive parts of the electrical protection barriers that are less than 2.5 m
from each other shall not exceed 0.2 Ω. This resistance may be calculated
using the separately measured resistances of the relevant parts of electric
path.
This requirement is satisfied if the connection has been established by
welding. In case of doubts or the connection is established by other means
than welding, a measurement shall be made by using one of the test
procedures described in paragraph 8.1.4.
7.1.1.2.3. In the case of motor vehicles which are intended to be connected to the
grounded external electric power supply through the conductive connection, a
device to enable the conductive connection of the electrical chassis to the
earth ground for the external electric power supply shall be provided.
The device shall enable connection to the earth ground before exterior
voltage is applied to the vehicle and retain the connection until after the
exterior voltage is removed from the vehicle.
Compliance to this requirement may be demonstrated either by using the
connector specified by the car manufacturer, by visual inspection or
drawings.
The above requirements are only applicable for vehicles when charging from
a fixed, dedicated charging point, with a harness of a maximum length,
through a vehicle connector containing a plug and an inlet.
7.1.1.2.4. Isolation resistance.
This paragraph shall not apply to electrical circuits that are galvanically
connected to each other, where the DC part of these circuits is connected to
the electrical chassis and the specific voltage condition is fulfilled.
7.1.1.2.4.1. Electric power train consisting of separate DC or AC buses.
If AC high voltage buses and DC high voltage buses are conductively
isolated from each other, isolation resistance between the high voltage bus
and the electrical chassis shall have a minimum value of 100 Ω/V of the
working voltage for DC buses, and a minimum value of 500 Ω/V of the
working voltage for AC buses.
The measurement shall be conducted according to paragraph 8.1.1.
7.1.1.2.4.2. Electric power train consisting of combined DC- and AC-buses.
If AC high voltage buses and DC high voltage buses are conductively
connected, isolation resistance between the high voltage bus and the electrical
chassis shall have a minimum value of 500 Ω/V of the working voltage.
However, if all AC high voltage buses are protected by one of the two
following measures, isolation resistance between the high voltage bus and the
electrical chassis shall have a minimum value of 100 Ω/V of the working
voltage:
(a) At least two or more layers of solid insulators, electrical protection
barriers or enclosures that meet the requirement in paragraph 7.1.1.1.
independently, for example wiring harness, or

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(b) Mechanically robust protections that have sufficient durability over

vehicle service life such as motor housings, electronic converter cases
or connectors.
The isolation resistance between the high voltage bus and the electrical
chassis may be demonstrated by calculation, measurement or a combination
of both.
The measurement shall be conducted according to paragraph 8.1.1.
7.1.1.2.4.3. Fuel cell vehicles.
In fuel cell vehicles, DC high voltage buses shall have an on-board isolation
resistance monitoring system together with a warning to the driver if the
isolation resistance drops below the minimum required value of 100 Ω/V.
The function of the on-board isolation resistance monitoring system shall be
confirmed as described in paragraph 8.1.2.
The isolation resistance between the high voltage bus of the coupling system
for charging the REESS, which is not energized in conditions other than that
during the charging of the REESS, and the electrical chassis need not to be
monitored.
7.1.1.2.4.4. Isolation resistance requirement for the coupling system for charging the
REESS.
For the vehicle conductive connection device intended to be conductively
connected to the external AC electric power supply and the electrical circuit
that is conductively connected to the vehicle conductive connection device
during charging of the REESS, the isolation resistance between the high
voltage bus and the electrical chassis shall comply with the requirements of
paragraph 7.1.1.2.4.1. when the vehicle connector is disconnected and the
isolation resistance is measured at the high voltage live parts (contacts) of the
vehicle conductive connection device. During the measurement, the REESS
may be disconnected.
The measurement shall be conducted according to paragraph 8.1.1.
7.1.1.3. Protection against water effects.
The vehicles shall maintain isolation resistance after exposure to water (e.g.
washing, driving through standing water). This paragraph shall not apply to
electrical circuits that are galvanically connected to each other, where the DC
part of these circuits is connected to the electrical chassis and the specific
voltage condition is fulfilled.
7.1.1.3.1. The vehicle manufacturer can choose to comply with requirements specified
in paragraph 7.1.1.3.2. or those specified in paragraph 7.1.1.3.3.
7.1.1.3.2. The vehicle manufacturers shall provide evidence and/or documentation to
the regulatory or testing entity as applicable on how the electrical design or
the components of the vehicle located outside the passenger compartment or
externally attached, after water exposure remain safe and comply with the
requirements described in Annex 2. If the evidence and/or documentation
provided is not satisfactory the regulatory or testing entity as applicable shall
require the manufacturer to perform a physical component test based on the
same specifications as those described in Annex 2.
7.1.1.3.3. If the test procedures specified in paragraph 8.1.5. are performed, just after
each exposure, and with the vehicle still wet, the vehicle shall then comply

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with isolation resistance test given in paragraph 8.1.1., and the isolation
resistance requirements given in paragraph 7.1.1.2.4. shall be met. In
addition, after a 24 hour pause, the isolation resistance test specified in
paragraph 8.1.1. shall again be performed, and the isolation resistance
requirements given in paragraph 7.1.1.2.4. shall be met.
A representative vehicle shall be selected for testing and a compliant test
result for this vehicle shall constitute evidence of compliance for all
variations of vehicles, provided that the REESS and the REESS installation
on the vehicles are the same.
7.1.1.3.4. Each Contracting Party may elect to adopt the following requirement as an
alternative to the requirements in paragraph 7.1.1.3.1.
If an isolation resistance monitoring system is provided, and the isolation
resistance less than the requirements given in paragraph 7.1.1.2.4. is detected,
a warning shall be indicated to the driver. The function of the on-board
isolation resistance monitoring system shall be confirmed as described in
paragraph 8.1.2.
7.1.2. Functional safety.
7.1.2.1. At least a momentary indication shall be given to the driver each time when
the vehicle is first placed in "active driving possible mode'' after manual
activation of the propulsions system.
However, this provision does not apply under conditions where an internal
combustion engine provides directly or indirectly the vehicle´s propulsion
power upon start up.
7.1.2.2. When leaving the vehicle, the driver shall be informed by a signal (e.g.
optical or audible signal) if the vehicle is still in the active driving possible
mode.
7.1.2.3. The state of the drive direction control unit shall be identified to the driver.
7.1.2.4. If the REESS can be externally charged, vehicle movement by its own
propulsion system shall be impossible as long as the connector of the external
electric power supply is physically connected to the vehicle conductive
connection device.
This requirement shall be demonstrated by using the connector specified by
the vehicle manufacturer.
The above requirement are only applicable for vehicles when charging from a
fixed, dedicated charging point, with a harness of a maximum length, through
a vehicle connector containing a plug and inlet.
7.2. Requirements with regard to installation and functionality of REESS in a
vehicle
7.2.1. Installation of REESS on a vehicle.
For installation of REESS on a vehicle, the requirement of either
paragraph 7.2.1.1. or paragraph 7.2.1.2. shall be satisfied.
7.2.1.1. The REESS shall comply with the respective requirements of paragraph 7.3.,
taking account of the installed conditions on a specific type of vehicle.
7.2.1.2. For a REESS which satisfies the requirements of paragraph 7.3.
independently from the type of vehicles, the REESS shall be installed on the

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vehicle in accordance with the instructions provided by the manufacturer of

the REESS.
7.2.2. Warning in the event of operational failure of vehicle controls that manage
REESS safe operation.
The vehicle shall provide a warning to the driver when the vehicle is in active
driving possible mode in the event of operational failure of the vehicle
controls that manage the safe operation of the REESS. Vehicle manufacturers
shall make available, at the request of the regulatory or testing entity as
applicable with its necessity, the following documentation explaining safety
performance of the system level or sub-system level of the vehicle:
7.2.2.1. A system diagram that identifies all the vehicle controls that manage REESS
operations. The diagram must identify what components are used to generate
a warning due to operational failure of vehicle controls to conduct one or
more basic operations.
7.2.2.2. A written explanation describing the basic operation of the vehicle controls
that manage REESS operation. The explanation must identify the
components of the vehicle control system, provide description of their
functions and capability to manage the REESS, and provide a logic diagram
and description of conditions that would lead to triggering of the warning.
In case of optical warning, the tell-tale shall, when illuminated, be
sufficiently bright to be visible to the driver under both daylight and night-
time driving conditions, when the driver has adapted to the ambient roadway
light conditions.
This tell-tale shall be activated as a check of lamp function either when the
propulsion system is turned to the "On" position, or when the propulsion
system is in a position between "On" and "Start" that is designated by the
manufacturer as a check position. This requirement does not apply to the tell-
tale or text shown in a common space.
7.2.3. Warning in the case of a thermal event within the REESS.
The vehicle shall provide a warning to the driver in the case of a thermal
event in the REESS (as specified by the manufacturer) when the vehicle is in
active driving possible mode. Vehicle manufacturers shall make available, at
the request of the regulatory or testing entity as applicable with its necessity,
the following documentation explaining safety performance of the system
level or sub-system level of the vehicle:
7.2.3.1. The parameters and associated threshold levels that are used to indicate a
thermal event (e.g. temperature, temperature rise rate, SOC level, voltage
drop, electrical current, etc.) to trigger the warning.
7.2.3.2. A system diagram and written explanation describing the sensors and
operation of the vehicle controls to manage the REESS in the event of a
thermal event.
In case of optical warning, the tell-tale shall, when illuminated, be
sufficiently bright to be visible to the driver under both daylight and night-
time driving conditions, when the driver has adapted to the ambient roadway
light conditions.
This warning tell-tale shall be activated as a check of lamp function either
when the propulsion system is turned to the "On" position, or when the

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propulsion system is in a position between "On" and "Start" that is designated

by the manufacturer as a check position. This requirement does not apply to
the optical signal or text shown in a common space.
7.2.4. Warning in the event of low energy content of REESS.
For BEVs (vehicles in which propulsion system are powered only by a
REESS), a warning to the driver in the event of low REESS state of charge
shall be provided. Based on engineering judgment, the manufacturer shall
determine the necessary level of REESS energy remaining, when the driver
warning is first provided.
In case of optical warning, the tell-tale shall, when illuminated, be
sufficiently bright to be visible to the driver under both daylight and night-
time driving conditions, when the driver has adapted to the ambient roadway
light conditions.
7.3 Requirements with regard to the safety of REESS - in-use.
7.3.1. General principle.
The requirements of paragraphs 7.3.2. to 7.3.12. shall be checked in
accordance with the methods set out in paragraph 8.2.
7.3.2. Vibration.
The test shall be conducted in accordance with paragraph 8.2.2.
During the test, there shall be no evidence of electrolyte leakage, rupture
(applicable to high voltage REESS only), venting (for REESS other than
open-type traction battery), fire or explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test. The evidence of
venting shall be verified by visual inspection without disassembling any part
of the Tested-Device.
For a high voltage REESS, the isolation resistance measured after the test in
accordance with paragraph 8.1.1. shall not be less than 100 Ω/V.
7.3.3. Thermal shock and cycling.
The test shall be conducted in accordance with paragraph 8.2.3.
During the test, there shall be no evidence of electrolyte leakage, rupture
(applicable to high voltage REESS only), venting (for REESS other than
open-type traction battery), fire or explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test. The evidence of
venting shall be verified by visual inspection without disassembling any part
of the Tested-Device.
For a high voltage REESS, the isolation resistance measured after the test in
accordance with paragraph 8.1.1. shall not be less than 100 Ω/V.

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7.3.4. Fire resistance.

The test shall be conducted in accordance with paragraph 8.2.4.
This test is required for REESS containing flammable electrolyte.
This test is not required when the REESS as installed in the vehicle, is
mounted such that the lowest surface of the casing of the REESS is more than
1.5 m above the ground. At the choice of the manufacturer, this test may be
performed where the lower surface of the REESS's is higher than 1.5 m
above the ground. The test shall be carried out on one test sample.
During the test, the Tested-Device shall exhibit no evidence of explosion.
7.3.5. External short circuit protection.
The test shall be conducted in accordance with paragraph 8.2.5.
During the test there shall be no evidence of; electrolyte leakage, rupture
(applicable to high voltage REESS only), venting (for REESS other than
open-type traction battery), fire or explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test. The evidence of
venting shall be verified by visual inspection without disassembling any part
of the Tested-Device.
The REESS´s short circuit protection control shall terminate the short circuit
current, or the temperature measured on the casing of the tested-device or the
REESS shall be stabilized, such that the temperature gradient varies by less
than 4 °C through 2 h after introducing the short circuit.
For a high voltage REESS, the isolation resistance measured after the test in
accordance with paragraph 8.1.1. shall not be less than 100 Ω/V.
7.3.6. Overcharge protection.
The test shall be conducted in accordance with paragraph 8.2.6.
During the test there shall be no evidence of electrolyte leakage, rupture
(applicable to high voltage REESS only), venting (for REESS other than
open-type traction battery), fire or explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test. The evidence of
venting shall be verified by visual inspection without disassembling any part
of the Tested-Device.
For a high voltage REESS, the isolation resistance measured after the test in
accordance with paragraph 8.1.1. shall not be less than 100 Ω/V.
7.3.7. Over-discharge protection.
The test shall be conducted in accordance with paragraph 8.2.7.
During the test there shall be no evidence of; electrolyte leakage, rupture
(applicable to high voltage REESS only), venting (for REESS other than
open-type traction battery), fire or explosion.

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The evidence of electrolyte leakage shall be verified by visual inspection

without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test. The evidence of
venting shall be verified by visual inspection without disassembling any part
of the Tested-Device.
For a high voltage REESS, the isolation resistance measured after the test in
accordance with paragraph 8.1.1. shall not be less than 100 Ω/V.
7.3.8. Over-temperature protection.
The test shall be conducted in accordance with paragraph 8.2.8.
During the test there shall be no evidence of; electrolyte leakage, rupture
(applicable to high voltage REESS only), venting (for REESS other than
open-type traction battery), fire or explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test. The evidence of
venting shall be verified by visual inspection without disassembling any part
of the Tested-Device.
For a high voltage REESS, the isolation resistance measured after the test in
accordance with paragraph 8.1.1. shall not be less than 100 Ω/V.
7.3.9. Reserved.
7.3.10. Low-temperature protection.
Vehicle manufacturers must make available, at the request of the regulatory
or testing entity as applicable with its necessity, the following
documentations explaining safety performance of the system level or sub-
system level of the vehicle to demonstrate that the vehicle monitors and
appropriately controls REESS operations at low temperatures at the safety
boundary limits of the REESS:
(a) A system diagram;
(b) Written explanation on the lower boundary temperature for safe
operation of REESS;
(c) Method of detecting REESS temperature;
(d) Action taken when the REESS temperature is at or lower than the
lower boundary for safe operation of the REESS.
7.3.11. Management of gases emitted from REESS.
7.3.11.1. Under vehicle operation including the operation with a failure, the vehicle
occupants shall not be exposed to any hazardous environment caused by
emissions from REESS.
7.3.11.2. For the open-type traction battery, requirement of paragraph 7.3.11.1. shall be
verified by following test procedure.
7.3.11.2.1. The test shall be conducted following the method described in Annex 1 of
this regulation. The hydrogen sampling and analysis shall be the ones
prescribed. Other analysis methods can be approved if it is proven that they
give equivalent results.

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7.3.11.2.2. During a normal charge procedure in the conditions given in Annex 1,

hydrogen emissions shall be below 125 g during 5 hours, or below 25 x t2 g
during t2 (in h) where t2 is the time of overcharging at constant current.
7.3.11.2.3. During a charge carried out by a charger presenting a failure (conditions
given in Annex 1), hydrogen emissions shall be below 42 g. Furthermore, the
charger shall limit this possible failure to 30 minutes.
7.3.11.3. For REESS other than open-type traction battery, the requirement of
paragraph 7.3.11.1. is deemed to be satisfied, if all requirements of the
following tests are met: para. 8.2.2. (vibration), para. 8.2.3. (thermal shock
and cycling), 8.2.5. (external short circuit protection), para. 8.2.6.
(overcharge protection), para. 8.2.7. (over-discharge protection),para. 8.2.8.
(over-temperature protection) and para. 8.2.9. (overcurrent protection).
7.3.12. Thermal propagation.
For the vehicles equipped with a REESS containing flammable electrolyte,
the vehicle occupants shall not be exposed to any hazardous environment
caused by thermal propagation which is triggered by an internal short circuit
leading to a single cell thermal runaway. To ensure this, the requirements of
paragraphs 7.3.12.1. and 7.3.12.2. shall be satisfied. 3
7.3.12.1. The vehicle shall provide an advance warning indication to allow egress or 5
minutes prior to the presence of a hazardous situation inside the passenger
compartment caused by thermal propagation which is triggered by an internal
short circuit leading to a single cell thermal runaway such as fire, explosion
or smoke. This requirement is deemed to be satisfied if the thermal
propagation does not lead to a hazardous situation for the vehicle occupants.
This warning shall have characteristics in accordance with paragraph 7.2.3.2.
The vehicle manufacturer shall make available, at the request of the
regulatory or testing entity as applicable with its necessity, the following
documentation explaining safety performance of the system level or sub-
system level of the vehicle:
7.3.12.1.1. The parameters (for example, temperature, voltage or electrical current)
which trigger the warning indication.
7.3.12.1.2. Description of the warning system.
7.3.12.2. The vehicle shall have functions or characteristics in the cell, REESS or
vehicle intended to protect vehicle occupants (as described in paragraph
7.3.12.) in conditions caused by thermal propagation which is triggered by an
internal short circuit leading to a single cell thermal runaway. Vehicle
manufacturers shall make available, at the request of the regulatory or testing
entity as applicable with its necessity, the following documentation
explaining safety performance of the system level or sub-system level of the
vehicle (see also paragraph 196 in Part 1, section E):
7.3.12.2.1. A risk reduction analysis using appropriate industry standard methodology
(for example, IEC 61508, MIL-STD 882E, ISO 26262, AIAG DFMEA, fault
analysis as in SAE J2929, or similar), which documents the risk to vehicle

3 In regions applying type-approval testing the manufacturer will be accountable for the verity and
integrity of documentation submitted, assuming full responsibility for the safety of occupants against
adverse effects arising from thermal propagation caused by internal short circuit. In regions applying
self-certification responsibility is automatically borne by the manufacturer.

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occupants caused by thermal propagation which is triggered by an internal

short circuit leading to a single cell thermal runaway and documents the
reduction of risk resulting from implementation of the identified risk
mitigation functions or characteristics.
7.3.12.2.2. A system diagram of all relevant physical systems and components. Relevant
systems and components are those which contribute to protection of vehicle
occupants from hazardous effects caused by thermal propagation triggered by
a single cell thermal runaway.
7.3.12.2.3. A diagram showing the functional operation of the relevant systems and
components, identifying all risk mitigation functions or characteristics.
7.3.12.2.4. For each identified risk mitigation function or characteristic:
7.3.12.2.4.1. A description of its operation strategy;
7.3.12.2.4.2. Identification of the physical system or component which implements the
function;
7.3.12.2.4.3. One or more of the following engineering documents relevant to the
manufacturers design which demonstrates the effectiveness of the risk
mitigation function:
(a) Tests performed including procedure used and conditions and
resulting data;
(b) Analysis or validated simulation methodology and resulting data.
7.4. Requirements with regard to the safety of REESS simulating inertial load.
7.4.1. Mechanical shock.
The test shall be conducted in accordance with paragraph 8.2.10.
During the test there shall be no evidence of electrolyte leakage, fire or
explosion.
The evidence of electrolyte leakage shall be verified by visual inspection
without disassembling any part of the Tested-Device. An appropriate
technique shall, if necessary, be used in order to confirm if there is any
electrolyte leakage from the REESS resulting from the test.
An appropriate coating, if necessary, may be applied to the physical
protection (casing) in order to confirm if there is any electrolyte leakage from
the REESS resulting from the test. Unless the manufacturer provides a means
to differentiate between the leakage of different liquids, all liquid leakage
shall be considered as the electrolyte.
After the test, the Tested-Device shall be retained by its mounting and its
components shall remain inside its boundaries.
For a high voltage REESS, the isolation resistance of the Tested-Device shall
ensure at least 100 Ω/Volt for the whole REESS measured after the test in
accordance with paragraph 7.2.1., or the protection IPXXB shall be fulfilled
for the Tested-Device when assessed in accordance with paragraph 8.1.3.

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8. Heavy duty vehicles – Test procedures

8.1. Test procedures for electrical safety.

8.1.1. Isolation resistance measurement method
8.1.1.1. General.
The isolation resistance for each high voltage bus of the vehicle is measured
or shall be determined by calculating the measurement values of each part or
component unit of a high voltage bus.
8.1.1.2. Measurement method.
The isolation resistance measurement is conducted by selecting an
appropriate measurement method from among those listed in paragraphs
8.1.1.2.1. to 8.1.1.2.2., depending on the electrical charge of the live parts or
the isolation resistance.
Megohmmeter or oscilloscope measurements are appropriate alternatives 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.
The range of the electrical circuit to be measured is clarified in advance,
using electrical circuit diagrams. If the high voltage buses are conductively
isolated from each other, isolation resistance shall be measured for each
electrical circuit.
If the operating voltage of the Tested-Device (Vb, Figure 18) cannot be
measured (e.g. due to disconnection of the electric circuit caused by main
contactors or fuse operation), the test may be performed with a modified
Tested-Device to allow measurement of the internal voltages (upstream the
main contactors).
Moreover, modifications necessary for measuring the isolation resistance
may be carried out, such as removal of the cover in order to reach the live
parts, drawing of measurement lines and change in software.
In cases where the measured values are not stable due to the operation of the
on-board isolation resistance monitoring system, necessary modifications for
conducting the measurement may be carried out by stopping the operation of
the device concerned or by removing it. Furthermore, when the device is
removed, a set of drawings will be used to prove that the isolation resistance
between the live parts and the electrical chassis remains unchanged.
These modifications shall not influence the test results.
Utmost care shall be exercised to avoid short circuit and electric shock since
this confirmation might require direct operations of the high-voltage circuit.
8.1.1.2.1. Measurement method using DC voltage from external sources.
8.1.1.2.1.1. Measurement instrument.
An isolation resistance test instrument capable of applying a DC voltage
higher than the working voltage of the high voltage bus shall be used.
8.1.1.2.1.2. Measurement method.
An isolation resistance test instrument is connected between the live parts
and the electrical chassis. The isolation resistance is subsequently measured

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by applying a DC voltage at least half of the working voltage of the high

voltage bus.
If the system has several voltage ranges (e.g. because of boost converter) in
conductively connected circuit and some of the components cannot withstand
the working voltage of the entire circuit, the isolation resistance between
those components and the electrical chassis can be measured separately by
applying at least half of their own working voltage with those components
disconnected.
8.1.1.2.2. Measurement method using the vehicle's own REESS as DC voltage source.
8.1.1.2.2.1. Test vehicle conditions.
The high voltage-bus is energized by the vehicle's own REESS and/or energy
conversion system and the voltage level of the REESS and/or energy
conversion system throughout the test shall be at least the nominal operating
voltage as specified by the vehicle manufacturer.
8.1.1.2.2.2. Measurement instrument.
The voltmeter used in this test shall measure DC values and has an internal
resistance of at least 10 MΩ.
8.1.1.2.2.3. Measurement method.
8.1.1.2.2.3.1. First step.
The voltage is measured as shown in Figure 18 and the high voltage bus
voltage (Vb) is recorded. Vb shall be equal to or greater than the nominal
operating voltage of the REESS and/or energy conversion system as specified
by the vehicle manufacturer.
Figure 18
Measurement of Vb, V1, V2

Electrical Chassis

Energy Conversion
System Assembly V2 REESS Assembly

High Voltage Bus

+ +

Energy
Conversion Traction System REESS
System Vb

- -

V1

Electrical Chassis

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8.1.1.2.2.3.2. Second step.

The voltage (V1) between the negative side of the high voltage bus and the
electrical chassis is measured and recorded (see Figure 18).
8.1.1.2.2.3.3. Third step.
The voltage (V2) between the positive side of the high voltage bus and the
electrical chassis is measured and recorded (see Figure 18).
8.1.1.2.2.3.4. Fourth step.
If V1 is greater than or equal to V2, a standard known resistance (Ro) is
inserted between the negative side of the high voltage bus and the electrical
chassis. With Ro installed, the voltage (V1') between the negative side of the
high voltage bus and the electrical chassis is measured (see Figure 19).
The electrical isolation (Ri) is calculated according to the following formula:
Ri = Ro*(Vb/V1' – Vb/V1) or Ri = Ro*Vb*(1/V1' – 1/V1)
Figure 19
Measurement of V1'
Electrical Chassis

Energy Conversion
System Assembly REESS Assembly

High Voltage Bus

+ +

Energy
Conversion Traction System REESS
System Vb

- -

V1´ Ro

Electrical Chassis

If V2 is greater than V1, a standard known resistance (Ro) is inserted between the
positive side of the high voltage bus and the electrical chassis. With Ro installed, the
voltage (V2') between the positive side of the high voltage bus and the electrical
chassis is measured. (See Figure 20). The electrical isolation (Ri) is calculated
according to the formula shown below. This electrical isolation value (in Ω) is
divided by the nominal operating voltage of the high voltage bus (in V). The
electrical isolation (Ri) is calculated according to the following formula:
Ri = Ro*(Vb/V2' – Vb/V2) or Ri = Ro*Vb*(1/V2' – 1/V2)

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Figure 20
Measurement of V2'

Electrical Chassis

Energy Conversion Ro
System Assembly REESS Assembly
V2'
High Voltage Bus

+ +
Energy
Conversion Traction System REESS
System
- -

Electrical Chassis

8.1.1.2.2.3.5. Fifth step.

The electrical isolation value Ri (in Ω) divided by the working voltage of the
high voltage bus (in V) results in the isolation resistance (in Ω/V).
(Note 1: The standard known resistance Ro (in Ω) is the value of the
minimum required isolation resistance (in Ω/V) multiplied by the working
voltage of the vehicle plus/minus 20 per cent (in V). Ro is not required to be
precisely this value since the equations are valid for any Ro; however, a Ro
value in this range should provide good resolution for the voltage
measurements.)
8.1.2. Confirmation method for functions of on-board isolation resistance
monitoring system.
The on-board isolation resistance monitoring system specified in paragraph
7.1.1.2.4.3. for fuel cell vehicles and that specified in paragraph 7.1.1.3.4. for
protection against water effects shall be tested using the following procedure:
(a) Determine the isolation resistance, Ri, of the electric power train with
the electrical isolation monitoring system using the procedure outlined
paragraph 8.1.1.;
(b) If the minimum isolation resistance value required in accordance with
paragraphs 7.1.1.2.4.1. or 7.1.1.2.4.2. is 100 Ω/V, insert a resistor with
resistance Ro between the positive terminal of the electric power train
and the electrical chassis. The magnitude of the resistor, Ro, shall be
such that:
1/(1/(95xV) – 1/Ri) ≤ Ro < 1/(1/(100xV) – 1/Ri)
where V is the working voltage of the electric power train.
(c) If the minimum isolation resistance value required in accordance with
paragraphs 7.1.1.2.4.1. or 7.1.1.2.4.2. is 500 Ω/V, insert a resistor with
resistance Ro between the positive terminal of the electric power train

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and the electrical chassis. The magnitude of the resistor, Ro, shall be
such that:
1/(1/(475xV) – 1/Ri) ≤ Ro < 1/(1/(500xV) – 1/Ri)
where V is the working voltage of the electric power train.
8.1.3. Protection against direct contact to live parts.
8.1.3.1. Access probes.
Access probes to verify the protection of persons against access to live parts
are given in Table 5.
8.1.3.2. Test conditions.
The access probe is pushed against any openings of the enclosure with the
force specified in Table 5. If it partly or fully penetrates, it is placed in every
possible position, but in no case shall the stop face fully penetrate through the
opening.
Internal electrical protection barriers are considered part of the enclosure.
A low-voltage supply (of not less than 40 V and not more than 50 V) in series
with a suitable lamp is connected, if necessary, between the probe and live
parts inside the electrical protection barrier or enclosure.
The signal-circuit method is also applied to the moving live parts of high
voltage equipment.
Internal moving parts may be operated slowly, where this is possible.
8.1.3.3. Acceptance conditions.
The access probe shall not touch live parts.
If this requirement is verified by a signal circuit between the probe and live
parts, the lamp shall not light.
In the case of the test for protection IPXXB, the jointed test finger may
penetrate to its 80 mm length, but the stop face (diameter 50 mm x 20 mm)
shall not pass through the opening. Starting from the straight position, both
joints of the test finger are successively bent through an angle of up to 90 º
with respect to the axis of the adjoining section of the finger and are placed in
every possible position.
In case of the tests for protection IPXXD, the access probe may penetrate to
its full length, but the stop face shall not fully penetrate through the opening.

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Table 5
Access probes for the tests for protection of persons against access to hazardous parts

First Addit. Access probe

Test force
numeral letter (Dimensions in mm)
B Jointed test finger
Stop face

See Fig.22
for full
dimensions

Jointed test finger

(Metal)
Insulating material

D
Test wire 1.0 mm diameter, 100 mm long
Sphere
Approx.

Handle Rigid test wire

(Insulating material) (Metal) Edges free
Stop face From burrs
(Insulating material)

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Figure 22
Jointed Test Finger

Access probe
(Dimensions in mm)

IPXXB Jointed text finger

Handle

Guard Insulating
material

Stop face
Chamber
Joints all edges

cylindrical spherical

Section A-A
Section B-B

Material: metal, except where otherwise specified.

Linear dimensions in mm.
Tolerances on dimensions without specific tolerance:
(a) on angles: 0/10 seconds;
(b) on linear dimensions:
(i) up to 25 mm: 0/-0.05;
(ii) over 25 mm: ±0.2.
Both joints shall permit movement in the same plane and the same direction
through an angle of 90° with a 0 to +10° tolerance.
8.1.4. Test method for measuring electric resistance:
(a) Test method using a resistance tester.
The resistance tester is connected to the measuring points (typically,
electrical chassis and electro conductive enclosure/electrical
protection barrier) and the resistance is measured using a resistance
tester that meets the specification that follows:
(i) Resistance tester: Measurement current at least 0.2 A;
(ii) Resolution: 0.01 Ω or less;

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(iii) The resistance R shall be less than 0.1Ω.

(b) Test method using DC power supply, voltmeter and ammeter.
Example of the test method using DC power supply, voltmeter and
ammeter is shown below.
Figure 23
Example of test method using DC power supply

Connection to Exposed Conductive Parts

Exposed Conductive
D.C. Parts
Power
Supply
Electrical Chassis
Connection to Electrical Chassis

8.1.4.1. Test Procedure.

The DC power supply, voltmeter and ammeter are connected to the
measuring points (Typically, electrical chassis and electro conductive
enclosure/electrical protection barrier).
The voltage of the DC power supply is adjusted so that the current flow
becomes at least 0.2 A.
The current "I" and the voltage "V" are measured.
The resistance "R" is calculated according to the following formula:
R=V/I
The resistance R shall be less than 0.1 Ω.
Note:
If lead wires are used for voltage and current measurement, each lead wire
shall be independently connected to the electrical protection
barrier/enclosure/electrical chassis. Terminal can be common for voltage
measurement and current measurement.
8.1.5. Test procedure for Protection against water effects.
8.1.5.1. Washing.
This test is intended to simulate the normal washing of vehicles, but not
specific cleaning using high water pressure or underbody washing.
The areas of the vehicle regarding this test are border lines, i.e. a seal of two
parts such as flaps, glass seals, outline of opening parts, outline of front grille
and seals of lamps.
All border lines shall be exposed and followed in all directions with the water
stream using a hose nozzle and conditions in accordance with IPX5 as
specified in Annex 2.
8.1.5.2. Driving through standing water.
The vehicle shall be driven in a wade pool, with 10 cm water depth, over a
distance of 500 m at a speed of 20 km/h, in a time of approximately 1.5 min.

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If the wade pool used is less than 500 m in length, then the vehicle shall be
driven through it several times. The total time, including the periods outside
the wade pool, shall be less than 10 min.
8.2. Test procedures for REESS.
8.2.1. General procedures.
8.2.1.1. Procedure for conducting a standard cycle.
Procedure for conducting a standard cycle for a complete REESS, REESS
subsystem(s), or complete vehicle.
A standard cycle shall start with a standard discharge and is followed by a
standard charge. The standard cycle shall be conducted at an ambient
temperature of 20 ± 10 °C.
Standard discharge:
Discharge rate: The discharge procedure including termination criteria shall
be defined by the manufacturer. If not specified, then it shall be a discharge
with 1C current for a complete REESS and REESS subsystems.
Discharge limit (end voltage): Specified by the manufacturer.
For a complete vehicle, discharge procedure using a dynamometer shall be
defined by the manufacturer. Discharge termination will be according to
vehicle controls.
Rest period after discharge: minimum 15 min.
Standard charge:
The charge procedure shall be defined by the manufacturer. If not specified,
then it shall be a charge with C/3 current. Charging is continued until
normally terminated. Charge termination shall be according to paragraph
8.2.1.2.2 for REESS or REESS subsystem.
For a complete vehicle that can be charged by an external source, charge
procedure using an external electric power supply shall be defined by the
manufacturer. For a complete vehicle that can be charged by on-board
energy sources, a charge procedure using a dynamometer shall be defined by
the manufacturer. Charge termination will be according to vehicle controls.
8.2.1.2. Procedures for SOC adjustment.
8.2.1.2.1. The adjustment of SOC shall be conducted at an ambient temperature of 20 ±
10 °C for vehicle-based tests and 22 ± 5°C for component-based tests.
8.2.1.2.2. The SOC of the tested-device shall be adjusted according to one of the
following procedures as applicable. Where different charging procedures are
possible, the REESS shall be charged using the procedure which yields the
highest SOC:
(a) For a vehicle with a REESS designed to be externally charged, the
REESS shall be charged to the highest SOC in accordance with the
procedure specified by the manufacturer for normal operation until the
charging process is normally terminated;
(b) For a vehicle with a REESS designed to be charged only by an energy
source on the vehicle, the REESS shall be charged to the highest SOC
which is achievable with normal operation of the vehicle. The

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manufacturer shall advise on the vehicle operation mode to achieve

this SOC;
(c) In case that the REESS or REESS sub-system is used as the Tested-
Device, the Tested-Device shall be charged to the highest SOC in
accordance with the procedure specified by the manufacturer for
normal use operation until the charging process is normally
terminated. Procedures specified by the manufacturer for
manufacturing, service or maintenance may be considered as
appropriate if they achieve an equivalent SOC as for that under normal
operating conditions. In case the Tested-Device does not control SOC
by itself, the SOC shall be charged to not less than 95 per cent of the
maximum normal operating SOC defined by the manufacturer for the
specific configuration of the Tested-Device.
8.2.1.2.3. When the vehicle or REESS subsystem is tested, the SOC shall be no less
than 95 per cent of the SOC according to paragraphs 8.2.1.2.1. and 8.2.1.2.2.
for REESS designed to be externally charged and shall be no less than 90 per
cent of SOC according to paragraphs 8.2.1.2.1. and 8.2.1.2.2. for REESS
designed to be charged only by an energy source on the vehicle. The SOC
will be confirmed by a method provided by the manufacturer.
8.2.2. Vibration test.
8.2.2.1. Purpose.
The purpose of this test is to verify the safety performance of the REESS
under a vibration environment which the REESS will likely experience
during the normal operation of the vehicle.
8.2.2.2 Installations.
8.2.2.2.1. This test shall be conducted either with the complete REESS or with REESS
subsystem(s). If the manufacturer chooses to test with subsystem(s), the
manufacturer shall demonstrate that the test result can reasonably represent
the performance of the complete REESS with respect to its safety
performance under the same conditions. If the electronic management
control unit for the REESS is not integrated in the casing enclosing the cells,
then the electronic management unit may be omitted from installation on the
Tested-Device if so requested by the manufacturer.
8.2.2.2.2. The Tested-Device shall be firmly secured to the platform of the vibration
machine in such a manner as to ensure that the vibrations are directly
transmitted to the Tested Device.
As an alternative, the Test-Device should be mounted with its original
mounting points and holders as mounted in the vehicle. The holders should
be firmly secured to the platform of the vibration machine in such a manner
as to ensure that the vibrations are directly transmitted to the holders of the
Tested-Device.
8.2.2.3. Procedures.
8.2.2.3.1. General test conditions.
The following conditions shall apply to the Tested-Device:
(a) The test shall be conducted at an ambient temperature of 22 ± 5 °C;

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(b) At the beginning of the test, the SOC shall be adjusted in accordance
with the paragraph 8.2.1.2.;
(c) At the beginning of the test, all protection devices which affect the
function(s) of the Tested-Device that are relevant to the outcome of
the test shall be operational.
8.2.2.3.2. Test procedures.
The Tested-Device shall be subjected to a vibration having a sinusoidal
waveform with a logarithmic sweep between 7 Hz and 50 Hz and back to 7
Hz traversed in 15 minutes. This cycle shall be repeated 12 times for a total
of 3 hours in the vertical direction of the mounting orientation of the REESS
as specified by the manufacturer.
The correlation between frequency and acceleration shall be as shown in
Table 6.
Table 6
Frequency and acceleration

Frequency Acceleration
(Hz) (m/s2)

7-18 10
18 - 30 gradually reduced from 10 to 2
30 - 50 2

At the request of the manufacturer, a higher acceleration level as well as a

higher maximum frequency may be used.
At the choice of the manufacturer, a vibration test profile determined by the
vehicle-manufacturer verified for the vehicle application may be used as a
substitute for the frequency - acceleration correlation of Table 6. The REESS
certified according to this condition shall be limited to the installation for a
specific vehicle type.
After the vibration profile, a standard cycle as described in paragraph 8.2.1.1.
shall be conducted, if not inhibited by the Tested-Device.
The test shall end with an observation period of 1 hour at the ambient
temperature conditions of the test environment.
8.2.3. Thermal shock and cycling test.
8.2.3.1. Purpose.
The purpose of this test is to verify the resistance of the REESS to sudden
changes in temperature. The REESS shall undergo a specified number of
temperature cycles, which start at ambient temperature followed by high and
low temperature cycling. It simulates a rapid environmental temperature
change which a REESS would likely experience during its life.
8.2.3.2. Installations.
This test shall be conducted either with the complete REESS or with REESS
subsystem(s). If the manufacturer chooses to test with subsystem(s), the
manufacturer shall demonstrate that the test result can reasonably represent
the performance of the complete REESS with respect to its safety

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performance under the same conditions. If the electronic management unit for
the REESS is not integrated in the casing enclosing the cells, then the
electronic management unit may be omitted from installation on the Tested-
Device if so requested by the manufacturer.
8.2.3.3. Procedures.
8.2.3.3.1. General test conditions.
The following conditions shall apply to the Tested-Device at the start of the
test:
(a) The SOC shall be adjusted in accordance with the paragraph 8.2.1.2.;
(b) All protection devices, which would affect the function of the Tested-
Device and which are relevant to the outcome of the test shall be
operational;
8.2.3.3.2. Test procedure.
The Tested-Device shall be stored for at least 6 hours at a test temperature
equal to 60 ± 2 °C or higher if requested by the manufacturer, followed by
storage for at least 6 hours at a test temperature equal to -40 ± 2°C or lower if
requested by the manufacturer. The maximum time interval between test
temperature extremes shall be 30 minutes. This procedure shall be repeated
until a minimum of 5 total cycles are completed, after which the Tested-
Device shall be stored for 24 hours at an ambient temperature of 22 ± 5 °C.
After the storage for 24 hours, a standard cycle as described in paragraph
8.2.1.1. shall be conducted, if not inhibited by the Tested-Device.
The test shall end with an observation 1 hour at the ambient temperature
conditions of the test environment.
8.2.4. Fire resistance test.
8.2.4.1. Purpose.
The purpose of this test is to verify the resistance of the REESS, against
exposure to fire from outside of the vehicle due to e.g. a fuel spill from a
vehicle (either the vehicle itself or a nearby vehicle). This situation should
leave the driver and passengers with enough time to evacuate.
8.2.4.2. Installations.
8.2.4.2.1. This test shall be conducted either with the complete REESS or with REESS
subsystem(s). If the manufacturer chooses to test with subsystem(s), the
manufacturer shall demonstrate that the test result can reasonably represent
the performance of the complete REESS with respect to its safety
performance under the same conditions. If the electronic management unit for
the REESS is not integrated in the casing enclosing the cells, then the
electronic management unit may be omitted from installation on the Tested-
Device if so requested by the manufacturer. Where the relevant REESS
subsystems are distributed throughout the vehicle, the test may be conducted
on each relevant REESS subsystem.
8.2.4.3. Procedures.
8.2.4.3.1. General test conditions.
The following requirements and conditions shall apply to the test:

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(a) The test shall be conducted at a temperature of at least 0°C;

(b) At the beginning of the test, the SOC shall be adjusted in accordance
with the paragraph 8.2.1.2.;
(c) At the beginning of the test, all protection devices which affect the
function of the Tested-Device and are relevant for the outcome of the
test shall be operational.
8.2.4.3.2. Test procedure.
A vehicle based test or a component based test shall be performed at the
discretion of the manufacturer.
8.2.4.3.2.1. Vehicle based test (according to test procedure described in paragraph
8.2.4.3.3.).
The Tested-Device shall be mounted in a testing fixture simulating actual
mounting conditions as far as possible; no combustible material should be
used for this with the exception of material that is part of the REESS. The
method whereby the Tested-Device is fixed in the fixture shall correspond to
the relevant specifications for its installation in a vehicle. In the case of a
REESS designed for a specific vehicle use, vehicle parts which affect the
course of the fire in any way shall be taken into consideration.
8.2.4.3.2.2. Component based test (according to test procedure described in paragraph
8.2.4.3.3. (Gasoline pool fire) or paragraph 8.2.4.3.4. (LPG burner))
In case of component based test, the manufacturer may choose either
Gasoline pool fire test or LPG burner test.
8.2.4.3.3. Gasoline pool fire test set up for both vehicle-based and component-based
test.
The Tested-Device shall be placed on a grating table positioned above the
fire source, in an orientation according to the manufacturer's design intent.
The grating table shall be constructed by steel rods, diameter 6-10 mm, with
4-6 cm in between. If needed the steel rods could be supported by flat steel
parts.
The flame to which the Tested-Device is exposed shall be obtained by
burning commercial fuel for positive-ignition engines (hereafter called
"fuel") in a pan. The quantity of fuel shall be sufficient to permit the flame,
under free-burning conditions, to burn for the whole test procedure.
The fire shall cover the whole area of the pan during whole fire exposure.
The pan dimensions shall be chosen so as to ensure that the sides of the
Tested-Device are exposed to the flame. The pan shall therefore exceed the
horizontal projection of the Tested-Device by at least 20 cm, but not more
than 50 cm. The sidewalls of the pan shall not project more than 8 cm above
the level of the fuel at the start of the test.
8.2.4.3.3.1. The pan filled with fuel shall be placed under the Tested-Device in such a
way that the distance between the level of the fuel in the pan and the bottom
of the Tested-Device corresponds to the design height of the Tested-Device
above the road surface at the unladed mass if paragraph 8.2.4.3.2.1. is applied
or approximately 50 cm if paragraph 8.2.4.3.2.2. is applied. Either the pan, or
the testing fixture, or both, shall be freely movable.

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8.2.4.3.3.2. During phase C of the test, the pan shall be covered by a screen. The screen
shall be placed 3 cm +/- 1 cm above the fuel level measured prior to the
ignition of the fuel. The screen shall be made of a refractory material, as
prescribed in Figure 28. There shall be no gap between the bricks and they
shall be supported over the fuel pan in such a manner that the holes in the
bricks are not obstructed. The length and width of the frame shall be 2 cm to
4 cm smaller than the interior dimensions of the pan so that a gap of 1 cm to
2 cm exists between the frame and the wall of the pan to allow ventilation.
Before the test, the screen shall be at least at the ambient temperature. The
firebricks may be wetted in order to guarantee repeatable test conditions.
8.2.4.3.3.3. If the tests are carried out in the open air, sufficient wind protection shall be
provided and the wind velocity at pan level shall not exceed 2.5 km/h.
8.2.4.3.3.4. The test shall comprise of three phases B-D, if the fuel is at a temperature of
at least 20 °C. Otherwise, the test shall comprise four phases A-D.
8.2.4.3.3.4.1. Phase A: Pre-heating (Figure 24).
The fuel in the pan shall be ignited at a distance of at least 3 m from the
Tested-Device. After 60 seconds pre-heating, the pan shall be placed under
the Tested-Device. If the size of the pan is too large to be moved without
risking liquid spills etc. then the Tested-Device and test rig can be moved
over the pan instead.
Figure 24
Phase A: Pre-heating

Screen Tested Device Fuel pan with

burning fuel

Testing fixture

3m

8.2.4.3.3.4.2. Phase B: Direct exposure to flame (Figure 25).

The Tested-Device shall be exposed to the flame from the freely burning fuel
for 70 seconds.
Figure 25
Phase B: Direct exposure to flame

Screen

Sheet-metal pan

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8.2.4.3.3.4.3. Phase C: Indirect exposure to flame (Figure 26).

As soon as phase B has been completed, the screen shall be placed between
the burning pan and the Tested-Device. The Tested-Device shall be exposed
to this reduced flame for a further 60 seconds.
As a compliance alternative to conducting Phase C of the test, Phase B may,
at the choice of the manufacturer, be continued for an additional 60 seconds.
Figure 26
Phase C: Indirect exposure to flame

Screen
Sheet-metal pan

8.2.4.3.3.4.4. Phase D: End of test (Figure 27).

The burning pan covered with the screen shall be moved back to the position
described in phase A. No extinguishing of the Tested-Device shall be done.
After removal of the pan the Tested-Device shall be observed until such time
as the surface temperature of the Tested-Device has decreased to ambient
temperature or has been decreasing for a minimum of 3 hours.
Figure 27
Phase D: End of test

Screen
Sheet-metal pan

Figure 28
Dimension of Firebricks

DIA R
HOLES CUTOUTS
A

(Dimensions in mm) A Section A-A

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Fire resistance (Seger-Kegel) SK 30

Al2O3 content 30 - 33 per cent
Open porosity (Po) 20 - 22 per cent vol.
Density 1,900 - 2,000 kg/m3
Effective holed area 44.18 per cent
8.2.4.3.4. LPG burner fire test set up for component based test.
8.2.4.3.4.1. The Tested-Device shall be placed on a test equipment, in the position that
the manufacturer's design intends.
8.2.4.3.4.2. LPG burner shall be used to produce flame to which the tested-device is
exposed. The height of the flame shall be about 60 cm or more, without the
Tested-Device.
8.2.4.3.4.3. The flame temperature shall be measured continuously by temperature
sensors. An average temperature shall be calculated, at least every second for
the duration of the whole fire exposure, as the arithmetic average of
temperatures measured by all temperature sensors fulfilling the location
requirements described in paragraph 8.2.4.3.4.4.
8.2.4.3.4.4. All temperature sensors shall be installed at a height of 5 ± 1 cm below the
lowest point of the Tested-Device's external surface when oriented as
described in paragraph 8.2.4.3.4.1. At least one temperature sensor shall be
located at the centre of Tested-Device, and at least four temperature sensors
shall be located within 10 cm from the edge of the Tested-Device towards its
centre with nearly equal distance between the sensors.
8.2.4.3.4.5. The bottom of Tested-Device shall be exposed to the even flame directly and
entirely by fuel combustion. LPG burner flame shall exceed the horizontal
projection of the tested-device by at least 20 cm.
8.2.4.3.4.6. The Tested-Device shall be exposed to flame for 2 minutes after the averaged
temperature reaches 800 °C within 30 seconds. The averaged temperature
shall be maintained 800-1,100 °C for 2 minutes.
8.2.4.3.4.7. After direct exposure to flame the Tested-Device shall be observed until such
time as the surface temperature of the Tested-Device has decreased to
ambient temperature or has been decreasing for a minimum of 3 hours.
8.2.5. External short circuit protection.
8.2.5.1. Purpose.
The purpose of this test is to verify the performance of the short circuit
protection to prevent the REESS from any further related severe events
caused by short circuit current.
8.2.5.2. Installations.
This test shall be conducted either with a complete vehicle or with the
complete REESS or with the REESS subsystem(s). If the REESS consists of
multiple REESS subsystems, either connected in series or in parallel, the test
can be performed on a single REESS subsystem which includes an electronic
management unit and (if it exists) a REESS protection device intended to be
operational. If the manufacturer chooses to test with REESS subsystem(s),
the manufacturer shall demonstrate that the test result can reasonably
represent the performance of the complete REESS with respect to its safety

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performance under the same conditions. If the electronic management unit for
the REESS is not integrated in the casing enclosing the cells, then the
electronic management unit may be omitted from installation on the Tested-
Device at the request of the manufacturer.
For a test with a complete vehicle, the manufacturer may provide information
to connect a breakout harness to a location just outside the REESS that would
permit applying a short circuit to the REESS.
8.2.5.3. Procedures.
8.2.5.3.1. General test conditions.
The following condition shall apply to the test:
(a) The test shall be conducted at a ambient temperature of 20 ± 10 °C or
at higher temperature if requested by the manufacturer;
(b) At the beginning of the test, the SOC shall be adjusted in accordance
with the paragraph 8.2.1.2.;
(c) For testing with a complete REESS or REESS subsystem(s), at the
beginning of the test, all protection devices which would affect the
function of the Tested-Device and which are relevant to the outcome
of the test shall be operational;
(d) For testing with a complete vehicle, a breakout harness is connected to
the manufacturer specified location and vehicle protections systems
relevant to the outcome of the test shall be operational.
8.2.5.3.2. Short circuit
At the start of the test all, relevant main contactors for charging and
discharging shall be closed to represent the active driving possible mode as
well as the mode to enable external charging. If this cannot be completed in a
single test, then two or more tests shall be conducted.
For testing with a complete REESS or REESS subsystem(s), the positive and
negative terminals of the Tested-Device shall be connected to each other to
produce a short circuit. The connection used for creating the short circuit
(including the cabling) shall have a resistance not exceeding 5 mΩ.
For testing with a complete vehicle, the short circuit is applied through the
breakout harness. The connection used for creating the short circuit
(including the cabling) shall have a resistance not exceeding 5 mΩ.
The short circuit condition shall be continued until the protection function
operation of the REESS terminates the short circuit current, or for at least 1 h
after the temperature measured on the casing of the Tested-Device or the
REESS has stabilized, such that the temperature gradient varies by less than
4°C through 2 hours.
8.2.5.3.3. Standard Cycle and observation period
Directly after the termination of the short circuit a standard cycle as described
in paragraph 8.2.1.1 shall be conducted, if not inhibited by the Tested-
Device.
The test shall end with an observation period of 1 hour at the ambient
temperature conditions of the test environment.

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8.2.6. Overcharge protection test.

8.2.6.1. Purpose.
The purpose of this test is to verify the performance of the overcharge
protection to prevent the REESS from any further related severe events
caused by a too high SOC.
8.2.6.2. Installations.
This test shall be conducted, under standard operating conditions, either with
a complete vehicle or with the complete REESS. Ancillary systems that do
not influence to the test results may be omitted from the Tested-Device.
The test may be performed with a modified Tested-Device provided these
modifications shall not influence the test results.
8.2.6.3. Procedures.
8.2.6.3.1. General test conditions.
The following requirements and conditions shall apply to the test:
(a) The test shall be conducted at an ambient temperature of 20 ± 10 °C or
at a higher temperature if requested by the manufacturer;
(b) The SOC of REESS shall be adjusted around the middle of normal
operating range by normal operation recommended by the
manufacturer such as driving the vehicle or using an external charger.
The accurate adjustment is not required as long as the normal
operation of the REESS is enabled;
(c) For vehicle-based test of vehicles with on-board energy conversion
systems (e.g. internal combustion engine, fuel cell, etc.), fill the fuel to
allow the operation of such energy conversion systems;
(d) At the beginning of the test, all protection devices which would affect
the function of the Tested-Device and which are relevant to the
outcome of the test shall be operational. All relevant main contactors
for charging shall be closed.
8.2.6.3.2. Charging.
The procedure for charging the REESS for vehicle-based test shall be in
accordance with paragraphs 8.2.6.3.2.1. and 8.2.6.3.2.2. and shall be selected
as appropriate for the relevant mode of vehicle operation and the
functionality of the protection system. Alternatively, the procedure for
charging the REESS for vehicle-based test shall be in accordance with
paragraph 8.2.6.3.2.3. For component-based test, the charging procedure
shall be in accordance with paragraph 8.2.6.3.2.4.
8.2.6.3.2.1. Charge by vehicle operation.
This procedure is applicable to the vehicle-based tests in active driving
possible mode:
(a) For vehicles that can be charged by on-board energy sources (e.g.
energy recuperation, on-board energy conversion systems), the vehicle
shall be driven on a chassis dynamometer. The vehicle operation on a
chassis dynamometer (e.g. simulation of continuous down-hill
driving) that will deliver as high charging current as reasonably

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achievable shall be determined, if necessary, through consultation

with the manufacturer;
(b) The REESS shall be charged by the vehicle operation on a chassis
dynamometer in accordance with paragraph 8.2.6.3.2.1.(a). The
vehicle operation on the chassis dynamometer shall be terminated
when the vehicle's overcharge protection controls terminates the
REESS charge current or the temperature of the REESS is stabilised
such that the temperature varies by a gradient of less than 2 °C
through 1 hour. Where an automatic interrupt function vehicle's
overcharge protection control fails to operate, or if there is no such
control function, the charging shall be continued until the REESS
temperature reaches 10 °C above its maximum operating temperature
specified by the manufacturer;
(c) Immediately after the termination of charging, one standard cycle as
described in paragraph 8.2.1.1. shall be conducted, if it is not
prohibited by the vehicle, with vehicle operation on a chassis
dynamometer.
8.2.6.3.2.2. Charge by external electricity supply (vehicle-based test).
This procedure is applicable to vehicle-based test for externally chargeable
vehicles:
(a) The vehicle inlet for normal use, if it exists, shall be used for
connecting the external electricity supply equipment. The charge
control communication of the external electricity supply equipment
shall be altered or disabled to allow the charging specified in
paragraph 8.2.6.3.2.2.(b) below;
(b) The REESS shall be charged by the external electricity supply
equipment with the maximum charge current specified by the
manufacturer. The charging shall be terminated when the vehicle's
overcharge protection control terminates the REESS charge current.
Where vehicle's overcharge protection control fails to operate, or if
there is no such control, the charging shall be continued until the
REESS temperature reaches 10 °C above its maximum operating
temperature specified by the manufacturer. In the case where charge
current is not terminated and where the REESS temperature remains
less than 10 °C above the maximum operating temperature, vehicle
operation shall be terminated 12 hours after the start of charging by
external electricity supply equipment;
(c) Immediately after the termination of charging, one standard cycle as
described in paragraph 8.2.1.1. shall be conducted, if it is not
prohibited by the vehicle, with vehicle operation on a chassis
dynamometer for discharging and with external electricity supply
equipment for charging.
8.2.6.3.2.3. Charge by connecting breakout harness (vehicle-based test).
This procedure is applicable to vehicle-based tests for both externally
chargeable vehicles and vehicles that can be charged only by on-board energy
sources and for which the manufacturer provides information to connect a
breakout harness to a location just outside the REESS that permits charging
of the REESS:

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(a) The breakout harness is connected to the vehicle as specified by the

manufacturer. The trip current/voltage setting of the external charge-
discharge equipment shall be at least 10 per cent higher than the
current/voltage limit of the Tested-Device. The external electricity
supply equipment is connected to the breakout harness. The REESS
shall be charged by the external electricity power supply with the
maximum charge current specified by the manufacturer;
(b) The charging shall be terminated when the vehicle's overcharge
protection control terminates the REESS charge current. Where
vehicle's overcharge protection control fails to operate, or if there is no
such control, the charging shall be continued until the REESS
temperature is 10 °C above its maximum operating temperature
specified by the manufacturer. In the case where charge current is not
terminated and where the REESS temperature remains less than 10 °C
above the maximum operating temperature, vehicle operation shall be
terminated 12 hours after the start of charging by external electricity
supply equipment;
(c) Immediately after the termination of charging, one standard cycle as
described in paragraph 8.2.1.1. (for a complete vehicle) shall be
conducted, if it is not prohibited by the vehicle.
8.2.6.3.2.4. Charge by external electricity supply (component-based test).
This procedure is applicable to component-based test:
(a) The external charge/discharge equipment shall be connected to the
main terminals of the REESS. The charge control limits of the test
equipment shall be disabled;
(b) The REESS shall be charged by the external charge/discharge
equipment with the maximum charge current specified by the
manufacturer. The charging shall be terminated when the REESS
overcharge protection control terminates the REESS charge current.
Where overcharge protection control of the REESS fails to operate, or
if there is no such control, the charging shall be continued until the
REESS temperature reaches 10 °C above its maximum operating
temperature specified by the manufacturer. In the case where charge
current is not terminated and where the REESS temperature remains
less than 10 °C above the maximum operating temperature, vehicle
operation shall be terminated 12 hours after the start of charging by
external electricity supply equipment;
(c) Immediately after the termination of charging, one standard cycle as
described in paragraph 8.2.1.1. shall be conducted, if it is not
prohibited by the REESS, with external charge-discharge equipment.
8.2.6.4. The test shall end with an observation period of 1 hour at the ambient
temperature conditions of the test environment.
8.2.7. Over-discharge protection test.
8.2.7.1. Purpose.
The purpose of this test is to verify the performance of the over-discharge
protection to prevent the REESS from any severe events caused by a too low
SOC.

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8.2.7.2. Installations.
This test shall be conducted, under standard operating conditions, either with
a complete vehicle or with the complete REESS. Ancillary systems that do
not influence the test results may be omitted from the tested-device.
The test may be performed with a modified Tested-Device provided these
modifications shall not influence the test results.
8.2.7.3. Procedures.
8.2.7.3.1. General test conditions.
The following requirements and condition shall apply to the test:
(a) The test shall be conducted at an ambient temperature of 20 ± 10 °C,
or at higher temperature if requested by the manufacturer;
(b) The SOC of REESS shall be adjusted at the low level, but within
normal operating range, by normal operation recommended by the
manufacturer, such as driving the vehicle or using an external charger.
The accurate adjustment is not required as long as the normal
operation of the REESS is enabled;
(c) For vehicle-based test of vehicles with on-board energy conversion
systems (e.g. internal combustion engine, fuel cell, etc.), adjust the
fuel level to nearly empty but enough so that the vehicle can enter into
active driving possible mode;
(d) At the beginning of the test, all protection devices which would affect
the function of the Tested-Device and which are relevant for the
outcome of the test shall be operational.
8.2.7.3.2. Discharging.
The procedure for discharging the REESS for vehicle-based test shall be in
accordance with paragraphs 8.2.7.3.2.1. and 8.2.7.3.2.2. Alternatively, the
procedure for discharging the REESS for vehicle-based test shall be in
accordance with paragraph 8.2.7.3.2.3. For component-based test, the
discharging procedure shall be in accordance with paragraph 8.2.7.3.2.4.
8.2.7.3.2.1. Discharge by vehicle driving operation.
This procedure is applicable to the vehicle-based tests in active driving
possible mode:
(a) The vehicle shall be driven on a chassis dynamometer. The vehicle
operation on a chassis dynamometer (e.g. simulation of continuous
driving at steady speed) that will deliver as constant discharging
power as reasonably achievable shall be determined, if necessary,
through consultation with the manufacturer;
(b) The REESS shall be discharged by the vehicle operation on a chassis
dynamometer in accordance with paragraph 8.2.7.3.2.1.(a). The
vehicle operation on the chassis dynamometer shall be terminated
when the vehicle's over-discharge protection control terminates
REESS discharge current or the temperature of the REESS is
stabilised such that the temperature varies by a gradient of less than 4
°C through 2 hours. Where an over-discharge protection control fails
to operate, or if there is no such control, then the discharging shall be

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continued until the REESS is discharged to 25 per cent of its nominal

voltage level;
(c) Immediately after the termination of discharging, one standard charge
followed by a standard discharge as described in paragraph 8.2.1.1.
shall be conducted if it is not prohibited by the vehicle.
8.2.7.3.2.2. Discharge by auxiliary electrical equipment (vehicle-based test).
This procedure is applicable to the vehicle-based tests in stationary condition:
(a) The vehicle shall be switched in to a stationary operation mode that
allow consumption of electrical energy from REESS by auxiliary
electrical equipment. Such an operation mode shall be determined, if
necessary, through consultation with the manufacturer. Equipments
(e.g. wheel chocks) that prevent the vehicle movement may be used as
appropriate to ensure the safety during the test;
(b) The REESS shall be discharged by the operation of electrical
equipment, air-conditioning, heating, lighting, audio-visual
equipment, etc., that can be switched on under the conditions given in
paragraph 8.2.7.3.2.2.(a). The operation shall be terminated when the
vehicle's over-discharge protection control terminates REESS
discharge current or the temperature of the REESS is stabilised such
that the temperature varies by a gradient of less than 4 °C through 2
hours. Where an over-discharge protection control fails to operate, or
if there is no such control, then the discharging shall be continued
until the REESS is discharged to 25 per cent of its nominal voltage
level;
(c) Immediately after the termination of discharging, one standard charge
followed by a standard discharge as described in paragraph 8.2.1.1.
shall be conducted if it is not prohibited by the vehicle.
8.2.7.3.2.3. Discharge of REESS using discharge resistor (vehicle-based test).
This procedure is applicable to vehicles for which the manufacturer provides
information to connect a breakout harness to a location just outside the
REESS that permits discharging the REESS:
(a) Connect the breakout harness to the vehicle as specified by the
manufacturer. Place the vehicle in active driving possible mode;
(b) A discharge resistor is connected to the breakout harness and the
REESS shall be discharged at a discharge rate under normal operating
conditions in accordance with manufacturer provided information. A
resistor with discharge power of 1 kW may be used;
(c) The test shall be terminated when the vehicle's over-discharge
protection control terminates REESS discharge current or the
temperature of the REESS is stabilised such that the temperature
varies by a gradient of less than 4 °C through 2 hours. Where an
automatic discharge interrupt function fails to operate, or if there is no
such function, then the discharging shall be continued until the REESS
is discharged to 25 per cent of its nominal voltage level;
(d) Immediately after the termination of discharging, one standard charge
followed by a standard discharge as described in paragraph 8.2.1.1.
shall be conducted if it is not prohibited by the vehicle.

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8.2.7.3.2.4. Discharge by external equipment (component-based test).

This procedure is applicable to component-based test:
(a) All relevant main contactors shall be closed. The external charge-
discharge shall be connected to the main terminals of the tested-
device;
(b) A discharge shall be performed with a stable current within the normal
operating range as specified by the manufacturer;
(c) The discharging shall be continued until the Tested-Device
(automatically) terminates REESS discharge current or the
temperature of the Tested-Device is stabilised such that the
temperature varies by a gradient of less than 4 °C through 2 hours.
Where an automatic interrupt function fails to operate, or if there is no
such function, then the discharging shall be continued until the Tested-
Device is discharged to 25 per cent of its nominal voltage level;
(d) Immediately after the termination of the discharging, one standard
charge followed by a standard discharge as described in paragraph
8.2.1.1. shall be conducted if not inhibited by the Tested-Device.
8.2.7.4. The test shall end with an observation period of 1 h at the ambient
temperature conditions of the test environment.
8.2.8. Over-temperature protection test.
8.2.8.1. Purpose.
The purpose of this test is to verify the performance of the protection
measures of the REESS against internal overheating during operation. In the
case that no specific protection measures are necessary to prevent the REESS
from reaching an unsafe state due to internal over-temperature, this safe
operation must be demonstrated.
8.2.8.2. The test may be conducted with a complete REESS according to paragraphs
8.2.8.3. and 8.2.8.4. or with a complete vehicle according to paragraphs
8.2.8.5 and 8.2.8.6.
8.2.8.3. Installation for test conducted using a complete REESS.
8.2.8.3.1. Ancillary systems that do not influence to the test results may be omitted
from the tested-device. The test may be performed with a modified Tested-
Device provided these modifications shall not influence the test results.
8.2.8.3.2. Where a REESS is fitted with a cooling function and where the REESS will
remain functional in delivering its normal power without a cooling function
system being operational, the cooling system shall be deactivated for the test.
8.2.8.3.3. The temperature of the Tested-Device shall be continuously measured inside
the casing in the proximity of the cells during the test in order to monitor the
changes of the temperature. The on-board sensors, if existing, may be used
with compatible tools to read the signal.
8.2.8.3.4. The REESS shall be placed in a convective oven or climatic chamber. If
necessary, for conduction the test, the REESS shall be connected to the rest
of vehicle control system with extended cables. An external charge/discharge
equipment may be connected under supervision by the vehicle manufacturer.
8.2.8.4. Test procedures for test conducted using a complete REESS.

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8.2.8.4.1. At the beginning of the test, all protection devices which affect the function
of the Tested-Device and are relevant to the outcome of the test shall be
operational, except for any system deactivation implemented in accordance
with paragraph 8.2.8.3.2.
8.2.8.4.2. The Tested-Device shall be continuously charged and discharged by the
external charge/discharge equipment with a current that will increase the
temperature of cells as rapidly as possible within the range of normal
operation as defined by the manufacturer until the end of the test.
Alternatively, the charge and discharge may be conducted by vehicle driving
operations on chassis dynamometer where the driving operation shall be
determined through consultation with the manufacturer to achieve the
conditions above.
8.2.8.4.3. The temperature of the chamber or oven shall be gradually increased, from 20
± 10 °C or at higher temperature if requested by the manufacturer, until it
reaches the temperature determined in accordance with paragraph 8.2.8.4.3.1
or paragraph 8.2.8.4.3.2 below as applicable, and then maintained at a
temperature that is equal to or higher than this, until the end of the test.
8.2.8.4.3.1. Where the REESS is equipped with protective measures against internal
overheating, the temperature shall be increased to the temperature defined by
the manufacturer as being the operational temperature threshold for such
protective measures, to insure that the temperature of the Tested-Device will
increase as specified in paragraph 8.2.8.4.2.
8.2.8.4.3.2. Where the REESS is not equipped with any specific measures against
internal over-heating the temperature shall be increased to the maximum
operational temperature specified by the manufacturer.
8.2.8.4.4. The test will end when one of the followings is observed:
(a) The Tested-Device inhibits and/or limits the charge and/or discharge
to prevent the temperature increase;
(b) The temperature of the Tested-Device is stabilised such that the
temperature varies by a gradient of less than 4 °C through 2 hours;
(c) Any failure of the acceptance criteria prescribed in paragraph 7.3.8.
8.2.8.5. Installation for test conducted using a complete vehicle.
8.2.8.5.1. Based on information from the manufacturer, for an REESS fitted with a
cooling function the cooling system shall be disabled or in a state of
significantly reduced operation (for an REESS that will not operate if the
cooling system is disabled) for the test.
8.2.8.5.2. The temperature of the REESS shall be continuously measured inside the
casing in the proximity of the cells during the test in order to monitor the
changes of the temperature using on-board sensors and compatible tools
according to manufacturer provided information to read the signals.
8.2.8.5.3. For vehicles with on-board energy conversion systems, adjust the fuel level
to nearly empty but so that the vehicle can enter into active driving possible
mode.
8.2.8.5.4. The vehicle shall be placed in in a climate control chamber set to a
temperature between 40 °C to 45 °C for at least 6 hours.

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8.2.8.6. Test procedures for test conducted using a complete vehicle.

8.2.8.6.1. The vehicle shall be continuously charged and discharged in a manner that will
increases the temperature of REESS cells as rapidly as possible within the range
of normal operation as defined by the manufacturer until the end of the test.
The charge and discharge will be conducted by vehicle driving operations on
chassis dynamometer where the driving operation shall be determined
through consultation with the manufacturer to achieve the conditions above.
For a vehicle that can be charged by an external power supply, the charging
may be conducted using an external power supply if more rapid temperature
increase is expected.
8.2.8.6.2. The test will end when one of the followings is observed:
(a) The vehicle terminates the charge and/or discharge;
(b) The temperature of the REESS is stabilised such that the temperature
varies by a gradient of less than 4 °C through 2 hours;
(c) Any failure of the acceptance criteria prescribed in paragraph 7.3.8.;
(d) 3 hours elapse from the time of starting the charge/discharge cycles in
paragraph 8.2.8.6.1.
8.2.9. Reserved.
8.2.10. Mechanical shock test.
8.2.10.1. Purpose.
The purpose of this test is to verify the safety performance of the REESS
under inertial loads which may occur during a vehicle crash.
8.2.10.2. Installations.
8.2.10.2.1. This test shall be conducted either with the complete REESS or with REESS
subsystem(s). If the manufacturer chooses to test with REESS subsystem(s),
the manufacturer shall demonstrate that the test result can reasonably
represent the performance of the complete REESS with respect to its safety
performance under the same conditions. If the electronic management unit for
the REESS is not integrated in the casing enclosing the cells, then the
electronic management unit may be omitted from installation on the Tested-
Device if so requested by the manufacturer.
8.2.10.2.2. The Tested-Device shall be connected to the test fixture only by the intended
mountings provided for the purpose of attaching the REESS or REESS
subsystem to the vehicle.
8.2.10.3. Procedures.
8.2.10.3.1. General test conditions and requirements.
The following condition shall apply to the test:
(a) The test shall be conducted at an ambient temperature of 20 ± 10 °C;
(b) At the beginning of the test, the SOC shall be adjusted in accordance
with the paragraph 8.2.1.2.;
(c) At the beginning of the test, all protection devices which affect the
function of the Tested-Device and which are relevant to the outcome
of the test, shall be operational.

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8.2.10.3.2. Test procedure.

The Tested-Device shall be decelerated or accelerated in compliance with the
acceleration corridors which are specified in Figure 29 and Tables 7 or 8. The
manufacturer shall decide whether the tests shall be conducted in either the
positive or negative direction or both.
For each of the test pulses specified, a separate Tested-Device may be used.
The test pulse shall be within the minimum and maximum value as specified
in Tables 7 or 8. A higher shock level and /or longer duration as described in
the maximum value in Tables 7 or 8 can be applied to the Tested-Device if
recommended by the manufacturer.
The test shall end with an observation period of 1 hour at the ambient
temperature conditions of the test environment.
Figure 29
Generic description of test pulses

Maximum curve
Acceleration

Minimum curve
F G

B C

A D H
Time

Table 7
Values for vehicles with GVM between 3,500 kg and 12,000 kg

Acceleration (g)

Point Time (ms) Longitudinal Transverse

A 20 0 0
B 50 10 5
C 65 10 5
D 100 0 0
E 0 5 2.5
F 50 17 10
G 80 17 10
H 120 0 0

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Table 8
Values for vehicles with GVM exceeding 12,000 kg

Acceleration (g)

Point Time (ms) Longitudinal Transverse

A 20 0 0
B 50 6.6 5
C 65 6.6 5
D 100 0 0
E 0 4 2.5
F 50 12 10
G 80 12 10
H 120 0 0

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Annex 1

Determination of hydrogen emissions during the charge procedures of

the REESS

1. Introduction
This annex describes the procedure for the determination of hydrogen
emissions during the charge procedures of the REESS with open-type
traction battery, according to paragraph 5.4.11.2. of this UN GTR.
2. Description of test
The hydrogen emission test (Figure 1 of this annex) is conducted in order to
determine hydrogen emissions during the charge procedures of the REESS
with the charger. The test consists in the following steps:
(a) Vehicle/REESS preparation;
(b) Discharge of the REESS;
(c) Determination of hydrogen emissions during a normal charge;
(d) Determination of hydrogen emissions during a charge carried out with
the charger failure.
3. Tests
3.1. Vehicle based test.
3.1.1. The vehicle shall be in good mechanical condition and have been driven at
least 300 km during seven days before the test. The vehicle shall be equipped
with the REESS subject to the test of hydrogen emissions, over this period.
3.1.2. If the REESS is used at a temperature above the ambient temperature, the
operator shall follow the manufacturer's procedure in order to keep the
REESS temperature in normal functioning range.
The manufacturer's representative shall be able to certify that the temperature
conditioning system of the REESS is neither damaged nor presenting a
capacity defect.
3.2. Component based test.
3.2.1. The REESS shall be in good mechanical condition and have been subject to
minimum of 5 standard cycles (as specified in paragraph 6.2.1.1. or
paragraph 8.2.1.1, as applicable, of this regulation).
3.2.2. If the REESS is used at a temperature above the ambient temperature, the
operator shall follow the manufacturer's procedure in order to keep the
REESS temperature in its normal functioning range.
The manufacturer's representative shall be able to certify that the temperature
conditioning system of the REESS is neither damaged nor presenting a
capacity defect.

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Figure 1
Determination of hydrogen emissions during the charge procedures of the REESS

START
ART
Vehicle/REESS preparation
(if necessary)

Maximum 7 days
days days
Discharge of the REESS
Ambient temperature of 293 to 303 K

Maximum 15 min
Soak
12 to
36 h

Maximum 2 min after

connection to mains
Hydrogen emission test
to mains
during a normal charge

Maximum 7 days

Discharge of the REESS

Ambient temperature of 293 to 303 K

Maximum 15 min

12 to Soak
36 h

Maximum 2 min after

Hydrogen emission test connection to mains
during a charger failure
Ambient temperature 293 K ± 2 K

END

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4. Test equipment for hydrogen emission test

4.1. Hydrogen emission measurement enclosure.
The hydrogen emission measurement enclosure shall be a gas-tight
measuring chamber able to contain the vehicle/REESS under test. The
vehicle/REESS shall be accessible from all sides and the enclosure when
sealed shall be gas-tight in accordance with Appendix 1 to this annex. The
inner surface of the enclosure shall be impermeable and non-reactive to
hydrogen. The temperature conditioning system shall be capable of
controlling the internal enclosure air temperature to follow the prescribed
temperature throughout the test, with an average tolerance of ±2 K over the
duration of the test.
To accommodate the volume changes due to enclosure hydrogen emissions,
either a variable-volume or another test equipment may be used. The
variable-volume enclosure expands and contracts in response to the hydrogen
emissions in the enclosure. Two potential means of accommodating the
internal volume changes are movable panels, or a bellows design, in which
impermeable bags inside the enclosure expand and contract in response to
internal pressure changes by exchanging air from outside the enclosure. Any
design for volume accommodation shall maintain the integrity of the
enclosure as specified in Appendix 1 to this annex.
Any method of volume accommodation shall limit the differential between
the enclosure internal pressure and the barometric pressure to a maximum
value of ± 5 hPa.
The enclosure shall be capable of latching to a fixed volume. A variable
volume enclosure shall be capable of accommodating a change from its
"nominal volume" (see Annex 1, Appendix 1, paragraph 2.1.1.), taking into
account hydrogen emissions during testing.
4.2. Analytical systems.
4.2.1. Hydrogen analyser.
4.2.1.1. The atmosphere within the chamber is monitored using a hydrogen analyser
(electrochemical detector type) or a chromatograph with thermal conductivity
detection. Sample gas shall be drawn from the mid-point of one side-wall or
roof of the chamber and any bypass flow shall be returned to the enclosure,
preferably to a point immediately downstream of the mixing fan.
4.2.1.2. The hydrogen analyser shall have a response time to 90 per cent of final
reading of less than 10 s. Its stability shall be better than 2 per cent of full
scale at zero and at 80 ± 20 per cent of full scale, over a 15-minutes period
for all operational ranges.
4.2.1.3. The repeatability of the analyser expressed as one standard deviation shall be
better than 1 per cent of full scale, at zero and at 80 ± 20 per cent of full scale
on all ranges used.
4.2.1.4. The operational ranges of the analyser shall be chosen to give best resolution
over the measurement, calibration and leak checking procedures.
4.2.2. Hydrogen analyser data recording system.
The hydrogen analyser shall be fitted with a device to record electrical signal
output, at a frequency of at least once per minute. The recording system shall
have operating characteristics at least equivalent to the signal being recorded

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and shall provide a permanent record of results. The recording shall show a
clear indication of the beginning and end of the normal charge test and
charging failure operation.
4.3. Temperature recording.
4.3.1. The temperature in the chamber is recorded at two points by temperature
sensors, which are connected so as to show a mean value. The measuring
points are extended approximately 0.1 m into the enclosure from the vertical
centre line of each side-wall at a height of 0.9 ± 0.2 m.
4.3.2. The temperatures in the proximity of the cells are recorded by means of the
sensors.
4.3.3. Temperatures shall, throughout the hydrogen emission measurements, be
recorded at a frequency of at least once per minute.
4.3.4. The accuracy of the temperature recording system shall be within ± 1.0 K and
the temperature shall be capable of being resolved to ± 0.1 K.
4.3.5. The recording or data processing system shall be capable of resolving time to
± 15 s.
4.4. Pressure recording.
4.4.1. The difference p between barometric pressure within the test area and the
enclosure internal pressure shall, throughout the hydrogen emission
measurements, be recorded at a frequency of at least once per minute.
4.4.2. The accuracy of the pressure recording system shall be within ± 2 hPa and
the pressure shall be capable of being resolved to ± 0.2 hPa.
4.4.3. The recording or data processing system shall be capable of resolving time to
± 15 s.
4.5. Voltage and current intensity recording.
4.5.1. The charger voltage and current intensity (battery) shall, throughout the
hydrogen emission measurements, be recorded at a frequency of at least once
per minute.
4.5.2. The accuracy of the voltage recording system shall be within ± 1 V and the
voltage shall be capable of being resolved to ± 0.1 V.
4.5.3. The accuracy of the current intensity recording system shall be within ± 0.5
A and the current intensity shall be capable of being resolved to ± 0.05 A.
4.5.4. The recording or data processing system shall be capable of resolving time to
± 15 s.
4.6. Fans.
The chamber shall be equipped with one or more fans or blowers with a
possible flow of 0.1 to 0.5 m3/second in order to thoroughly mix the
atmosphere in the enclosure. It shall be possible to reach a homogeneous
temperature and hydrogen concentration in the chamber during
measurements. The vehicle in the enclosure shall not be subjected to a direct
stream of air from the fans or blowers.

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4.7. Gases.
4.7.1. The following pure gases shall be available for calibration and operation:
(a) Purified synthetic air (purity < 1 ppm C1 equivalent; < 1 ppm CO; <
400 ppm CO2; < 0.1 ppm NO); oxygen content between 18 and 21 per
cent by volume;
(b) Hydrogen (H2), 99.5 per cent minimum purity.
4.7.2. Calibration and span gases shall contain mixtures of hydrogen (H 2) and
purified synthetic air. The real concentrations of a calibration gas shall be
within ± 2 per cent of the nominal values. The accuracy of the diluted gases
obtained when using a gas divider shall be within ± 2 per cent of the nominal
value. The concentrations specified in Appendix 1 may also be obtained by a
gas divider using synthetic air as the dilution gas.
5. Test procedure.
The test consists in the five following steps:
(a) vehicle/REESS preparation;
(b) discharge of the REESS;
(c) determination of hydrogen emissions during a normal charge;
(d) discharge of the traction battery;
(e) determination of hydrogen emissions during a charge carried out with
the charger failure.
If the vehicle/REESS has to be moved between two steps, it shall be pushed
to the following test area.
5.1. Vehicle based test.
5.1.1. Vehicle preparation.
The ageing of REESS shall be checked, proving that the vehicle has
performed at least 300 km during seven days before the test. During this
period, the vehicle shall be equipped with the traction battery submitted to
the hydrogen emission test. If this cannot be demonstrated then the following
procedure will be applied.
5.1.1.1. Discharges and initial charges of the REESS.
The procedure starts with the discharge of the REESS of the vehicle while
driving on the test track or on a chassis dynamometer at a steady speed of
70± 5 per cent of the maximum speed of the vehicle during 30 minutes.
Discharging is stopped:
(a) When the vehicle is not able to run at 65 per cent of the maximum
thirty minutes speed, or
(b) When an indication to stop the vehicle is given to the driver by the
standard on-board instrumentation, or
(c) After having covered the distance of 100 km.

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5.1.1.2. Initial charge of the REESS.

The charge is carried out:
(a) With the charger;
(b) In an ambient temperature between 293 K and 303 K.
The procedure excludes all types of external chargers.
The end of REESS charge criteria corresponds to an automatic stop given by
the charger.
This procedure includes all types of special charges that could be
automatically or manually initiated like, for instance, the equalisation charges
or the servicing charges.
5.1.1.3. Procedure from paragraphs 5.1.1.1. and 5.1.1.2. shall be repeated 2 times.
5.1.2. Discharge of the REESS.
The REESS is discharged while driving on the test track or on a chassis
dynamometer at a steady speed of 70 ± 5 per cent from the maximum thirty
minutes speed of the vehicle.
Stopping the discharge occurs:
(a) When an indication to stop the vehicle is given to the driver by the
standard on-board instrumentation, or
(b) When the maximum speed of the vehicle is lower than 20 km/h.
5.1.3. Soak.
Within fifteen minutes of completing the battery discharge operation
specified in paragraph 5.2., the vehicle is parked in the soak area. The vehicle
is parked for a minimum of 12 hours and a maximum of 36 hours, between
the end of the traction battery discharge and the start of the hydrogen
emission test during a normal charge. For this period, the vehicle shall be
soaked at 293 ± 2 K.
5.1.4. Hydrogen emission test during a normal charge.
5.1.4.1. Before the completion of the soak period, the measuring chamber shall be
purged for several minutes until a stable hydrogen background is obtained.
The enclosure mixing fan(s) shall also be turned on at this time.
5.1.4.2. The hydrogen analyser shall be zeroed and spanned immediately prior to the
test.
5.1.4.3. At the end of the soak, the test vehicle, with the engine shut off and the test
vehicle windows and luggage compartment opened shall be moved into the
measuring chamber.
5.1.4.4. The vehicle shall be connected to the mains. The REESS is charged
according to normal charge procedure as specified in paragraph 5.1.4.7.
below.
5.1.4.5. The enclosure doors are closed and sealed gas-tight within 2 minutes from
electrical interlock of the normal charge step.
5.1.4.6. The start of a normal charge for hydrogen emission test period begins when
the chamber is sealed. The hydrogen concentration, temperature and

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barometric pressure are measured to give the initial readings C H2i, Ti and Pi
for the normal charge test.
These figures are used in the hydrogen emission calculation (paragraph 6. of
this annex). The ambient enclosure temperature T shall not be less than 291
K and no more than 295 K during the normal charge period.
5.1.4.7. Procedure of normal charge.
The normal charge is carried out with the charger and consists of the
following steps:
(a) Charging at constant power during t1;
(b) Over-charging at constant current during t2. Over-charging intensity is
specified by manufacturer and corresponds to the one used during
equalisation charging.
The end of REESS charge criteria corresponds to an automatic stop given by
the charger to a charging time of t1 + t2. This charging time will be limited to
t1 + 5 h, even if a clear indication is given to the driver by the standard
instrumentation that the battery is not yet fully charged.
5.1.4.8. The hydrogen analyser shall be zeroed and spanned immediately before the
end of the test.
5.1.4.9. The end of the emission sampling period occurs t1 + t2 or t1 + 5 h after the
beginning of the initial sampling, as specified in paragraph 5.1.4.6. of this
annex. The different times elapsed are recorded. The hydrogen concentration,
temperature and barometric pressure are measured to give the final readings
CH2f, Tf and Pf for the normal charge test, used for the calculation in
paragraph 6. of this annex.
5.1.5. Hydrogen emission test with the charger failure.
5.1.5.1. Within seven days maximum after having completed the prior test, the
procedure starts with the discharge of the REESS of the vehicle according to
paragraph 5.1.2. of this annex.
5.1.5.2. The steps of the procedure in paragraph 5.1.3. of this annex shall be repeated.
5.1.5.3. Before the completion of the soak period, the measuring chamber shall be
purged for several minutes until a stable hydrogen background is obtained.
The enclosure mixing fan(s) shall also be turned on at this time.
5.1.5.4. The hydrogen analyser shall be zeroed and spanned immediately prior to the
test.
5.1.5.5. At the end of the soak, the test vehicle, with the engine shut off and the test
vehicle windows and luggage compartment opened shall be moved into the
measuring chamber.
5.1.5.6. The vehicle shall be connected to the mains. The REESS is charged
according to failure charge procedure as specified in paragraph 5.1.5.9.
below.
5.1.5.7. The enclosure doors are closed and sealed gas-tight within 2 minutes from
electrical interlock of the failure charge step.
5.1.5.8. The start of a failure charge for hydrogen emission test period begins when
the chamber is sealed. The hydrogen concentration, temperature and

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barometric pressure are measured to give the initial readings C H2i, Ti and Pi
for the failure charge test.
These figures are used in the hydrogen emission calculation (paragraph 6. of
this annex). The ambient enclosure temperature T shall not be less than 291
K and no more than 295 K during the charging failure period.
5.1.5.9. Procedure of charging failure.
The charging failure is carried out with the suitable charger and consists of
the following steps:
(a) Charging at constant power during t'1;
(b) Charging at maximum current as recommended by the manufacturer
during 30 minutes. During this phase, the charger shall supply
maximum current as recommended by the manufacturer.
5.1.5.10. The hydrogen analyser shall be zeroed and spanned immediately before the
end of the test.
5.1.5.11. The end of test period occurs t'1 + 30 minutes after the beginning of the initial
sampling, as specified in paragraph 5.1.5.8. above. The times elapsed are
recorded. The hydrogen concentration, temperature and barometric pressure
are measured to give the final readings CH2f, Tf and Pf for the charging failure
test, used for the calculation in paragraph 6. of this annex.
5.2. Component based test.
5.2.1. REESS preparation.
The ageing of REESS shall be checked, to confirm that the REESS has
performed at least 5 standard cycles (as specified in paragraph 6.2.1.).
5.2.2. Discharge of the REESS.
The REESS is discharged at 70 ± 5 per cent of the nominal power of the
system.
Stopping the discharge occurs when minimum SOC as specified by the
manufacturer is reached.
5.2.3. Soak.
Within 15 minutes of the end of the REESS discharge operation specified in
paragraph 5.2.2. above, and before the start of the hydrogen emission test, the
REESS shall be soaked at 293 ± 2 K for a minimum period of 12 hours and a
maximum of period of 36 h.
5.2.4. Hydrogen emission test during a normal charge
5.2.4.1. Before the completion of the REESS's soak period, the measuring chamber
shall be purged for several minutes until a stable hydrogen background is
obtained. The enclosure mixing fan(s) shall also be turned on at this time.
5.2.4.2. The hydrogen analyser shall be zeroed and spanned immediately prior to the
test.
5.2.4.3. At the end of the soak period, the REESS shall be moved into the measuring
chamber.
5.2.4.4. The REESS shall be charged in accordance with the normal charge procedure
as specified in paragraph 5.2.4.7. below.

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5.2.4.5. The chamber shall be closed and sealed gas-tight within two minutes of the
electrical interlock of the normal charge step.
5.2.4.6. The start of a normal charge for hydrogen emission test period shall begin
when the chamber is sealed. The hydrogen concentration, temperature and
barometric pressure are measured to give the initial readings CH2i, Ti and Pi
for the normal charge test.
These figures are used in the hydrogen emission calculation (paragraph 6. of
this annex). The ambient enclosure temperature T shall not be less than 291
K and no more than 295 K during the normal charge period.
5.2.4.7. Procedure of normal charge
The normal charge is carried out with a suitable charger and consists of the
following steps:
(a) Charging at constant power during t1;
(b) Over-charging at constant current during t2. Over-charging intensity is
specified by manufacturer and corresponding to that used during
equalisation charging.
The end of REESS charge criteria corresponds to an automatic stop given by
the charger to a charging time of t1 + t2. This charging time will be limited to
t1 + 5 h, even if a clear indication is given by a suitable instrumentation that
the REESS is not yet fully charged.
5.2.4.8. The hydrogen analyser shall be zeroed and spanned immediately before the
end of the test.
5.2.4.9. The end of the emission sampling period occurs t1 + t2 or t1 + 5 h after the
beginning of the initial sampling, as specified in paragraph 5.2.4.6. above.
The different times elapsed are recorded. The hydrogen concentration,
temperature and barometric pressure are measured to give the final readings
CH2f, Tf and Pf for the normal charge test, used for the calculation in
paragraph 6. of this annex.
5.2.5. Hydrogen emission test with the charger failure.
5.2.5.1. The test procedure shall start within a maximum of seven days after having
completed the test in paragraph 5.2.4. above, the procedure shall start with
the discharge of the REESS of the vehicle in accordance with paragraph
5.2.2. above.
5.2.5.2. The steps of the procedure in paragraph 5.2.3. above shall be repeated.
5.2.5.3. Before the completion of the soak period, the measuring chamber shall be
purged for several minutes until a stable hydrogen background is obtained.
The enclosure mixing fan(s) shall also be turned on at this time.
5.2.5.4. The hydrogen analyser shall be zeroed and spanned immediately prior to the
test.
5.2.5.5. At the end of the soak the REESS shall be moved into the measuring
chamber.
5.2.5.6. The REESS shall be charged according to the failure charge procedure as
specified in paragraph 5.2.5.9. below.
5.2.5.7. The chamber shall be closed and sealed gas-tight within 2 minutes from
electrical interlock of the failure charge step.

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5.2.5.8. The start of a failure charge for hydrogen emission test period begins when
the chamber is sealed. The hydrogen concentration, temperature and
barometric pressure are measured to give the initial readings C H2i, Ti and Pi
for the failure charge test.
These figures are used in the hydrogen emission calculation (paragraph 6. of
this annex). The ambient enclosure temperature T shall not be less than 291
K and no more than 295 K during the charging failure period.
5.2.5.9. Procedure of charging failure.
The charging failure is carried out with a suitable charger and consists of the
following steps:
(a) Charging at constant power during t'1;
(b) Charging at maximum current as recommended by the manufacturer
during 30 minutes. During this phase, the charger shall supply
maximum current as recommended by the manufacturer.
5.2.5.10. The hydrogen analyser shall be zeroed and spanned immediately before the
end of the test.
5.2.5.11. The end of test period occurs t'1 + 30 minutes after the beginning of the initial
sampling, as specified in paragraph 5.2.5.8. above. The times elapsed are
recorded. The hydrogen concentration, temperature and barometric pressure
are measured to give the final readings CH2f, Tf and Pf for the charging failure
test, used for the calculation in paragraph 6. below.
6. Calculation
The hydrogen emission tests described in paragraph 5. above allow the
calculation of the hydrogen emissions from the normal charge and charging
failure phases. Hydrogen emissions from each of these phases are calculated
using the initial and final hydrogen concentrations, temperatures and
pressures in the enclosure, together with the net enclosure volume.
The formula below is used:

 V 
 (1  out )  C H 2f  Pf C  P 
M H2  k  V  10 4   V  H 2i i 
 Tf Ti 
 
 
Where:
MH2 = hydrogen mass, in grams;
CH2 = measured hydrogen concentration in the enclosure, in ppm
volume;
V = net enclosure volume in cubic metres (m3) corrected for the
volume of the vehicle, with the windows and the luggage
compartment open. If the volume of the vehicle is not determined a
volume of 1.42 m3 is subtracted;
Vout = compensation volume in m3, at the test temperature and pressure;
T = ambient chamber temperature, in K;
P = absolute enclosure pressure, in kPa;

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K = 2.42;
Where: i is the initial reading;
f is the final reading.
6.1. Results of test.
The hydrogen mass emissions for the REESS are:
MN = hydrogen mass emission for normal charge test, in g;
MD = hydrogen mass emission for charging failure test, in g.

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Annex 1 – Appendix 1

Annex 1 - Appendix 1

Calibration of equipment for hydrogen emission testing

1. Calibration frequency and methods
All equipment shall be calibrated before its initial use and then calibrated as
often as necessary and in any case in the month before type approval testing.
The calibration methods to be used are described in this appendix.
2. Calibration of the enclosure
2.1. Initial determination of enclosure internal volume.
2.1.1. Before its initial use, the internal volume of the chamber shall be determined
as follows. The internal dimensions of the chamber are carefully measured,
taking into account any irregularities such as bracing struts. The internal
volume of the chamber is determined from these measurements.
The enclosure shall be latched to a fixed volume when the enclosure is held
at an ambient temperature of 293 K. This nominal volume shall be repeatable
within ±0.5 per cent of the reported value.
2.1.2. The net internal volume is determined by subtracting 1.42 m3 from the
internal volume of the chamber. Alternatively the volume of the test vehicle
with the luggage compartment and windows open or REESS may be used
instead of the 1.42 m3.
2.1.3. The chamber shall be checked as in paragraph 2.3. of this annex. If the
hydrogen mass does not agree with the injected mass to within ± 2 per cent
then corrective action is required.
2.2. Determination of chamber background emissions.
This operation determines that the chamber does not contain any materials
that emit significant amounts of hydrogen. The check shall be carried out at
the enclosure's introduction to service, after any operations in the enclosure
which may affect background emissions and at a frequency of at least once
per year.
2.2.1. Variable-volume enclosure may be operated in either latched or unlatched
volume configuration, as described in paragraph 2.1.1. above. Ambient
temperature shall be maintained at 293 ± 2 K, throughout the 4-hours period
mentioned below.
2.2.2. The enclosure may be sealed and the mixing fan operated for a period of up
to 12 h before the 4-hours background-sampling period begins.
2.2.3. The analyser (if required) shall be calibrated, then zeroed and spanned.
2.2.4. The enclosure shall be purged until a stable hydrogen reading is obtained,
and the mixing fan turned on if not already on.
2.2.5. The chamber is then sealed and the background hydrogen concentration,
temperature and barometric pressure are measured. These are the initial
readings CH2i, Ti and Pi used in the enclosure background calculation.
2.2.6. The enclosure is allowed to stand undisturbed with the mixing fan on for a
period of 4 hours.

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2.2.7. At the end of this time the same analyser is used to measure the hydrogen
concentration in the chamber. The temperature and the barometric pressure
are also measured. These are the final readings CH2f, Tf and Pf.
2.2.8. The change in mass of hydrogen in the enclosure shall be calculated over the
time of the test in accordance with paragraph 2.4. of this annex and shall not
exceed 0.5 g.
2.3. Calibration and hydrogen retention test of the chamber
The calibration and hydrogen retention test in the chamber provides a check
on the calculated volume (paragraph 2.1. above) and also measures any leak
rate. The enclosure leak rate shall be determined at the enclosure's
introduction to service, after any operations in the enclosure which may
affect the integrity of the enclosure, and at least monthly thereafter. If 6
consecutive monthly retention checks are successfully completed without
corrective action, the enclosure leak rate may be determined quarterly
thereafter as long as no corrective action is required.
2.3.1. The enclosure shall be purged until a stable hydrogen concentration is
reached. The mixing fan is turned on, if not already switched on. The
hydrogen analyser is zeroed, calibrated if required, and spanned.
2.3.2. The enclosure shall be latched to the nominal volume position.
2.3.3. The ambient temperature control system is then turned on (if not already on)
and adjusted for an initial temperature of 293 K.
2.3.4. When the enclosure temperature stabilizes at 293 K ± 2 K, the enclosure is
sealed and the background concentration, temperature and barometric
pressure measured. These are the initial readings CH2i, Ti and Pi used in the
enclosure calibration.
2.3.5. The enclosure shall be unlatched from the nominal volume.
2.3.6. A quantity of approximately 100 g of hydrogen is injected into the enclosure.
This mass of hydrogen shall be measured to an accuracy of ± 2 per cent of
the measured value.
2.3.7. The contents of the chamber shall be allowed to mix for five minutes and
then the hydrogen concentration, temperature and barometric pressure are
measured. These are the final readings CH2f, Tf and Pf for the calibration of
the enclosure as well as the initial readings CH2i, Ti and Pi for the retention
check.
2.3.8. On the basis of the readings taken in paragraphs 2.3.4 and 2.3.7 above and
the formula in paragraph 2.4. below, the mass of hydrogen in the enclosure is
calculated. This shall be within ± 2 per cent of the mass of hydrogen
measured in paragraph 2.3.6. above.
2.3.9. The contents of the chamber shall be allowed to mix for a minimum of
10 hours. At the completion of the period, the final hydrogen concentration,
temperature and barometric pressure are measured and recorded. These are
the final readings CH2f, Tf and Pf for the hydrogen retention check.
2.3.10. Using the formula in paragraph 2.4. below, the hydrogen mass is then
calculated from the readings taken in paragraphs 2.3.7 and 2.3.9. above. This
mass may not differ by more than 5 per cent from the hydrogen mass given
by paragraph 2.3.8. above.

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2.4. Calculation.
The calculation of net hydrogen mass change within the enclosure is used to
determine the chamber's hydrocarbon background and leak rate. Initial and
final readings of hydrogen concentration, temperature and barometric
pressure are used in the following formula to calculate the mass change.

 V 
 (1  out )  C H 2f  Pf C  P 
M H2  k  V  10 4   V  H 2i i 
 Tf Ti 
 
 
Where:
MH2 = hydrogen mass, in grams
CH2 = measured hydrogen concentration into the enclosure, in ppm
volume
V = enclosure volume in cubic metres (m3) as measured in paragraph
2.1.1. above.
Vout = compensation volume in m³, at the test temperature and pressure
T = ambient chamber temperature, in K
P = absolute enclosure pressure, in kPa
k = 2.42
Where: i is the initial reading
f is the final reading
3. Calibration of the hydrogen analyser
The analyser should be calibrated using hydrogen in air and purified
synthetic air. See paragraph 4.8.2. of Annex 1.
Each of the normally used operating ranges is calibrated by the following
procedure:
3.1. Establish the calibration curve by at least five calibration points spaced as
evenly as possible over the operating range. The nominal concentration of
the calibration gas with the highest concentrations to be at least 80 per cent of
the full scale.
3.2. Calculate the calibration curve by the method of least squares. If the resulting
polynomial degree is greater than 3, then the number of calibration points
shall be at least the number of the polynomial degree plus 2.
3.3. The calibration curve shall not differ by more than 2 per cent from the
nominal value of each calibration gas.
3.4. Using the coefficients of the polynomial derived from paragraph 3.2. above, a
table of analyser readings against true concentrations shall be drawn by steps
no greater than 1 per cent of full scale. This is to be carried out for each
analyser range calibrated.
This table shall also contain other relevant data such as:
(a) date of calibration;

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(b) span and zero potentiometer readings (where applicable);

(c) nominal scale;
(d) reference data of each calibration gas used;
(e) real and indicated value of each calibration gas used together with the
percentage differences;
(f) calibration pressure of analyser.
3.5. Alternative methods (e.g. computer, electronically controlled range
switch) can be used if it is proven to the technical service that these
methods give equivalent accuracy.

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Annex 2

Annex 2

Verification method for testing authorities confirming

document based isolation resistance compliance of electrical
design of the vehicle after water exposure
This annex describes the applicable requirements when certifying the manufacturers' high
voltage equipment or system components against adverse water effects rather than a
physical test. As a general rule, the electrical design or components of the vehicles shall
comply with the requirements as specified in paragraphs "5.1.1.1. or 7.1.1.1. Protection
against direct contact, 5.1.1.2. or 7.1.1.2. Protection against indirect contact", and 5.1.1.2.4.
or 7.1.1.2.4. respectively. Isolation resistance and this will be separately verified by the
testing authority. Vehicle manufacturers shall provide information to testing authorities to
identify, as a point of reference, the mounting location for each high-voltage component
in/on the vehicle.
1. Documentation shall contain the following information:
(a) on how the manufacturer tested isolation resistance compliance of
electrical design of the vehicle by using fresh water;
(b) on how, after the test had been carried out, the high-voltage
component or system was inspected for ingress of water and how,
depending on its mounting location, each high voltage
component/system met the appropriate degree of protection against
water.
2. The testing authority will verify and confirm the authencity of documented
conditions that have been observed, and should have been complied with,
during the process of certification by manufacturer:
2.1. It is permitted that, during the test, the moisture contained inside the
enclosure is partly condensed. The dew which may be deposited is not
considered as ingress of water. For the purpose of the tests, the surface area
of the tested high-voltage component or system is calculated with an
accuracy of 10 per cent. If possible, the tested high-voltage component or
system is run energized. If the tested high-voltage component or system is
energized, adequate safety precautions are taken.
2.2. For electrical components, externally attached (e.g. in engine compartment),
open underneath, both exposed or protected locations, the testing authority
shall verify, with a view to confirming the compliance, whether the test is
conducted by spraying the high-voltage component or system from all
practicable directions with a stream of water from a standard test nozzle as
shown in Figure 1. The following parameters are observed during the test in
particular:
(a) Nozzle internal diameter: 6.3 mm;
(b) Delivery rate: 11.9 – 13.2 l/min;
(c) Water pressure at the nozzle: approximately 30 kPa (0.3 bar);
(d) Test duration per m2 of surface area of the tested high-voltage
component or system: 1 min;

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(e) Minimum test duration: 3 min;

(f) Distance from nozzle to tested high-voltage component or system
surface: approximately 3 m (this distance may be reduced, if necessary
to ensure proper wetting when spraying upwards).
Figure 1
Standard nozzle for the test

Dimensions in millimetres
D is 6.3 mm as specified in (a) above.

2.3. For electrical components, externally attached (e.g. in engine compartment),

covered from underneath, the testing authority shall verify, with a view to
confirming the compliance, whether:
(a) The cover protects the component against direct spray water from
underneath and is not visible;
(b) The test is conducted by using splashing test nozzle as shown in
Figure 2;
(c) The moving shield is removed from the spray nozzle and the machine
is sprayed from all practicable directions;
(d) The water pressure is adjusted to give a delivery rate of (10 ± 0.5)
l/min (pressure approximately 80 kPa to 100 kPa (0.8 bar to 1.0 bar));
(e) The test duration is 1 min/m2 of calculated surface area of the machine
(excluding any mounting surface and cooling fin) with a minimum
duration of 5 min.

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Figure 2
Splashing test nozzle

Dimensions in millimetres Viewed according to arrow A (with shield removed)

IEC 927/01
Note:

1. Cock 7. Spray nozzle – brass with 121 holes  0,5:

2. Pressure gauge 1 hole in centre
3. Hose 2 inner circles of 12 holes at 30° pitch
4. Moving shield – aluminium 4 outer circles of 24 holes at 15° pitch
5. Spray nozzle 8. Machine under test
6. Counter weight

3. The entire high voltage system or each component is checked to comply with the
isolation resistance requirement in paragraph 5.1.1.2.4. or paragraph 7.1.1.2.4. with
the following conditions:
(a) The electric chassis shall be simulated by an electric conductor, e.g. a metal
plate, and the components are attached with their standard mounting devices
to it;
(b) Cables, where provided, shall be connected to the component.
4. The parts designed not to be wet during operation are not allowed to be wet and no
accumulation of water which could have reached them is tolerated inside the high-
voltage component or system.

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