Amendment 2 to AIS-156 (08/2022)

Specific Requirements for L Category Electric

Power Train Vehicles

1.0 Page 15/80, Clause 6.1

Substitute following text for existing text:

6.1 General

6.1.1 REESS Ingress protection requirement.

REESS with 100% SoC shall be tested for water ingress protection IP
X7 as per IEC 60529. There shall be no fire or explosion during IP X7
testing of REESS

6.1.2 Battery Management System (BMS) of REESS

6.1.2.1 BMS shall be microprocessor/microcontroller-based circuit.

6.1.2.2 BMS shall comply EMC requirements as per AIS 004 Part 3 or AIS 004
Part 3 Rev 1 as applicable.

6.1.2.3 BMS of REESS shall be verified for following safety features during
REESS testing as per Annex 8 of this standard.

a) Over-voltage protection

b) Over-charge protection

c) Over-discharge protection

d) Over-temperature protection:

e) Overcurrent protection

f) Short circuit protection

6.1.3 Onboard/portable charger

a) Charger shall have Charge voltage cut-off to avoid over charging of

REESS (Traction Battery)

b) Charger shall have time-based charge cut-off function which shuts

off further charging based on timeout.

c) Charger shall have soft-start function every time REESS is

connected for charging.

d) Charger shall have Pre-charge Function to detect over-discharge

condition of battery.

Page 1 of 7
 e) Charger shall have input supply variation protection, output voltage
and current regulation.

f) Charger shall have earth leakage detection.

g) On-board/portable charger shall have communication with battery

(BMS).

h) The procedures prescribed in Annex 8 of this Standard shall be

applied.

2.0 Page 19/80,

Add new clause 6.11 after clause 6.10

6.11 Thermal Propagation Test

This procedure is added to evaluate the ability of REESS to withstand

thermal propagation which is triggered by an internal short circuit leading
to a single cell thermal runaway and subsequent thermal propagation and
shall not result in fire and explosion of REESS.

6.11.1 REESS manufacturer shall submit 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 user and
bystanders 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.

6.11.2 REESS manufacturer shall submit a system diagram of all relevant

physical systems and components. Relevant systems and components are
those which contribute to the protection of vehicle user and bystanders
from hazardous effects caused by thermal propagation triggered by a
single cell thermal runaway.

6.11.3 REESS manufacturer shall submit a diagram showing the functional

operation of the relevant systems and components, identifying all risk
mitigation functions or characteristics.

6.11.4. REESS shall be tested for thermal propagation tests as per Annex 8J.

6.11.4.1 Acceptance criteria

a. During the thermal propagation test of REESS, there shall be no

evidence of fire and explosion triggered by a single cell thermal
runaway.

b. REESS shall have audio visual warning for early detection of thermal
event/gases in case of thermal run away of cells. This warning shall
be activated.

Page 2 of 7
3.0 Page 75/80,

Add new Annex 8J and 8K after Annex 8I

ANNEX 8J (See 6.11)

THERMAL PROPAGATION TEST

1.0 THERMAL PROPAGATION

In order to ensure the overall safety of vehicles equipped with a REESS,

the vehicle user and bystanders 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).

Heating initiation methods shall be used to verify that the hazard of the
thermal propagation is prevented or eliminated by design and shall not
result in fire and explosion of REESS.

2.0 THERMAL PROPAGATION TEST

The test shall be conducted in accordance with paragraph 3.

(a) If no thermal runaway occurs, the tested device meets thermal

propagation requirement for the heating method of initiating thermal
runaway.

(b) If thermal runaway occurs: If no external fire or explosion occurs, the

tested device meets thermal propagation requirement. The observation
shall be made by visual inspection without disassembling the Tested-
Device;

3.0 TEST PROCEDURES

3.1 Purpose

The purpose of the thermal propagation test is to ensure the user and
bystander safety from a vehicle if thermal runaway occurs in the battery
system.

3.2 Installations

This test shall be conducted with 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.

3.3 Procedures

3.3.1 General test conditions

Page 3 of 7
 The following condition shall apply to the test:

(a) The test shall be conducted at temperature: 25 ± 2 °C;

(b) A standard cycle as per ANNEX 8 – APPENDIX 1 shall be done on

REESS. At the beginning of the test, the state of charge (SOC) shall
be adjusted not less than 95% SOC.

(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.

3.3.2 Initiation method

Cell Heating methods used to initiate the thermal runaway of a single

cell.

Use a block heater, film heater or other heating device to initiate thermal
runaway. In the case of a block heater of 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.

Heating: Heating shall be conducted with the following conditions:

(i) Shape: Plate 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 3.3.2 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 3.3.6.

If no thermal runaway occurs and the heating test is stopped, refer to

paragraph 1 and 2 of this Annexure.

3.3.3 Detection of thermal runaway.

Thermal runaway can be detected by the following conditions:

(i) The measured voltage of the initiation cell drops;

(ii) The measured temperature exceeds [the maximum operating

Page 4 of 7
 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 paragraph 1

and 2 of this Annexure.

The definition of the measured temperature is in paragraph 3.3.6.

3.3.4 Initiation method

Heating initiation method is selected here for this test.

3.3.5 Selection of initiation cell

Select an initiation cell, which is accessible by the selected trigger method

described in paragraph 3.3.2. 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.

3.3.6 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.

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 1). 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.

Page 5 of 7
 Figure 1

Example of set positions of heater and temperature sensor in Heating method

Annexure 8 K

Technical Requirements for Traction Battery (REESS) of L Category

Electric Power Train Vehicles

0. The Traction Battery Pack (REESS) design and manufacture guidelines as

specified in this Annexure, to be followed by REESS manufacturer. Same shall
be verified by test agency at the time of type approval and CoP of REESS

1. The manufacturing date of battery cells shall be clearly written / embossed on

the cells used to build REESS, with clear month and year of manufacture.
Manufacture date in the form of code is not acceptable as it cannot be
interpreted properly.

2. Cells used to make REESS, shall be certified as per as per IS 16893-Part 2 and
Part 3 by NABL accredited lab.

3. Cells used to make REESS, shall undergo minimum 5 cycles of charge-

discharge at C/3 current rate. Data of this cycling shall be maintained at REESS
pack manufacturer.

4. REESS shall have pressure release vent provided, to avoid building up of

internal pressure and release of gases in case internal single cell short circuit.

5. REESS shall have at least 4 temperature sensors in the battery pack to measure
the cells temperature and decision thereon by battery management system
(BMS). The position of the temperature sensors should be appropriately placed
to obtain the true temperature values. In case the temperature crosses 60 °C
(the temperature limit to be decided based on Indian conditions) an alarm
should come as an alert, and if the vehicle is in use, BMS should cut off the
power supply. Active thermal management should be ensured in the battery by
use of air-cooling fins

6. REESS shall have Active paralleling circuits for the parallel connection of cells
and strings to eliminate circulating currents. These power semiconductor devices
used for interconnecting strings will also act as protection/safety switches which
will detect any faulty strings and isolate them. They will allow bidirectional flow
of currents to charge and discharge the pack. The parallel cells and strings will get
isolated if it is detected to be faulty. Therefore, active paralleling should be

Page 6 of 7
 mandatory in the battery packs.

Alternatively, fuses / bond wires can also be used to prevent circulating currents
flowing through the cells connected in parallel. Such precautionary devices will
help in isolation of faulty cells connected in parallel.

7. Sufficient cell-to-cell spacing distance should be maintained for effective heat

transfer from the cell and also to isolate the cells in case of thermal run away
in REESS. The inter cell gap in REESS should be decided based on the type
of cell geometry used viz., cylindrical, prismatic or pouch and capacity of cells.

8. REESS shall have additional safety fuse or circuit breaker in addition to the
features available in Battery Management System (BMS).

9. Each REESS manufactured should have a traceability document in which the

details of cells, BMS, charger used along with serial/batch number, charge
discharge data values etc should be maintained with the REESS manufacturer.

10. Adequate protection of cells in case of regenerative braking must be considered

in REESS design.

11. Data logging feature is required in BMS which has also been mentioned in
IS17387 standard and should be adhered

12. Each battery pack must be associated with RFID tags and the BMS should be
capable of RF reading and writing. Important battery parameters relating to
history, transactions and state of health should be dynamically written onto the
RFID tag which can be useful during swapping and also for tracking and
debugging in case of damages.

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

ON BEHALF OF
AUTOMOTIVE INDUSTRY STANDARDS COMMITTEE

UNDER
CENTRAL MOTOR VEHICLES RULES - TECHNICAL STANDING COMMITTEE

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

29th August 2022

Page 7 of 7
 Amendment 1 (07/2021)
To
AIS-156: Specific Requirements for L Category Electric Power Train Vehicles
1.0 Page No 1/80 Clause No 1.1
Substitute following text for existing text:
1.1 Part I: Safety requirements with respect to the electric power train of vehicles of
category L, equipped with one or more traction motor(s) operated by electric power and
not permanently connected to the grid, as well as their high voltage components and
systems which are galvanically connected to the high voltage bus of the electric power
train.
2.0 Page No 1/80 Clause No 1.2
Substitute following text for existing text:
1.1 Part II: Safety requirements with respect to the Rechargeable Electrical Energy
Storage System (REESS) of vehicles of category L, equipped with one or more traction
motors operated by electric power and not permanently connected to the grid.

(Part II of this Standard does not apply to REESS(s) whose primary use is to supply
power for starting the engine and / or lighting and / or other vehicle auxiliaries
systems.)
3.0 Page No 2/80 Clause No 2.23
Substitute following text for existing text:
"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, are galvanically
connected to the electrical chassis and the maximum voltage between any live part and the
electrical chassis or any exposed conductive part is ≤ 30 V AC and ≤ 60 V DC, only the
components or parts of the electric circuit that operate on high voltage are classified as a
high voltage bus.
"Note: For pulsating DC voltages (alternating voltages without change of polarity) the
DC threshold shall be applied.

PRINTED BY
THE AUTOMOTIVE RESEARCH ASSOCIATION OF INDIA
P. B. NO. 832, PUNE 411 004
ON BEHALF OF
AUTOMOTIVE INDUSTRY STANDARDS COMMITTEE

UNDER
CENTRAL MOTOR VEHICLES RULES - TECHNICAL STANDING COMMITTEE

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

14th July 2021

 AIS-156

AUTOMOTIVE INDUSTRY STANDARDS

SPECIFIC REQUIREMENTS FOR

L CATEGORY ELECTRIC POWER
TRAIN VEHICLES

PART I: REQUIREMENTS OF A VEHICLE WITH REGARD

TO ITS ELECTRICAL SAFETY

PART II: REQUIREMENTS OF A RECHARGEABLE

ELECTRICAL ENERGY STORAGE SYSTEM (REESS) WITH
REGARD TO ITS SAFETY

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

ON BEHALF OF
AUTOMOTIVE INDUSTRY STANDARDS COMMITTEE

UNDER
CENTRAL MOTOR VEHICLE RULES – TECHNICAL STANDING COMMITTEE

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

Sept 2020

I
 AIS-156

INTRODUCTION

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

This standard prescribes the specific requirements for L Category Electric Power Train
Vehicles.

Considerable assistance has been taken from UN R 136.

The AISC panel and the Automotive Industry Standards Committee (AISC) responsible
for preparation of this standard are given in Annex 10 and Annex 11 respectively.

II
 AIS-156

CONTENTS

Para. No. Items Page No.

1 Scope 1/80

2 Definitions 1/80

3 Application for approval of vehicle 5/80

4 Application for approval of REESS 5/80

5 Part I: Requirements of a vehicle with regard to its 6/80

electrical safety

6 Part II: Requirements of a Rechargeable Electrical Energy 15/80

Storage System (REESS) with regard to its safety

7 Criteria for Extension of Approval 19/80

8 Technical Specifications 19/80

9 Transitional provisions 20/80

List of Annexes

Annex 1 Essential characteristics of road vehicles or systems 21/80

Annex 2 Essential characteristics of REESS 24/80

Annex 3 Essential characteristics of road vehicles or systems with 25/80

chassis connected to electrical circuits

Annex 4 Protection against direct contacts of parts under voltage 26/80

Annex 5A Isolation resistance measurement method for vehicle 29/80

based tests

Annex 5B Isolation resistance measurement method for component 33/80

based tests of a REESS

Annex 6 Confirmation method for function of on-board isolation 37/80

resistance monitoring system

Annex 7 Determination of hydrogen emissions during the charge 38/80

procedures of the REESS

Annex 7 Calibration of equipment for hydrogen emission testing 50/80

Appendix 1

Annex 7 Essential characteristics of the vehicle family 54/80

Appendix 2

III
 AIS-156

Annex 8 REESS test procedures 55/80

Annex 8 Procedure for conducting a standard cycle 56/80

Appendix 1

Annex 8A Vibration test 57/80

Annex 8B Thermal shock and cycling test 59/80

Annex 8C Mechanical drop test for removable REESS 60/80

Annex 8D Mechanical shock 61/80

Annex 8E Fire resistance 63/80

Annex 8E Dimension and technical data of firebricks 67/80

Appendix

Annex 8F External short circuit protection 68/80

Annex 8G Overcharge protection 70/80

Annex 8H Over-discharge protection 72/80

Annex 8I Over-temperature protection 74/80

Annex 9A Withstand voltage test 76/80

Annex 9B Water resistance test 77/80

Annex 10 Composition of AISC Panel 78/80

Annex 11 Composition of AISC 80/80

IV
 AIS-156

Specific Requirements for L Category Electric Power Train Vehicles

1.0 SCOPE

1.1. Part I: Safety requirements with respect to the electric power train of
vehicles of category L, as defined in Rule 2 (u) of CMVR, equipped with
one or more traction motor(s) operated by electric power and not
permanently connected to the grid, as well as their high voltage components
and systems which are galvanically connected to the high voltage bus of the
electric power train.

1.2. Part II: Safety requirements with respect to the Rechargeable Electrical
Energy Storage System (REESS) of vehicles of category L, as defined in
Rule 2 (u) of CMVR, equipped with one or more traction motors operated
by electric power and not permanently connected to the grid.

(Part II of this Standard does not apply to REESS(s) whose primary use is
to supply power for starting the engine and / or lighting and / or other
vehicle auxiliaries systems.)

2.0 DEFINITIONS

For the purpose of this standard following definitions shall apply. For
additional applicable terms refer AIS-049 (Rev 1) - 2016, as amended and
revised from time to time

2.1. "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.

2.2. "Barrier" means the part providing protection against direct contact to the
live parts from any direction of access.

2.3. "Basic insulation" means insulation applied to live parts for protection
against direct contact under fault-free conditions.

2.4. "Cell" means a single encased electrochemical unit containing one positive
and one negative electrode which exhibits a voltage differential across its
two terminals.

2.5. "Chassis connected to the electric circuit" means AC and DC electric

circuits galvanically connected to the electrical chassis.

2.6. "Conductive connection" means the connection using connectors to an

external power supply when the REESS is charged.

2.7. "Coupling system for charging the REESS" means the electrical circuit
used for charging the REESS from an external electric power supply
including the vehicle inlet or a permanently affixed charging cable.

1/80
 AIS-156

2.8. "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 of the state of charge and 100 per cent of the state of charge.

2.9. "Direct contact" means the contact of persons with live parts.

2.10. "Double insulation" means insulation comprising both basic insulation

and supplementary insulation.

2.11. "Electrical chassis" means a set made of conductive parts electrically linked
together, whose potential is taken as reference.

2.12. "Electrical circuit" means an assembly of connected live parts which is

designed to be electrically energized in normal operation.

2.13. "Electric energy conversion system" means a system that generates and
provides electric energy for electric propulsion.

2.14. "Electric power train" means the electrical circuit which includes the traction
motor(s), and may 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.

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

converting electric power for electric propulsion.

2.16. "Enclosure" means the part enclosing the internal units and providing
protection against direct contact from any direction of access.

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

2.18. "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.

2.19. "External electric power supply" means an alternating current (AC) or direct
current (DC) electric power supply outside of the vehicle.

2.20. "High Voltage" means the classification of an electric component or circuit,

if its working voltage is > 60 V and ≤ 1500 V DC or > 30 V and ≤ 1000 V AC
root mean square (rms).

2.21. "Fire" means the emission of flames from a tested-device. Sparks and arcing
shall not be considered as flames.

2.22. "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".

2.23. "High voltage bus" means the electrical circuit, including the coupling system
for charging the REESS that operates on high voltage.

2/80
 AIS-156

Where electrical circuits, that are galvanically connected to each other, are
galvanically connected to the electrical chassis and the maximum voltage
between any live part and the electrical chassis or any exposed conductive
part is  30 V AC and  60 V DC, only the components or parts of the
electric circuit that operate on high voltage are classified as a high voltage
bus.

2.24. "Indirect contact" means the contact of persons with exposed conductive
parts.

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

energized in normal use.

2.26. "Luggage compartment" means the enclosed space in the vehicle

intended for luggage accommodation.

2.27. "Manufacturer" means the person or body who is responsible to the

approval authority for all aspects of the type approval process and for
ensuring conformity of production. It is not essential that the person or body
be directly involved in all stages of the construction of the vehicle, system
or component which is the subject of the approval process.

2.28. "Onboard isolation resistance monitoring system" means the device

which monitors the isolation resistance between the high voltage buses and
the electrical chassis.

2.29. "Open type traction battery" means a liquid type battery requiring
refilling with water and generating hydrogen gas released to the
atmosphere.

2.30. "Passenger compartment" means the space for occupant

accommodation, bounded by at least 4 of the following: the roof, floor,
side walls, doors, window glass, front bulkhead and rear bulkhead, or rear
gate, as well as by the barriers and enclosures provided for protecting the
occupants from direct contact with live parts.

2.31. "Protection degree" means the protection provided by a barrier/enclosure

related to the contact with live parts by a test probe, such as a test finger
(IPXXB) or a test wire (IPXXD), as defined in Annex 4.

2.32. "Rechargeable Electrical Energy Storage System (REESS)" means the

rechargeable energy storage system that provides electric energy for
electric propulsion.

A battery whose primary use is to supply power for starting the engine
and/or lighting and/or other vehicle auxiliary systems is not considered as
a REESS. (Primary use in this context means that more than 50% of the
energy from the battery is used for starting the engine and / or lighting
and/or other vehicle auxiliaries systems over an appropriate driving cycle,
e.g. IDC.)

The REESS may include subsystem(s) together with the necessary ancillary
systems for physical support, thermal management, electronic control and
enclosures.

3/80
 AIS-156

2.33. "Reinforced insulation" means insulation of live parts for protection against
electric shock equivalent to double insulation. Insulation may compromise
several layers, which cannot be tested individually as supplementary or basic
insulation.

2.34. "Removable REESS" means a REESS that by design can be taken out from
the vehicle by the vehicle user for off-board charging.

2.35. "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
Annex 4).

2.36. "Service disconnect" means the device for deactivation of the electrical
circuit when conducting checks and services of the REESS, fuel cell stack, etc.

2.37. "State of Charge (SOC)" means the available electrical charge in a tested-
device expressed as a percentage of its rated capacity.

2.38. "Solid insulator" means the insulating coating of wiring harnesses provided
in order to cover and protect the live parts against direct contact from any
direction of access; covers for insulating the live parts of connectors, and
varnish or paint for the purpose of insulation.

2.39. "Subsystem" means any functional assembly of REESS components.

2.40. "Supplementary insulation" means independent insulation applied in

addition to basic insulation for protection against electric shock in the event of
a failure of the basic insulation.

2.41. "Tested-device" means either the complete REESS or the subsystem of a

REESS that is subjected to the tests prescribed by this Standard.

2.42. "Type of REESS" means systems which do not differ significantly in such
essential aspects as:

(a) The manufacturer's trade name or mark;

(b) The chemistry, capacity and physical dimensions of its cells;

(c) The number of cells, the mode of connection of the cells and the physical
support of the cells;
(d) The construction, materials and physical dimensions of the casing; and

(e) The necessary ancillary devices for physical support, thermal management
and electronic control.
2.43. "Vehicle type" means vehicles which do not differ in such essential aspects
as:
(a) Installation of the electric power train and the galvanically connected high
voltage bus;

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 AIS-156

(b) Nature and type of electric power train and the galvanically connected
high voltage components.
2.44. "Withstand voltage" means voltage to be applied to a specimen under
prescribed test conditions which does not cause breakdown and / or flashover
of a satisfactory specimen.
2.45. "Working voltage" means the highest value of an electrical circuit voltage
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.
3.0 APPLICATION FOR APPROVAL OF VEHICLE

3.1. Part I: Approval of a vehicle type with regard to its electrical safety, including
the High Voltage System
3.1.1. The application for approval of a vehicle type with regard to specific
requirements for the electric power train shall be submitted by the vehicle
manufacturer or by his duly accredited representative.
3.1.2. It shall be accompanied by the technical specifications in AIS 007 (Rev.5)
format and following particulars in Annex 1 format:
3.1.2.1. Detailed description of the vehicle type as regards the electric power train and
the galvanically connected high voltage bus.
3.1.2.2. For vehicles with REESS, additional evidence showing that the REESS is in
compliance with the requirements of paragraph 6 of this Standard.
3.1.3. A vehicle representative of the vehicle type to be approved shall be submitted
to the Test Agency responsible for conducting the approval tests and, if
applicable, at the manufacturer's discretion with the agreement of the Test
Agency, either additional vehicle(s), or those parts of the vehicle regarded by
the Test Agency as essential for the test(s) referred to in the paragraph 6. of
this Standard.
4.0 APPLICATION FOR APPROVAL OF REESS

4.1. Part II: Approval of a Rechargeable Electrical Energy Storage System

(REESS)
4.1.1. The application for approval of a type of REESS or separate technical unit with
regard to the safety requirements of the REESS shall be submitted by the
REESS manufacturer or by their duly accredited representative.
4.1.2. It shall be accompanied by the technical specifications in AIS 007 (Rev.5) and
Annex 2 format and comply with the following particulars:
4.1.2.1. Detailed description of the type of REESS or separate technical unit as regards
the safety of the REESS.
4.1.3. A component(s) representative of the type of REESS to be approved plus, at
the manufacturer's discretion, and with the agreement of the Test Agency,
those parts of the vehicle regarded by the Test Agency as essential for the test,
shall be submitted to the Test Agency responsible for conducting the approval
tests.

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5.0 PART I: REQUIREMENTS OF A VEHICLE WITH REGARD TO ITS

ELECTRICAL SAFETY

5.1. Protection against electrical shock

These electrical safety requirements apply to high voltage buses under

conditions where they are not connected to external high voltage power
supplies.

5.1.1. Protection against direct contact

Protection against direct contact with high voltage live parts is also required
for vehicles equipped with any REESS type approved under Part II of this
Standard.

The protection against direct contact with the live parts, shall comply with
paragraphs 5.1.1.1. and 5.1.1.2.

These protections (solid insulator, barrier, enclosure, etc.) shall not be able to
be opened, disassembled or removed without the use of tools.

5.1.1.1. For protection of live parts inside the passenger compartment or luggage
compartment, the protection degree IPXXD shall be provided.

5.1.1.2. Protection of live parts in areas other than the passenger compartment or
luggage compartment.

5.1.1.2.1. For vehicles with a passenger compartment, the protection degree IPXXB
shall be satisfied.

5.1.1.2.2. For vehicles without passenger compartment, the protection degree IPXXD
shall be satisfied.

5.1.1.2.3 In case of open vehicles where luggage compartment and passenger

compartment are not clearly distinguished, for protection of live parts inside
areas which can be accessed only with use of tools, the protection degree
IPXXB shall be provided and for other live parts protection degree IPXXD
shall be provided.
Note: Accessing an area by opening a lock with a key is not considered as
using a tool.
5.1.1.3. Connectors

Connectors (including vehicle inlet) are deemed to meet this requirement

if:
(a) They comply with 5.1.1.1. and 5.1.1.2. when separated without the use
of tools; or
(b) They are located underneath the floor and are provided with a locking
mechanism; or
(c) They are provided with a locking mechanism and other components
shall be removed with the use of tools in order to separate the connector;
or

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(d) The voltage of the live parts becomes equal or below 60 V DC or equal
or below 30 V AC (rms) within one second after the connector is
separated.

5.1.1.4. Service disconnect

For a service disconnect which can be opened, disassembled or removed

without tools, it is acceptable if protection degree IPXXB is satisfied under
a condition where it is opened, disassembled or removed without tools.

5.1.1.5. Marking

5.1.1.5.1. In the case of a REESS having high voltage capability the symbol shown in
Figure 1 shall appear on or near the REESS. The symbol background shall
be yellow, the bordering and the arrow shall be black.

Figure 1

Marking of high voltage equipment

5.1.1.5.2. The symbol shall also be visible on enclosures and barriers, which, when
removed expose live parts of high voltage circuits. This provision is
optional to any connector for high voltage buses. This provision shall not
apply to any of the following cases:

(a) Where barriers or enclosures cannot be physically accessed, opened, or

removed; unless other vehicle components are removed with the use of
tools;

(b) Where barriers or enclosures are located underneath the vehicle floor.

5.1.1.5.3. Cables for high voltage buses which are not located within enclosures shall
be identified by having an outer covering with the colour orange.

5.1.2. Protection against indirect contact

Protection against indirect contact is also required for vehicles with high
voltage live parts equipped with any REESS type approved under Part II of
this Standard.

5.1.2.1. For protection against electrical shock which could arise from indirect
contact, the exposed conductive parts, such as the conductive barrier and
enclosure, shall be galvanically connected securely to the electrical chassis
by connection with electrical wire or ground cable, or by welding, or by
connection using bolts, etc. so that no dangerous potentials are produced.

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5.1.2.2. 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.

This requirement is satisfied if the galvanic connection has been established

by welding.

5.1.2.3. 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 galvanical connection of the electrical
chassis to the earth ground 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 shall be demonstrated either by using the

connector specified by the vehicle manufacturer, or by analysis.

5.1.2.4. The requirement of paragraph 5.1.2.3. above shall not apply to the vehicles
which satisfy (a) or (b) below:

(a) The vehicle´s REESS can be charged via the external electric power
supply only by using an off-board charger with a double insulation or
reinforced insulation structure between input and output.

The performance requirements regarding the previously mentioned

insulation structure shall comply with the following requirements of
paragraph 5.1.2.4.1. and paragraph 5.1.2.4.3. and stated in its
documentation.

(b) The on-board charger has a double or reinforced insulation structure

between input and the vehicle’s exposed conductive parts / electrical
chassis.

The performance requirements regarding the previously mentioned

insulation structure shall comply with the following requirements of
paragraphs 5.1.2.4.1., 5.1.2.4.2. and 5.1.2.4.3.

If both systems are installed (a) and (b) have to be fulfilled.

5.1.2.4.1. Withstand voltage

5.1.2.4.1.1. For vehicle with on-board charger the test shall be conducted according to
Annex 9A to this standard.

5.1.2.4.1.2. Acceptance criteria

The insulation resistance shall be equal to or greater than 7 MΩ when

applying 500 V DC between all the inputs connected together and the
vehicle’s exposed conductive parts / electrical chassis.

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5.1.2.4.2. Protection against ingress of water

5.1.2.4.2.1. This test shall be conducted according to Annex 9B of this standard.

5.1.2.4.2.2. Acceptance Criteria

The insulation resistance shall be equal to or greater than 7 MΩ, when

applying 500 V DC.

5.1.2.4.3. Handling instructions

Appropriate instructions for charging shall be provided and included in the

manual.(1)

Also, do not use the battery nor the vehicle and ask your original vehicle
manufacturer authorized representative to take (appropriate) measures."

5.1.3. Isolation resistance

This paragraph shall not apply to chassis connected electrical circuits where
the maximum voltage between any live part and the electrical chassis or any
exposed conductive part does not exceed 30 V AC (rms) or 60 V DC.

5.1.3.1. Electric power train consisting of separate Direct Current- or

Alternating Current-buses

If AC buses and DC buses are galvanically isolated from each other, the
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 Annex 5A "Isolation

resistance measurement method for vehicle based tests".

5.1.3.2. Electric power train consisting of combined DC- and AC-buses

If AC buses and DC buses are galvanically connected, isolation resistance

between any high voltage bus and the electrical chassis shall have a
minimum value of 500 Ω/volt of the working voltage.

However, if all AC high voltage buses are protected by one of the two
following measures, isolation resistance between any high voltage bus and
the electrical chassis shall have a minimum value of 100 Ω/V of the working
voltage:

(a) Double or more layers of solid insulators, barriers or enclosures that meet
the requirement in paragraph 5.1.1. independently, for example wiring
harness;

(b) Mechanically robust protections that have sufficient durability over

vehicle service life such as motor housings, electronic converter cases or
connectors;

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(1)
Example of the content in the manual: "If during charging, your vehicle or charger
becomes submerged in water you should not touch either the vehicle nor the charger
because of danger of electric shock.

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 Annex 5A "Isolation

resistance measurement method for vehicle based tests".

5.1.3.3. Fuel cell vehicles

If the minimum isolation resistance requirement cannot be maintained over

time, then protection shall be achieved by any of the following:

(a) Double or more layers of solid insulators, barriers or enclosures that meet
the requirement in paragraph 5.1.1. independently;

(b) On-board isolation resistance monitoring system together with a warning

to the driver if the isolation resistance drops below the minimum required
value. The isolation resistance between the high voltage bus of the
coupling system for charging the REESS and the electrical chassis need
not be monitored, because the coupling system for charging is only
energized during charging of the REESS. The function of the on-board
isolation resistance monitoring system shall be confirmed as described
in Annex 6.

5.1.3.4. Isolation resistance requirement for the coupling system used to charge
the REESS

For the coupling system (used to charge the REESS and intended to be
conductively connected to the grounded external AC power supply) the
isolation resistance shall be at least 1 MΩ when the charger coupler is
disconnected. During the measurement, the REESS may be disconnected.

5.2. REESS

5.2.1. For a vehicle with a REESS, the requirement of either paragraph 5.2.1.1. or
paragraph 5.2.1.2. shall be satisfied.

5.2.1.1. For a REESS which has been type approved in accordance with Part II of
this Standard, installation shall be in accordance with the instructions
provided by the manufacturer of the REESS, and in conformity with the
description provided in Annex 2 to this Standard.

5.2.1.2. The REESS shall comply with the respective requirements of paragraph 6.
of this Standard.

5.2.2. Accumulation of gas

Spaces for open type traction batteries that may produce hydrogen gas shall be
equipped with a ventilation fan, a ventilation duct or any other suitable means
to prevent the accumulation of hydrogen gas.

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5.2.3. Protection against electrolyte spills

Vehicles shall foresee that no spilled electrolyte from the REESS and its
components shall reach the driver, rider or passenger or any person around the
vehicle during normal condition of use and / or functional operation.

When the REESS is in the upside-down position, no electrolyte shall spill.

5.2.4. Accidental or unintentional detachment

The REESS and its components shall be installed in the vehicle in such a way
so as to preclude the possibility of inadvertent or unintentional detachment of
the REESS.

The REESS in the vehicle shall not be ejected when the vehicle is tilted.

The REESS components shall not be ejected when the REESS is put upside-
down.

5.3. Functional safety

A momentary indication shall, as minimum, be given to the driver when the

vehicle is in "active driving possible mode''.

However, this provision does not apply under conditions where an internal
combustion engine directly or indirectly provides the vehicle´s propulsion
power.

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.

Note: The condition shall be deemed to be satisfied if the indication

specified above is not momentary and continues to be displayed.

If the onboard REESS can be externally charged by the user, movement

caused by the vehicle's propulsion system shall not be possible while the
external electric power supply is physically connected to the vehicle inlet.

For vehicles with a permanently connected recharge cable, the requirement

above is not applicable if using the cable to charge the vehicle prevents the
use of the vehicle (e.g. seat cannot be closed, the cable position does not
allow the rider to sit in or step into the vehicle). This requirement shall be
demonstrated by using the connector specified by the vehicle manufacturer.
The state of the drive direction control unit shall be identified to the driver.

5.3.1. Additional functional safety requirements

5.3.1.1. At least two deliberate and distinctive actions shall be performed by the
driver at the start-up to select the active driving possible mode.

5.3.1.2. Only a single action shall be required to deactivate the active driving
possible mode.

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5.3.1.3. Indication of temporary reduced power (i.e. not resulting from a failure) and
/ or of state of charge (SOC) of REESS.

5.3.1.3.1. The vehicle shall have a function / device that indicates to the driver / rider
if the power is automatically reduced below a certain level, (e.g. due to
activation of the output controller to protect the REESS or the propulsion
system) or due to a low SOC.

5.3.1.3.2. The conditions under which these indications are given shall be determined
by the manufacturer.

A brief description of the power reduction and indicating strategy will be

prescribed in Annex 1 clause no 8.4.1 and 8.4.2.

5.3.1.4. Driving or riding backwards

It shall not be possible to activate the vehicle reverse control function whilst
the vehicle is in forward motion.

5.3.1.5 There shall also be an optical / visual indication to the driver when state of
charge of the REESS reaches a level where re-charging is recommended,
this indication shall remain ON, even if the vehicle is restarted, till the
vehicle is charged above the charge level where re-charging is
recommended. In case vehicle has an indicator or display which shows
continuously the state-of-charge (SOC) level of REESS to the driver, the
provision of indication mentioned in this clause is optional.

5.4. Determination of hydrogen emissions

5.4.1. This test shall be carried out on all vehicles equipped with open type traction
batteries. If the REESS has been approved under Part II of this Standard and
installed in accordance with paragraph 5.2.1.1., this test can be omitted for
the approval of the vehicle.

5.4.2. The test shall be conducted according to the method in Annex 7 of the
present Standard. The hydrogen sampling and analysis shall be prescribed.
Other analysis methods can be approved if it is proven that they give
equivalent results.

5.4.3. During a normal charge procedure in the conditions given in Annex 7,

hydrogen emissions shall be below 125 g during 5 h, or below 25 x t 2 g
during t2 (in h).

5.4.4. During a charge carried out by a charger presenting a failure (conditions

given in Annex 7), hydrogen emissions shall be below 42 g. The charger
shall limit such a failure to 30 minute maximum.

5.4.5. All the operations linked to the REESS charging shall be controlled
automatically, including the stop for charging.

5.4.6. Manual control of the charging phases shall not be possible.

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5.4.7. Normal operations of connection and disconnection to the mains or power

cuts shall not affect the control system of the charging phases.

5.4.8. Important charging failures shall be permanently indicated. An important

failure is a failure that can lead to a malfunction of the charger during
charging later on.

5.4.9. The manufacturer shall indicate, the vehicle's conformity in the owner's
manual to these requirements.

5.4.10. The approval granted to a vehicle type relative to hydrogen emissions can
be extended to different vehicle types belonging to the same family, in
accordance with the definition of the family given in Annex 7, Appendix 2.

5.5 Protection against Water Effects

The test as per 5.5.1, 5.5.2 and 5.5.3 shall be performed. After each exposure
(vehicles still wet), the vehicle shall then comply with the isolation
resistance test with at least 100 Ω/V of nominal voltage, but keeping the
power equipment connected to the REESS (main switch closed), and before
water test isolation resistance with at least 500 Ω/V of nominal voltage.

These tests shall not apply to vehicles having chassis connected electrical
circuits where the maximum voltage between any live part and the electrical
chassis or any exposed conductive part does not exceed 30V AC (rms) or
60 V DC.

5.5.1 Washing

This test is intended to simulate a normal washing of Electric Power Train

vehicles, but not specific cleaning using high water pressure or underbody
washing. The vehicle manufacturer shall specify detailed conditions for such
specific cleaning or washing in the owner’s manual. The critical areas of the
vehicle regarding this test are border lines i.e. a seal of two parts as flaps,
glass seals, outline of opening parts, outline of front grille, seals of lamps.

In the case of open vehicles such as 3-wheelers without doors and windows,
or 2-wheelers etc the manufacturer shall specify the procedure for normal
washing also. In such cases, the washing test shall be conducted by taking
into account the above recommendation.

The test uses a hose nozzle according to IPX5 as specified in IEC 60529
(Refer Annex-9B Figure 1 for details). Using fresh water with a flow rate of
12.5 l/min, all borderlines shall be exposed and followed in all directions
with the water stream at a speed rate of 0.1 m/s, keeping a distance of 3 m
between the nozzle aperture and the borderline.

5.5.2 Flooding

This test is intended to simulate the driving of an Electric Power Train

vehicles on flooded streets or in water puddles.

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The vehicle shall be driven in a wade pool, 10 cm in depth, over a distance

of 500 m at a speed of 20 km/h resulting in a time of approximately
1.5 min.

If the wade pool used is less than 500 m in length, so that it has to be driven
through several times, the total time including the periods outside the wade
pool shall be less than 10 min.

5.5.3 Heavy Rainstorm

This test is intended to simulate a sudden heavy rainstorm

e.g. a thunderstorm, when opening parts especially to access to the
passenger, load and motor compartments are open except those requiring
one or more tools.

In case of voltage class B equipment shielded from exposure to water, this

test of the whole vehicle may be replaced by equivalent tests on the
components individually.

The critical areas of the vehicle regarding this test are those accessible with
opened opening parts. This test uses a spray nozzle according to IPX3 as
specified in IEC 60529.

Using fresh water with a flow rate of 10 l/min, all surfaces with normally
open opening parts shall be exposed for 5 min, possibly through a regular
movement of the spray nozzle.

Note: Voltage class B equipment is an equipment with nominal voltage (U)

DC: 60 V < U <= 1500 V

AC: 30 V rms < U < = 1000 V rms – 15 to 150 Hz

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6.0 PART II: REQUIREMENTS OF A RECHARGEABLE

ELECTRICAL ENERGY STORAGE SYSTEM (REESS) WITH
REGARD TO ITS SAFETY

6.1. General

The procedures prescribed in Annex 8 of this Standard shall be applied.

6.2. Vibration

6.2.1. The test shall be conducted in accordance with Annex 8A of this Standard.

6.2.2. Acceptance criteria

6.2.2.1. During the test, there shall be no evidence of:

(a) Electrolyte leakage;

(b) Rupture (applicable to high voltage REESS (s) only);

(c) Fire;

(d) Explosion.

Evidence of electrolyte leakage shall be verified by visual inspection without

disassembling any part of the tested-device.

6.2.2.2. For a high voltage REESS, the isolation resistance measured after the test in
accordance with Annex 5B to this Standard shall not be less than
100 Ω/Volt.

6.3. Thermal shock and cycling

6.3.1. The test shall be conducted in accordance with Annex 8B to this Standard.

6.3.2. Acceptance criteria

6.3.2.1. During the test, there shall be no evidence of:

(a) Electrolyte leakage;

(b) Rupture (applicable to high voltage REESS(s) only);

(c) Fire;

(d) Explosion.

Evidence of electrolyte leakage shall be verified by visual inspection

without disassembling any part of the tested-device.

6.3.2.2. For a high voltage REESS, the isolation resistance measured after the test in
accordance with Annex 5B of this Standard shall not be less than
100 Ω/Volt.

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6.4. Mechanical tests

6.4.1. Drop test for removable REESS

6.4.1.1. The test shall be conducted in accordance with Annex 8C of this Standard.

6.4.1.2. Acceptance criteria

6.4.1.2.1. During the test there shall be no evidence of

(a) Electrolyte leakage;

(b) Rupture (applicable to high voltage REESS(s) only);

(c) Fire;

(d) Explosion.

Evidence of electrolyte leakage shall be verified by visual inspection without

disassembling any part of the tested-device.

6.4.1.2.2. For a high voltage REESS, the isolation resistance measured after the test in
accordance with Annex 5B of this Standard shall not be less than 100 Ω/Volt.

6.4.2. Mechanical shock

6.4.2.1. This test shall apply to vehicles with a centre and/or side stand.

The test shall be conducted in accordance with Annex 8D of this Standard.

6.4.2.2. Acceptance criteria

6.4.2.2.1. During the test there shall be no evidence of

(a) Electrolyte leakage;

(b) Rupture (applicable to high voltage REESS(s) only);

(c) Fire;

(d) Explosion.

Evidence of electrolyte leakage shall be verified by visual inspection without

disassembling any part of the tested-device.

6.4.2.2.2. 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 Annex 5B to this Standard.

6.5. Fire resistance

This test applies for vehicles with a passenger compartment only.

This test is required for REESS containing flammable electrolyte.

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The test shall be carried out on one test sample.

At the manufacturer´s choice the test may be performed as, either:

a) A vehicle based test in accordance with paragraph 6.5.1. of this Standard,

or

b) A component based test in accordance with paragraph 6.5.2. of this

Standard.

6.5.1. Vehicle based test

The test shall be conducted in accordance with Annex 8E in due

consideration of paragraph 3.2.1. of Annex 8E.

The approval of a REESS tested according to this paragraph shall be limited

to approvals for a specific vehicle type.

6.5.2. Component based test

The test shall be conducted in accordance with Annex 8E in due

consideration of paragraph 3.2.2. of Annex 8E.

6.5.3. Acceptance criteria

6.5.3.1. During the test, the tested-device shall exhibit no evidence of explosion.

6.6. External short circuit protection

6.6.1. The test shall be conducted in accordance with Annex 8F of this Standard.

6.6.2. Acceptance criteria;

6.6.2.1. During the test there shall be no evidence of:

(a) Electrolyte leakage;

(b) Rupture (applicable to high voltage REESS(s) only);

(c) Fire;

(d) Explosion.

Evidence of electrolyte leakage shall be verified by visual inspection without

disassembling any part of the tested-device.

6.6.2.2. For a high voltage REESS, the isolation resistance measured after the test in
accordance with Annex 5B to this Standard shall not be less than 100 Ω/V.

6.7. Overcharge protection

6.7.1. The test shall be conducted in accordance with Annex 8G to this Standard.

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6.7.2. Acceptance criteria

6.7.2.1. During the test there shall be no evidence of:

(a) Electrolyte leakage;

(b) Rupture (applicable to high voltage REESS(s) only);

(c) Fire;

(d) Explosion.

Evidence of electrolyte leakage shall be verified by visual inspection without

disassembling any part of the tested-device.

6.7.2.2. For a high voltage REESS, the isolation resistance measured after the test in
accordance with Annex 5B to this Standard shall not be less than 100 Ω/V.

6.8. Over-discharge protection

6.8.1. The test shall be conducted in accordance with Annex 8H to this Standard.

6.8.2. Acceptance criteria

6.8.2.1. During the test there shall be no evidence of:

(a) Electrolyte leakage;

(b) Rupture (applicable to high voltage REESS(s) only);

(c) Fire;

(d) Explosion.

Evidence of electrolyte leakage shall be verified by visual inspection without

disassembling any part of the tested-device.

6.8.2.2. For a high voltage REESS the isolation resistance measured after the test in
accordance with Annex 5B to this Standard shall not be less than 100 Ω/V.

6.9. Over-temperature protection

6.9.1. The test shall be conducted in accordance with Annex 8I to this Standard.

6.9.2. Acceptance criteria

6.9.2.1. During the test there shall be no evidence of:

(a) Electrolyte leakage;

(b) Rupture (applicable to high voltage REESS(s) only);

(c) Fire;

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(d) Explosion.

Evidence of electrolyte leakage shall be verified by visual inspection without

disassembling any part of the tested-device.

6.9.2.2. For a high voltage REESS, the isolation resistance measured after the test in
accordance with Annex 5B to this Standard shall not be less than 100 Ω/V.

6.10. Emission

Possible emission of gases caused by the energy conversion process during

normal use shall be considered.

6.10.1. Open type traction batteries shall meet the requirements of paragraph 5.4. of
this Standard with regard to hydrogen emissions.

Systems with a closed chemical process shall be considered as emission-free

under normal operation (e.g. lithium-ion battery).

The closed chemical process shall be described and documented by the

battery manufacturer in Annex 2.

Other technologies shall be evaluated by the manufacturer and the Test

Agency regarding any possible emissions under normal operation.

6.10.2. Acceptance criteria

For hydrogen emissions see paragraph 5.4. of this Standard.

For emission free systems with closed chemical process no verification is

necessary.

7.0 CRITERIA FOR EXTENSION OF APPROVAL

7.1. Every modification of the vehicle or REESS type with regard to this
Standard shall be notified to the Test Agency which approved the vehicle or
REESS type. The Test Agency may then either:

7.1.1. Consider that the modifications made are unlikely to have an appreciable
adverse effect and that in any case the vehicle or the REESS still complies
with the requirements, or

7.1.2. Require a further testing by Test Agency for necessary compliance of

vehicle or REESS to this standard.

8.0 TECHNICAL SPECIFICATIONS

8.1 Vehicle manufacturer shall submit test vehicle specification in Annex 1

format for type approval.

8.2 Vehicle manufacturer or REESS manufacturer shall submit technical

specifications of REESS in Annex 2 format for type approval.

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9.0 TRANSITIONAL PROVISIONS

9.1. General guidelines for transitional provisions for this standard shall be as
per AIS-000, as amended from time to time, as applicable, with the
following additional requirements.

9.2. For L category vehicles re-testing shall be carried out for compliance to this
standard from the date stipulated in the notification. Manufacturers may
request testing as per this standard from the date of adoption of this standard
in CMVR-TSC. In such case, vehicle complying with AIS 156 shall deemed
to comply with AIS 038 (Rev 1).

9.3. For REESS of L category vehicles re-testing shall be carried out for
compliance to this standard from the date stipulated in the notification.
Manufacturers may request testing as per this standard from the date of
adoption of this standard in CMVR-TSC. In such case, REESS complying
with AIS 156 shall deemed to comply with AIS 048.

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ANNEX 1

ESSENTIAL CHARACTERISTICS OF ROAD VEHICLES OR SYSTEMS

(See 3.1.2.)
1.0 GENERAL

1.1. Mark (trade name of manufacturer):

1.2. Type:

1.3. Vehicle category:

1.4. Commercial name(s) if available:

1.5. Manufacturer's name and address:

1.6. If applicable, name and address of manufacturer's representative:

1.7. Drawing and / or photograph of the vehicle:

1.8. Type Approval Report number of the REESS:

1.9. Passenger compartment: Yes / No:1

1.10. Centre and / or side stand: Yes / No:1

1.11 Propulsion system (e.g. hybrid, electric):

2.0 ELECTRIC MOTOR (TRACTION MOTOR)

2.1. Type (winding, excitation):

2.2. Maximum net power and / or maximum 30 minutes power (kW) as per
AIS 041 (Rev 1) 2015 as amended and revised from time to time

3.0 REESS

3.1. Trade name and mark of the REESS:

3.2. Indication of all types of cells:

3.2.1. The cell chemistry:

3.2.2. Physical dimensions:

3.2.3. Capacity of the cell (Ah):

3.3. Description or drawing(s) or picture(s) of the REESS explaining:

3.3.1. Structure:

3.3.2. Configuration (number of cells, mode of connection, etc.):

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3.3.3. Dimensions:

3.3.4. Casing (construction, materials and physical dimensions):

3.4. Electrical specification:

3.4.1. Nominal voltage (V):

3.4.2. Working voltage (V):

3.4.3. Rated capacity (Ah):

3.4.4. Maximum current (A):

3.5. Gas combination rate (in per cent):

3.6. Description or drawing(s) or picture(s) of the installation of the REESS in

the vehicle:

3.6.1. Physical support:

3.7. Type of thermal management

3.8. Electronic control:

4.0 FUEL CELL (IF ANY)

4.1. Trade name and mark of the fuel cell:

4.2. Types of fuel cell:

4.3. Nominal voltage (V):

4.4. Number of cells:

4.5. Type of cooling system (if any):

4.6. Max Power (kW):

5.0 FUSE AND / OR CIRCUIT BREAKER

5.1. Type:

5.2. Diagram showing the functional range:

6.0 POWER WIRING HARNESS

6.1. Type:

7.0 PROTECTION AGAINST ELECTRIC SHOCK

7.1. Description of the protection concept:

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8.0 ADDITIONAL DATA

8.1 Brief description of the power circuit components installation or drawings

/ pictures showing the location of the power circuit components installation:

8.2 Schematic diagram of all electrical functions included in power circuit:

8.3. Working voltage (V):

8.4. System descriptions for low performance driving mode(s)

8.4.1. Systems’ SOC level(s) for which power reduction is activated, descriptions,
rationales

8.4.2. Descriptions for systems’ reduced power mode(s) and similar mode(s),
rationales

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ANNEX 2

ESSENTIAL CHARACTERISTICS OF REESS

(See 4.1.2.)
1.0 REESS

1.1. Trade name and mark of the REESS:

1.2. Indication of all types of cells:

1.2.1. The cell chemistry:

1.2.2. Physical dimensions:

1.2.3. Capacity of the cell (Ah):

1.3. Description or drawing(s) or picture(s) of the REESS explaining

1.3.1. Structure:

1.3.2. Configuration (number of cells, mode of connection, etc.):

1.3.3. Dimensions:

1.3.4. Casing (construction, materials and physical dimensions):

1.3.5. Mass of REESS (kg):

1.4. Electrical specification

1.4.1. Nominal voltage (V):

1.4.2. Working voltage (V):

1.4.3. Rated capacity (Ah):

1.4.4. Maximum current (A):

1.5. Gas combination rate (in percentage):

Description or drawing(s) or picture(s) of the installation of the REESS in

1.6.
the vehicle:

1.6.1. Physical support:

1.7. Type of thermal management:

1.8. Electronic control:

1.9. Category of vehicles on which the REESS can be installed:

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ANNEX 3

ESSENTIAL CHARACTERISTICS OF ROAD VEHICLES OR SYSTEMS WITH

CHASSIS CONNECTED TO ELECTRICAL CIRCUITS
(See Annex 8C, 2.1. a)
1.0 GENERAL

1.1. Mark (trade name of manufacturer):

1.2. Type:

1.3. Vehicle category:

1.4. Commercial name(s) if available:

1.5. Manufacturer's name and address:

1.6. If applicable, name and address of manufacturer's representative:

1.7. Drawing and / or photograph of the vehicle:

1.8. Type Approval Report number of the REESS:

1.9. Passenger compartment: Yes / No: 1

1.10. Centre and / or side stand: Yes / No:1

2.0 REESS

2.1. Trade name and mark of the REESS:

2.2. The cell chemistry:

2.3. Electrical specification:

2.3.1. Nominal voltage (V):

2.3.2. Rated capacity (Ah):

2.3.3. Maximum current (A):

2.4. Gas combination rate (in per cent):

2.5. Description or drawing(s) or picture(s) of the installation of the REESS in

the vehicle:

3.0 ADDITIONAL DATA

3.1. Working voltage (V) AC circuit:

3.2. Working voltage (V) DC circuit:

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ANNEX 4

PROTECTION AGAINST DIRECT CONTACTS OF PARTS UNDER VOLTAGE

(See 2.31.)
1.0 ACCESS PROBES

Access probes to verify the protection of persons against access to live parts
are given in Table 1.

2.0 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 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 should be connected, if necessary, between the
probe and live parts inside the barrier or enclosure.

The signal-circuit method should also be applied to the moving live parts of
high voltage equipment.

Internal moving parts may be operated slowly, where this is possible.

3.0 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 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 shall be successively bent through an angle of up

to 90 degrees with respect to the axis of the adjoining section of the finger
and shall be placed in every possible position.

In case of the tests for 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

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Figure 1

Jointed test finger

Material: metal, except where otherwise specified

Linear dimensions in millimeters

Tolerances on dimensions without specific tolerance:

(a) On angles: 0 / -10°;

(b) On linear dimensions: up to 25 mm: 0 / -0.05 mm over 25 mm: ±0.2 mm

Both joints shall permit movement in the same plane and the same direction through an
angle of 90° with a 0 to +10° tolerance.

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ANNEX 5A

ISOLATION RESISTANCE MEASUREMENT METHOD FOR VEHICLE BASED

TESTS
(See 5.1.3.1.)

1.0 GENERAL

The isolation resistance for each high voltage bus of the vehicle shall be
measured or shall be determined by calculation using measurement values
from each part or component unit of a high voltage bus (hereinafter referred
to as the "divided measurement").

2.0 MEASUREMENT METHOD

The isolation resistance measurement shall be conducted by selecting an

appropriate measurement method from among those listed in
paragraphs 2.1. through 2.2. of this annex, depending on the electrical
charge of the live parts or the isolation resistance, etc.

The range of the electrical circuit to be measured shall be clarified in

advance, using electrical circuit diagrams, etc.

Moreover, modification 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, change in software, etc.

In cases where the measured values are not stable due to the operation of
the on-board isolation resistance monitoring system, etc., necessary
modification for conducting the measurement may be carried out, such as
stopping of the operation of the device concerned or removing it.
Furthermore, when the device is removed, it shall be proven, using
drawings, etc., that it will not change the isolation resistance between the
live parts and the electrical chassis.

Utmost care shall be exercised as to short circuit, electric shock, etc., for
this confirmation might require direct operations of the high-voltage
circuit.

2.1. Measurement method using voltage from off-vehicle sources

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.

2.1.2. Measurement method

An insulator resistance test instrument shall be connected between the live

parts and the electrical chassis. Then, the isolation resistance shall be
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 galvanically connected circuit and some of the components cannot

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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
component disconnected.

2.2. Measurement method using the vehicle’s own REESS as DC voltage

source
2.2.1. Test vehicle conditions

The high voltage-bus shall be 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.
2.2.2. Measurement instrument

The voltmeter used in this test shall measure DC values and shall have an
internal resistance of at least 10 MΩ.
2.2.3. Measurement method

2.2.3.1. First step

The voltage is measured as shown in Figure 1 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.
Electrical Chassis

Energy Conversion
System Assembly V2 REESS Assembly
High Voltage Bus

+ +

Energy
Traction System REESS
Conversion
Vb
System
- -

V1

Electrical Chassis

Figure 1

Measurement of Vb, V1, V2

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2.2.3.2. Second step

Measure and record the voltage (V1) between the negative side of the high
voltage bus and the electrical chassis (see Figure 1).

2.2.3.3. Third step

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

2.2.3.4. Fourth step

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

between the negative side of the high voltage bus and the electrical chassis.
With Ro installed, measure the voltage (V1’) between the negative side of
the high voltage bus and the electrical chassis (see Figure 2).

Calculate the electrical isolation (Ri) according to the following formula:

Ri = Ro*(Vb/V1’ – Vb/V1) or Ri = Ro*Vb*(1/V1’ – 1/V1)

Electrical Chassis

Energy Conversion
System Assembly REESS Assembly
High Voltage Bus

+ +

Energy
Traction System REESS
Conversion
Vb
System
- -

V1´ Ro

Electrical Chassis

Figure 2

Measurement of V1’

If V2 is greater than V1, insert a standard known resistance (Ro) between the
positive side of the high voltage bus and the electrical chassis. With Ro
installed, measure the voltage (V2’) between the positive side of the high
voltage bus and the electrical chassis (see Figure 3). Calculate the electrical
isolation (Ri) according to the formula shown. Divide this electrical isolation
value (in Ω) by the nominal operating voltage of the high voltage bus (in
Volts).

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Calculate the electrical isolation (Ri) according to the following formula:

Ri = Ro*(Vb/V2’ – Vb/V2) or Ri = Ro*Vb*(1/V2’ – 1/V2)

Figure 3
Measurement of V2’
2.2.3.5. Fifth step
The electrical isolation value Ri (in Ω) divided by the working voltage of the
high voltage bus (in Volts) results in the isolation resistance (in Ω/V).
Note: The standard known resistance Ro (in Ω) should be 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 volts). 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.

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ANNEX 5B

ISOLATION RESISTANCE MEASUREMENT METHOD FOR COMPONENT

BASED TESTS OF A REESS
(See 6.2.2.2.)
1.0 MEASUREMENT METHOD

The isolation resistance measurement shall be conducted by selecting an

appropriate measurement method from among those listed in
paragraphs 1.1. through 1.2. of this annex, depending on the electrical
charge of the live parts or the isolation resistance, etc.

If the operating voltage of the tested-device (Vb, Figure 1) 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).

These modifications shall not influence the test results.

The range of the electrical circuit to be measured shall be clarified in

advance, using electrical circuit diagrams, etc. If the high voltage buses are
galvanically isolated from each other, isolation resistance shall be measured
for each electrical circuit.

Moreover, modification 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, change in software, etc..

In cases where the measured values are not stable due to the operation of the
isolation resistance monitoring system, etc., necessary modification for
conducting the measurement may be carried out, such as stopping the
operation of the device concerned or removing it. Furthermore, when the
device is removed, it shall be proven, using drawings, etc., that it will not
change the isolation resistance between the live parts and the ground
connection designated by the manufacturer as a point to be connected to the
electrical chassis when installed on the vehicle.

Utmost care shall be exercised as to short circuit, electric shock, etc., for this
confirmation might require direct operations of the high-voltage circuit.

1.1. Measurement method using voltage from external sources

1.1.1. Measurement instrument

An isolation resistance test instrument capable of applying a DC voltage

higher than the nominal voltage of the tested-device shall be used.

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1.1.2. Measurement method

An insulation resistance test instrument shall be connected between the live

parts and the ground connection. Then, the isolation resistance shall be
measured.
If the system has several voltage ranges (e.g. because of boost converter) in a
galvanically connected circuit and some of the components cannot withstand
the working voltage of the entire circuit, the isolation resistance between those
components and the ground connection can be measured separately by
applying at least half of their own working voltage with those component
disconnected.
1.2. Measurement method using the tested-device as DC voltage source

1.2.1. Test conditions

The voltage level of the tested-device throughout the test shall be at least the
nominal operating voltage of the tested-device.
1.2.2. Measurement instrument

The voltmeter used in this test shall measure DC values and shall have an
internal resistance of at least 10 MΩ.

1.2.3. Measurement method

1.2.3.1. First step

The voltage is measured as shown in Figure 1 and the operating voltage of

the tested-device (Vb, Figure 1) is recorded. Vb shall be equal to or greater
than the nominal operating voltage of the tested-device.

Figure 1

Tested-
Vb device

V2 V1

Ground
connection

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1.2.3.2. Second step

Measure and record the voltage (V1) between the negative pole of the tested-
device and the ground connection (Figure 1).

1.2.3.3. Third step

Measure and record the voltage (V2) between the positive pole of the tested-
device and the ground connection (Figure 1).

1.2.3.4. Fourth step

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

between the negative pole of the tested-device and the ground connection.
With Ro installed, measure the voltage (V1’) between the negative pole of
the tested-device and the ground connection (see Figure 2).

Calculate the electrical isolation (Ri) according to the following

formula:

Ri = Ro*(Vb/V1’ – Vb/V1) or Ri = Ro*Vb*(1/V1’ – 1/V1)

Figure 2

Tested-
Vb device

R0 V1’

Ground
connection

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

the positive pole of the tested-device and the ground connection. With Ro
installed, measure the voltage (V2’) between the positive pole of the tested-
device and the ground connection (see Figure 3).

Calculate the electrical isolation (Ri) according to the following formula:

Ri = Ro*(Vb/V2’ – Vb/V2) or Ri = Ro*Vb*(1/V2’ – 1/V2)

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Figure 3

Tested-
Vb device
R0 -

V2’

Ground
connection

1.2.3.5. Fifth step

The electrical isolation value Ri (in Ω) divided by the nominal voltage of

the tested-device (in Volts) results in the isolation resistance (in Ω/V).

Note 1: The standard known resistance Ro (in Ω) should be the value of the
minimum required isolation resistance (in Ω/V) multiplied by the nominal
voltage of the tested-device plus/minus 20 per cent (in volts). 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.

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ANNEX 6

CONFIRMATION METHOD FOR FUNCTION OF ON-BOARD ISOLATION

RESISTANCE MONITORING SYSTEM

(See 5.1.3.3. b)

The function of the on-board isolation resistance monitoring system shall be confirmed by
the following method:

Insert a resistor that does not cause the isolation resistance between the terminal being
monitored and the electrical chassis to drop below the minimum required isolation
resistance value. The warning shall be activated.

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ANNEX 7
DETERMINATION OF HYDROGEN EMISSIONS DURING THE CHARGE
PROCEDURES OF THE REESS
(See 5.4.2.)
1.0 INTRODUCTION

This annex describes the procedure for the determination of hydrogen

emissions during the charge procedures of the REESS of all road vehicles,
according to paragraph 5.4. of this Standard.
2.0 DESCRIPTION OF TEST

The hydrogen emission test (Figure 7.1 of the present 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.
3.0 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 Annex 8, Appendix 1).
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 7.1
Determination of hydrogen emissions during the charge procedures of the REESS

START

Vehicle/REESS preparation
(if necessary)

Maximum 7 days
days 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 normal charge to mains

Maximum 7 days

Discharge of the REESS

Ambient temperature of 293 to 303 K

Maximum 15 min

12 Soak
to
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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4.0 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 ±5hPa.

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 7, 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 seconds. Its stability shall be better than 2 per cent
of full scale at zero and at 80 per cent ± 20 per cent of full scale, over a
15 minute 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 per cent
± 20 per cent of full scale on all ranges used.

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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
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 seconds.

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 seconds.

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.

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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 seconds.

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.

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.

5.0 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

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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 at a steady speed of 70 per cent ± 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.

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 two times.

5.1.2. Discharge of the REESS

The REESS is discharged while driving on the test track at a steady speed of
70 per cent ±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

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(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 K ± 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 two 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
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.

5.1.4.7. 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 t 1;

(b) Over-charging at constant current during t 2. Over-charging intensity is

specified by manufacturer and corresponds to the one used during
equalisation charging.

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The end of REESS charge criteria corresponds to an automatic stop given

by the charger to a charging time of t 1 + 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 t 1 + t2 or t1 + 5 hours 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 two 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
barometric pressure are measured to give the initial readings CH2i, 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

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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 Annex 8, Appendix 1).

5.2.2. Discharge of the REESS

The REESS is discharged at 70 per cent ±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 K ± 2 K for a minimum period of 12 hours
and a maximum of period of 36 hours.

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.

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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.

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 t 1;

(b) Over-charging at constant current during t 2. 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 t 1 + 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.

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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 two minutes from
electrical interlock of the failure charge step.

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 CH2i, 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.

6.0 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:

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 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

= Measured hydrogen concentration in the enclosure, in ppm

CH2
volume

= Net enclosure volume in cubic metres (m3) corrected for the

volume of the vehicle, with the windows and the luggage
V
compartment open. If the volume of the vehicle is not
determined a volume of 1.42 m³ is subtracted.

= Compensation volume in m³, at the test temperature and

Vout
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

6.1. Results of test

The hydrogen mass emissions for the REESS are:

MN = Hydrogen mass emission for normal charge test, in grams

MD = Hydrogen mass emission for charging failure test, in grams

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ANNEX 7 - APPENDIX 1

CALIBRATION OF EQUIPMENT FOR HYDROGEN EMISSION TESTING

(See Annex 7, 4.1.)
1.0 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.
2.0 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 appendix. 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 K ± 2 K, throughout the four-hour
period mentioned below.
2.2.2. The enclosure may be sealed and the mixing fan operated for a period of up
to 12 hours before the four-hour background-sampling period begins.
2.2.3. The analyser (if required) shall be calibrated, then zeroed and spanned.

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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 four hours.

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 six
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.

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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.

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 2 f  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

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3.0 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 7.

Each of the normally used operating ranges are 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 three, then the number of
calibration points shall be at least the number of the polynomial degree plus
two.
3.3. The calibration curve shall not differ by more than two 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;
(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 test agency that these methods give
equivalent accuracy.

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ANNEX 7 - APPENDIX 2

ESSENTIAL CHARACTERISTICS OF THE VEHICLE FAMILY

(See 5.4.10.)
1.0 Parameters defining the family relative to hydrogen emissions

The family may be defined by basic design parameters which shall be

common to vehicles within the family. In some cases there may be
interaction of parameters. These effects shall also be taken into
consideration to ensure that only vehicles with similar hydrogen emission
characteristics are included within the family.

2.0 To this end, those vehicle types whose parameters described below are
identical are considered to belong to the same hydrogen emissions.

REESS:

(a) Trade Name or Mark of the REESS;

(b) Indication of all Types of Electrochemical Couples used;

(c) Number of Reess Cells;

(d) Number of Reess Subsystems;

(e) Nominal Voltage of the REESS (V);

(f) REESS Energy (Kwh);

(g) Gas Combination Rate (In Per Cent);

(h) Type(S) of Ventilation for Reess Subsystem(S);

(i) Type of Cooling System (If Any).

On-board charger:

(a) Make and Type of Different Charger Parts;

(b) Output Nominal Power (Kw);

(c) Maximum Voltage of Charge (V);

(d) Maximum Intensity of Charge (A);

(e) Make And Type of Control Unit (If Any);

(f) Diagram of Operating, Controls and Safety;

(g) Characteristics of Charge Periods.

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ANNEX 8
REESS TEST PROCEDURES
(See 6.1.)

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ANNEX 8 – APPENDIX 1

PROCEDURE FOR CONDUCTING A STANDARD CYCLE

(See Annex 7, 3.2.1.)
A standard cycle will start with a standard discharge followed by a standard charge.

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.

Discharge limit Specified by the manufacturer

(end voltage):

Rest period after Minimum 30 min

discharge:

Standard charge: The charge procedure including termination criteria shall be

defined by the manufacturer. If not specified, then it shall be a
charge with C/3 current.

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ANNEX 8A

VIBRATION TEST
(See 6.2.1.)
1.0 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.

2.0 INSTALLATIONS

2.1. This test shall be conducted either with 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. 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.

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.

3.0 PROCEDURES

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 20 ± 10 °C;

(b) At the beginning of the test, the SOC shall be adjusted to a value in the
upper 50 per cent of the normal operating SOC range of the tested-device;

(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.

3.2. Test procedures

The tested-devices shall be subjected to a vibration having a sinusoidal

waveform with a logarithmic sweep between 7 Hz and 200 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.

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The correlation between frequency and acceleration shall be as shown in Table

1 and Table 2.

Table 1

Frequency and acceleration (gross mass of tested-device less than 12 kg)

Frequency [Hz] Acceleration [m/s2]

7 - 18 10

18 - approximately 50 (1) gradually increased from 10 to 80

50 - 200 80

Table 2

Frequency and acceleration (gross mass of tested-device of 12 kg or more)

Frequency [Hz] Acceleration [m/s2]

7 - 18 10

18 - approximately 25 1) gradually increased from 10 to 20

25 - 200 20

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

higher maximum frequency may be used.

At the request of the manufacturer a vibration test profile determined by the

vehicle-manufacturer, verified for the vehicle application and agreed with the
Test Agency may be used as a substitute for the frequency - acceleration
correlation of Table 1 or Table 2. The approval of a REESS tested according to
this condition shall be limited to approvals for a specific vehicle type.

After the vibration, a standard cycle as described in Annex 8, Appendix 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.
(1)
The amplitude is then maintained at 0.8 mm (1.6 mm total excursion) and the frequency is
increased until the maximum acceleration as described in table 1 or table 2 occurs.

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ANNEX 8B

THERMAL SHOCK AND CYCLING TEST

(See 6.3.1.)
1.0 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.

2.0 INSTALLATIONS

This test shall be conducted either with the complete REESS or with related REESS
subsystem(s) of the REESS 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.
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.

3.0 PROCEDURES

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 to a value in the upper 50 per cent of the normal
operating SOC range;

(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.

3.2. Test procedure

The tested-device shall be stored for at least six hours at a test temperature equal to
60 °C ± 2 °C or higher if requested by the manufacturer, followed by storage for at
least six hours at a test temperature equal to -40 °C ± 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

20 °C ± 10 °C.

After the storage for 24 hours, a standard cycle as described in Annex 8, Appendix
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.

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ANNEX 8C

MECHANICAL DROP TEST FOR REMOVABLE REESS

(See 6.4.1.1.)
1.0 PURPOSE

Simulates a mechanical impact load which may occur at an unintended drop

after REESS removal.

2.0 PROCEDURES

2.1. General test conditions

The following conditions shall apply to the removed REESS at the start of the
test:

(a) Adjust the SOC to at least 90 per cent of the rated capacity as specified in
the Annex 1, paragraph 3.4.3. or Annex 2, paragraph 1.4.3. or Annex 3,
paragraph 2.3.2.

(b) The test shall be performed at 20° C ± 10° C

2.2. Test procedure

Free fall of the removed REESS from a height of 1.0 m (from bottom of the
REESS) to a smooth, horizontal concrete pad or other flooring type with
equivalent hardness.

The removed REESS shall be dropped six times from different orientations as
decided by the Test Agency. The manufacturer may decide to use a different
removed REESS for each drop.

Directly after the termination of the drop test a standard cycle as described in
Annex 8, Appendix 1 shall be conducted, if not inhibited.

The test shall end with an observation period of 1 h at the ambient temperature
conditions of the test environment.

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ANNEX 8D

MECHANICAL SHOCK
(See 6.4.2.1.)
1.0 PURPOSE

The purpose of this test is to verify the safety performance of the REESS under
mechanical shock which may occur during fall on the side from stationary or
parked situation.

2 INSTALLATIONS

2.1. This test shall be conducted either with the complete REESS or with related
subsystems of the REESS 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.

If the electronic management unit for the REESS is not integrated, then such a
control unit may be omitted from installation on the Tested-Device if so
requested by the manufacturer.

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.

3.0 PROCEDURES

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 °C ± 10 °C.

(b) At the beginning of the test, the SOC shall be adjusted to a value in the upper
50 per cent of the normal operating SOC range.

(c) At the beginning of the test, all protection devices which effect the function
of the tested-device and which are relevant to the outcome of the test, shall
be operational.

3.2. Test procedure

The tested-device shall be secured to the testing machine by means of a rigid

mount which will support all mounting surfaces of the tested-device.

The tested-device with

(a) A gross mass of less than 12 kg shall be subjected to a half-sine shock of

peak acceleration of 1,500 m/s2 and pulse duration of 6 milliseconds.

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(b) A gross mass of 12 kg or more shall be subjected to a half-sine shock of peak

acceleration of 500 m/s2 and pulse duration of 11 milliseconds.

For both the tested-device shall be subjected to three shocks in the positive
direction followed by three shocks in the negative direction of each three
mutually perpendicular mounting positions of the tested-device for a total of
18 shocks.

Directly after the termination of the mechanical shock test a standard cycle as
described in Annex 8, Appendix 1 shall be conducted, if not inhibited.

The test shall end with an observation period of 1 h at the ambient temperature
conditions of the test environment.

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ANNEX 8E

FIRE RESISTANCE
(SEE 6.5.1.)
1.0 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.

2.0 INSTALLATIONS

2.1. This test shall be conducted either with 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.
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 of the REESS subsystem.

3.0 PROCEDURES

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 to a value in the upper
50 per cent of the normal operating SOC range;

(c) At the beginning of the test, all protection devices which effect the function of
the tested-device and are relevant for the outcome of the test shall be
operational.

3.2. Test procedure

A vehicle based test or a component based test shall be performed at the discretion
of the manufacturer:

3.2.1. Vehicle based test

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.

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3.2.2. Component based test

The tested-device shall be placed on a grating table positioned above the pan, 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.

3.3. 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.

3.4. 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 unladen mass if paragraph 3.2.1. above is applied or
approximately 50 cm if paragraph 3.2.2. above is applied. Either the pan, or the
testing fixture, or both, shall be freely movable.

3.5. 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 Annex
8E - Appendix 1. 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.

3.6. 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.

3.7. The test shall comprise of three phases B-D, if the fuel is at least at temperature
of 20 °C. Otherwise the test shall comprise four phases A–D.

3.7.1. Phase A: Pre-heating (Figure 1)

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 1

Phase A: Pre-heating

3.7.2. Phase B: Direct exposure to flame (Figure 2)

The tested-device shall be exposed to the flame from the freely burning fuel for
70 seconds.

Figure 2

Phase B: Direct exposure to flame

3.7.3. Phase C: Indirect exposure to flame (Figure 3)

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.

Instead of conducting phase C of the test, phase B may at the manufacturer’s

discretion be continued for an additional 60 seconds.

However this shall only be permitted where it is demonstrable to the

satisfaction of the Test Agency that it will not result in a reduction in the
severity of the test.

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Figure 3

Phase C: Indirect exposure to flame

3.7.4. Phase D: End of test (Figure 4)

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 4

Phase D: End of test

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ANNEX 8E - APPENDIX

DIMENSION AND TECHNICAL DATA OF FIREBRICKS

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

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ANNEX 8F

EXTERNAL SHORT CIRCUIT PROTECTION

(See 6.6.1.)
1.0 PURPOSE

The purpose of this test is to verify the performance of the short circuit
protection. This functionality, if implemented, shall interrupt or limit the short
circuit current to prevent the REESS from any further related severe events
caused by short circuit current.

2.0 INSTALLATIONS

This test shall be conducted either with 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. 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.

3.0 PROCEDURES

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 °C ± 10 °C or at

higher temperature if requested by the manufacturer;

(b) At the beginning of the test, the SOC shall be adjusted to a value in the upper
50 per cent of the normal operating SOC range;

(c) 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.

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.

The positive and negative terminals of the tested-device shall be connected to

each other to produce a short circuit. The connection used for this purpose shall
have a resistance not exceeding 5 mΩ.

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The short circuit condition shall be continued until the operation of the REESS´s
protection function to interrupt or limit the short circuit current is confirmed, or
for at least one hour after the temperature measured on the casing of the tested-
device has stabilised, such that the temperature gradient varies by a less than
4 °C through 1 hour.

3.3. Standard cycle and observation period

Directly after the termination of the short circuit a standard cycle as described
in Annex 8, Appendix 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.

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ANNEX 8G

OVERCHARGE PROTECTION
(See 6.7.1.)
1.0 PURPOSE

The purpose of this test is to verify the performance of the overcharge

protection.

2.0 INSTALLATIONS

This test shall be conducted, under standard operating conditions, either with the
complete REESS (this maybe a complete vehicle) 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.

The test may be performed with a modified tested-device as agreed by the

manufacturer and the Test Agency. These modifications shall not influence the
test results.

3.0 PROCEDURES

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 °C ± 10 °C or

at higher temperature if requested by the manufacturer;

(b) 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.

3.2. Charging

At the beginning all relevant main contactors for charging shall be closed.

The charge control limits of the test equipment shall be disabled.

The tested-device shall be charged with a charge current of at least 1/3C rate but
not exceeding the maximum current within the normal operating range as
specified by the manufacturer.

The charging shall be continued until the tested-device (automatically)

interrupts or limits the charging. Where an automatic interrupt function fails to
operate, or if there is no such function the charging shall be continued until the
tested-device is charged to twice of its rated charge capacity.

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3.3. Standard cycle and observation period

Directly after the termination of charging a standard cycle as described in Annex

8, Appendix 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.

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ANNEX 8H

OVER-DISCHARGE PROTECTION
(See 6.8.1.)
1.0 PURPOSE

The purpose of this test is to verify the performance of the over-discharge

protection. This functionality, if implemented, shall interrupt or limit the
discharge current to prevent the REESS from any severe events caused by a too
low SOC as specified by the manufacturer.

2.0 INSTALLATIONS

This test shall be conducted, under standard operating conditions, either with the
complete REESS (this maybe a complete vehicle) 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.

The test may be performed with a modified tested-device as agreed by the

manufacturer and the Test Agency. These modifications shall not influence the
test results.

3.0 PROCEDURES

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 °C ± 10 °C or

at higher temperature if requested by the manufacturer;

(b) 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.

3.2. Discharging

At the beginning of the test, all relevant main contactors shall be closed.

A discharge shall be performed with at least 1/3 C rate but shall not exceed the
maximum current within the normal operating range as specified by the
manufacturer.

The discharging shall be continued until the tested-device (automatically)

interrupts or limits the discharging. 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.

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3.3. Standard charge and observation period

Directly after termination of the discharging the tested-device shall be charged

with a standard charge as specified in Annex 8, Appendix 1 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.

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ANNEX 8I
OVER-TEMPERATURE PROTECTION
(See 6.9.1.)
1.0 PURPOSE
The purpose of this test is to verify the performance of the protection measures of
the REESS against internal overheating during the operation, even under the failure
of the cooling function if applicable. 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.
2.0 INSTALLATIONS
2.1. The following test shall be conducted with the complete REESS (maybe as a
complete vehicle) 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. The test may be performed with a modified tested-device as
agreed by the manufacturer and the Test Agency. These modifications shall not
influence the test results.
2.2. Where a REESS is fitted with a cooling function and where the REESS will remain
functional without a cooling function system being operational, the cooling system
shall be deactivated for the test.
2.3. 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 sensor if existing may be used. The manufacturer
and Test Agency shall agree on the location of the temperature sensor(s) used.

3.0 PROCEDURES
3.1. 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 2.2. above.
3.2. During the test, the tested-device shall be continuously charged and discharged with
a steady current that will increase the temperature of cells as rapidly as possible
within the range of normal operation as defined by the manufacturer.
3.3. The tested-device shall be placed in a convective oven or climatic chamber. The
temperature of the chamber or oven shall be gradually increased until it reaches the
temperature determined in accordance with paragraph 3.3.1. or 3.3.2. below as
applicable, and then maintained at a temperature that is equal to or higher than this,
until the end of the test.
3.3.1. 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 3.2. above.

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3.3.2. 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.

3.4. The end of test: 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, which means 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 6.9.2.1. of the
Standard.

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ANNEX 9A

WITHSTAND VOLTAGE TEST

(See 5.1.2.4.1.1.)
1.0 GENERAL

Insulation resistance shall be measured after application of the test voltage to

the vehicle with the on-board (built-in) charger.

2.0 PROCEDURE

The following testing procedure shall be applicable to vehicles with on-board

(built-in) chargers:

Between all the inputs of the charger (plug) and the vehicle’s exposed
conductive parts including the electrical chassis if present, apply a AC test
voltage of 2 x (Un + 1200) V rms at a frequency of 50 Hz or 60 Hz for one
minute, where Un is the AC input voltage (rms);

The test shall be performed on the complete vehicle;

All the electrical devices shall be connected.

Instead of the specified AC voltage, the DC voltage whose value is equivalent

to the specified AC voltage’s peak value may be applied for one minute.

After the test, measure the insulation resistance when applying 500 V D.C.
between all the inputs and the vehicle’s exposed conductive parts including the
electrical chassis if present.

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ANNEX 9B

WATER RESISTANCE TEST

(See 5.1.2.4.2.1.)
1.0 GENERAL
The isolation resistance shall be measured after the water resistance
performance test has been conducted.

2.0 PROCEDURE
The following testing procedure shall be applicable to vehicles with on-board
(built-in) charger.
In accordance with the test procedure to evaluate IPX5 protection against ingress
of water, the water resistance shall be carried out by:
(a) Spraying with a stream of fresh water the enclosure from all practicable
directions with a standard test nozzle as shown in Figure 1.

Figure 1
Test device to verify protection against water jets (hose nozzle)

φD'=6.3 mm unit: mm

The conditions to be observed are as follows:

(i) Internal diameter of the nozzle: 6.3 mm;

(ii) Delivery rate: 12.5 l/min ± 5 per cent;

(iii) Water pressure: to be adjusted to achieve the specified delivery rate;

Core of the substantial stream: circle of approximately 40 mm diameter at
(iv)
2.5 m distance from nozzle;
Test duration per square metre of enclosure surface area likely to be
(v)
sprayed: 1 min;
(vi) Minimum test duration: 3 min;
(vii) Distance from nozzle to enclosure surface: between 2.5 m and 3 m.
(b) Subsequently, apply 500 V DC between all high voltage inputs and the vehicle’s
exposed conductive parts / electrical chassis if present to measure the isolation
resistance.

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ANNEX-10
(See Introduction)

COMPOSITION OF AISC PANEL ON

SPECIFIC REQUIRMENTS FOR ELECTRIC POWER TRAIN OF
VEHICLES

Convener Organization

Shri A. A. Deshpande Automotive Research Association of India (ARAI)

Members Representing

Shri Abhijit Mulay Automotive Research Association of India (ARAI)

Shri Manoj Desai Automotive Research Association of India (ARAI)

Shri Kamalesh Patil Automotive Research Association of India (ARAI)

Shri Shekhar N Dhole Central Institute of Road Transport (CIRT)

Ms. Vijayanta Ahuja International Centre for Automotive Technology (ICAT)

Ms. Poonam Gupta Indian Institute of Petroleum

Shri Robindro Indian Institute of Petroleum

Lairenlakpam

Shri S. Ravishankar Ashok Leyland Ltd. (SIAM)

Shri Ravi M. Ashok Leyland Ltd. (SIAM)

Ms. Suchismita Chatterjee Ashok Leyland Ltd. (SIAM)

Shri Arvind Kumbhar Bajaj Auto Ltd. (SIAM)

Shri Adish Agarwal Bajaj Auto Ltd. (SIAM)

Shri T. M. Balaraman Hero Motocorp (SIAM)

Shri Feroz Ali Khan Hero Motocorp (SIAM)

Shri Tarun Bhat Honda Car India Limited (SIAM)

Shri Muthu Kumar Honda Car India Limited (SIAM)

Shri Koji Tameneri Honda Car India Limited (SIAM)

Shri Anuj Sood Honda Car India Limited (SIAM)

Shri Vipin Sharma Honda Two Wheelers (SIAM)

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Shri Gururaj Ravi Maruti Suzuki India Ltd. (SIAM)

Shri Shailendra Kulkarni Mahindra and Mahindra (SIAM)

Shri K Kiran Kumar Mahindra Electric (SIAM)

Shri Nikhil Desai Mercedes Benz India Ltd. (SIAM)

Shri Anand Bhangaonkar Piaggio India Pvt Ltd (SIAM)

Shri Rajendra Khile Renault Nissan (SIAM)

Shri Vijay Dinakaran Renault Nissan (SIAM)

Shri P S Gowrishankar TATA Motors Limited (SIAM)

Shri Shailendra Devangan TATA Motors Limited (SIAM)

Shri Raju M Toyota Kirloskar Motors Limited (SIAM)

Shri Manu B. S. Toyota Kirloskar Motors Limited (SIAM)

Shri S. J. Dhinagar TVS motors (SIAM)

Shri Makrand Bramhe Volklswagen (SIAM)

Shri Sanjeev Chugh Yamaha Motors (SIAM)

Shri Sivakumar Ather energy Pvt. Ltd.

Balakripshnan

Shri Uday Harite Automotive Component Manufacturing Association

(ACMA)

* At the time of approval of this Automotive Industry Standard

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ANNEX-11
(See Introduction)
COMMITTEE COMPOSITION – AISC

Chairperson Organization
Shri Neelkanth V. Marathe Officiating Director
The Automotive Research Association of India, Pune
Members Representing
Representative from Ministry of Road Transport and Highways
(Dept. of Road Transport and Highways), New Delhi
Representative from Ministry of Heavy Industries and Public Enterprises
(Department of Heavy Industry), New Delhi
Shri S.M.Ahuja Office of the Development Commissioner, MSME,
Ministry of Micro, Small and Medium Enterprises, New
Delhi
Shri Shrikant R Marathe Former Chairman, AISC
Shri R.R.Singh Bureau of Indian Standards, New Delhi
Director Central Institute of Road Transport, Pune
Director Global Automotive Research Centre
Director International Centre for Automotive Technology,
Manesar
Director Indian Institute of Petroleum, Dehradun
Director Vehicle Research and Development Establishment,
Ahmednagar
Director Indian Rubber Manufacturers Research Association
Representative from Society of Indian Automobile Manufacturers
Shri R.P. Vasudevan Tractor Manufacturers Association, New Delhi
Shri Uday Harite Automotive Components Manufacturers Association of
India, New Delhi
Shri K. V. Krishnamurthy Indian Construction Equipment Manufacturers
Association

Member Secretary
Shri Vikram Tandon
Dy. General Manager
The Automotive Research Association of India, Pune

* At the time of approval of this Automotive Industry Standard (AIS)

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