Commission Implementing Regulation (EU) 2021/535 of 31 March 2021 laying down rules for the application of Regulation (EU) 2019/2144 of the European Parliament and of the Council as regards uniform procedures and technical specifications for the type-approval of vehicles, and of systems, components and separate technical units intended for such vehicles, as regards their general construction characteristics and safety (Text with EEA relevance)

• 4.9.1.1.Mudguards shall cover the zone immediately above the tyre or tyres. Their front and rear extremities shall extend to at least the horizontal plane that is tangent to the upper edge of the tyre or tyres (Figure 5 in the Appendix). However, the rear extremity may be replaced by the rain flap, in which case the rain flap shall extend to the upper part of the mudguard (or equivalent component).

• 4.9.1.2.All of the inner rear part of the mudguard shall be fitted with a spray suppression device that meets the requirements set out in point 3.1.

• 4.9.2.Outer Valances

• 4.9.2.1.For single or multiple axles where the distance between the adjacent tyres is at least 250 mm, the outer valance shall cover the surface extending from the lower to the upper part of the mudguard up to a straight line formed by the tangent to the upper edge of the tyre or tyres and lying between the vertical plane formed by the tangent to the front of the tyre and the mudguard or rain flap located behind the wheel or wheels (Figure 5b in the Appendix).

• For multiple axles an outer valance shall be located by each wheel.

• 4.9.2.2.Openings enabling spray to emerge shall not be allowed between the outer valance and the inner part of the mudguard.

• 4.9.2.3.Where rain flaps are not fitted behind each wheel (see point 4.8.3.5.), the outer valance shall be unbroken between the outer edge of the rain flap to the vertical plane that is tangent to the point furthest to the front of the tyre (Figure 5a in the Appendix) of the first axle.

• 4.9.2.4.The entire inner surface of the outer valance, the height of which shall not be less than 100 mm, shall be fitted with an energy-absorption spray suppression device complying with the requirements under point 3.1.

• 4.9.3.Those flaps shall extend to the lower part of the mudguard and comply with points 4.8.3.1. to 4.8.3.9.

• 4.10 Requirements concerning spray suppression systems fitted with air/water separator spray suppression devices for axles with steered and non-steered wheels

• 4.10.1.Mudguards

• 4.10.1.1.Mudguards shall comply with the requirements of point 4.8.1.1.(c).

• 4.10.1.2.Mudguards for single or multiple axles where the distance between the tyres on adjacent axles exceeds 300 mm shall, in addition, comply with point 4.8.1.1.(a).

• 4.10.1.3.For multiple axles where the distance between the tyres on adjacent axles does not exceed 300 mm the mudguards shall, in addition, comply with the model shown in Figure 7.

• 4.10.2.Outer Valances

• 4.10.2.1.The lower edges of the outer valances shall be fitted with air/water separator spray suppression devices complying with the requirements set out in this Annex.

• 4.10.2.2.For single or multiple axles where the distance between the tyres on adjacent axles exceeds 300 mm, the lower edge of the spray suppression device fitted to the outer valance shall have the following maximum dimensions and radii, starting from the centre of the wheel (Figures 6 and 7 in the Appendix):

(a) Axles fitted with steered wheels or self-steering wheels: from the front edge (towards the front of the vehicle) (tip C at 30o) to the rear edge (towards the rear of the vehicle) (tip A at 100mm)	Rv ≤ 1,05 R
(b) Axles fitted with non-steered wheels : from the front edge (tip C at 20o) to the rear edge (tip A at 100mm)	Rv ≤ 1,00 R

• where

R	=	is the radius of tyre fitted to the vehicle;
---	---	---
Rv	=	the radial distance from the lowest edge of the outer valance to the centre of the wheel.

• 4.10.2.3.For multiple axles where the distance between the tyres on adjacent axles does not exceed 300 mm, the outer valances located in the inter-axle spaces shall follow the path specified in point 4.10.1.3., and shall extend downwards in such a way as to be not more than 100 mm above a horizontal straight line passing through the wheel centres (Figure 7 in the Appendix).

• 4.10.2.4.The depth of the outer valance shall extend to not less than 45 mm, at all points behind a vertical line passing through the centre of the wheel. That depth may be gradually reduced in front of that vertical line.

• 4.10.2.5.Openings enabling spray to emerge shall not be allowed in the outer valances or between the outer valances and the mudguards.

• 4.10.3.Rain Flaps

• 4.10.3.1.Rain flaps shall comply with either of the following sets of requirements:

• (a) point 4.8.3. (Figure 3 in the Appendix);

• (b) points 4.8.3.1., 4.8.3.2., 4.8.3.5., 4.8.3.8. and 4.10.3.2. (Figure 6 in the Appendix).

• 4.10.3.2.Spray suppression equipment complying with the specifications set out in point 4 of the Appendix, shall be fitted to the rain flaps referred to in point 4.10.3.1.(b), at least along the full edge.

• 4.10.3.2.1.The lower edge of the spray suppression device shall be not more than 200 mm from the ground. The maximum height of the bottom edge of the rain flap in relation to the ground may be raised to 300 mm where the manufacturer deems it technically appropriate with regard to the suspension characteristics.

• 4.10.3.2.2.The spray suppression device shall be at least 100 mm deep.

• 4.10.3.2.3.Apart from the lower part, which includes the spray suppression device, the rain flap as referred to in point 4.10.3.1.(b) shall not bend by more than 100 mm towards the rear under the effect of a force of 3 N per 100 mm of width of the rain flap measured at the intersection of the rain flap with the spray suppression device in its working position, applied at a distance of 50 mm above the lower edge of the rain flap.

• 4.10.3.3.The rain flap shall not be more than 200 mm from the rearmost edge of the tyre, measured horizontally.

• 4.11.For multiple axles, it is not necessary that the spray suppression system of one axle, which shall not be the furthest back, covers the entire width of the tread of the tyre when there is, locally, the possibility of interference between the spray suppression system and the structure of the axles or of the suspension or of the undercarriage.

Appendix

Figures

Figure 1a

Width (q) of mudguard (a) and position of valance (j)

Image omitted; see official source

• Note:The figures refer to the corresponding point 4.8.1.1.(c) of Part 2 of this Annex.

Figure 1b

Example of measurement of the outer valance

Image omitted; see official source

Figure 2

Dimensions of mudguard and outer valance

Image omitted; see official source

Note:

• 1.The figures quoted relate to points 4.8.2., 4.8.2.3., 4.8.1.1. and 4.8.1.1.(a) of Part 2 of this Annex.

• 2.T: extent of mudguard.

Figure 3

Position of mudguard and rain flap

Image omitted; see official source

• Note: The figures quoted relate to points 4.8.1.2., 4.8.3. and 4.8.3.3. of Part 2 of this Annex

Figure 4

Diagram showing assembly of a spray suppression system (mudguard, rain flap, outer valance) incorporating spray suppression devices (energy absorbers) for multiple axles

Image omitted; see official source

Figure 5

Diagram showing the assembly of a spray suppression system incorporating spray suppression devices (energy absorbers) for axles fitted with non-steered or self-steering wheels

(Points 4.7.2. and 4.9. of Part 2 of this Annex)

Image omitted; see official source

• (a)Multiple axles where the distance between the tyres is less than 250 mm

Image omitted; see official source

• (b)Single axles or multiple axles where the distance between the tyres is not less than 250 mm

Figure 6

Diagram showing the assembly of a spray suppression system incorporating spray suppression devices fitted with air/water separators for axles fitted with steered, self-steering or non-steered wheels

Image omitted; see official source

Note:

• 1.The figures relate to the corresponding points of Part 2 of this Annex.

• 2.T: extent of mudguard

Figure 7

Diagram showing assembly of a spray suppression system incorporating spray suppression devices (mudguard, rain flap, outer valance) for multiple axles where the distance between the tyres does not exceed 300 mm

Image omitted; see official source

Note:

• 1.The figures relate to the corresponding points of Part 2 of this Annex.

• 2.T: extent of mudguard

Figure 8

Test assembly for energy absorption spray suppression devices

(point 3.1.2. of Part 2 of this Annex)

Image omitted; see official source Note: A = water supply from pump B = flow towards collector tank C = collector with inside dimension of 500 (+ 5/– 0) mm length and 75 (+ 2/– 0) mm width D = stainless steel pipe, external diameter 54 mm, wall thickness 1,2 (+/– 0,12) mm, inside and outside surface roughness Ra between 0,4 and 0,8 μm E = 12 cylindrical radially drilled holes with burr-free square edges. Their diameter, measured on the inside and on the outside of the tube, is 1,68 (+ 0,010/– 0) mm F = 500 (+ 0/– 5) mm-wide sample to be tested G = rigid flat plate

All linear dimensions are shown in millimetres.

Figure 9

Test assembly for air/water separator spray suppression devices

(point 3.2.2. of Part 2 of this Annex)

Image omitted; see official source

PART 3

Section A

EU TYPE-APPROVAL CERTIFICATE (VEHICLE SYSTEM)

Communication concerning granting / extension / refusal / withdrawal ([^E0015]) of type-approval of a type of vehicle with regard to the spray suppression system in accordance with the requirements laid down in Annex VIII to Regulation (EU) 2021/535, as last amended by Regulation (EU) No …/…

Number of the EU type-approval certificate:

Reason for extension / refusal / withdrawal (15) :

SECTION I

(To be completed in accordance with Section I of the template of Model B in Annex III to Commission Implementing Regulation (EU) 2020/683)

SECTION II

(To be completed in accordance with Section II of the template of Model B in Annex III to Commission Implementing Regulation (EU) 2020/683)

Addendum

to EU type-approval certificate number …

• 1.Additional information

• 1.1.Characteristics of the spray suppression devices (type, brief description, trade mark or name, component type-approval number(s):

• 5.Remarks (if any):

Section B

EU TYPE-APPROVAL CERTIFICATE (SEPARATE TECHNICAL UNIT)

Communication concerning granting / extension / refusal / withdrawal ([^E0016]) of type-approval of a type of STU with regard to the spray suppression systems in accordance with the requirements laid down in Annex VIII to Regulation (EU) 2021/535, as last amended by Regulation (EU) No …/…

Number of the EU type-approval certificate:

Reason for extension / refusal / withdrawal (16) :

SECTION I

(To be completed in accordance with Section I of the template of Model C in Annex III to Commission Implementing Regulation (EU) 2020/683)

SECTION II

(To be completed in accordance with Section II of the template of Model C in Annex III to Commission Implementing Regulation (EU) 2020/683)

Addendum

to EU type-approval certificate number …

• 1.Additional information

• 1.1.Operating principle of device: energy-absorption / air / water separator (²):

• 1.2.Characteristics of spray suppression devices (brief description, trademark or name, number(s):

• 5.Remarks (if any):

Section C

EU TYPE-APPROVAL MARK OF SEPARATE TECHNICAL UNITS AS REGARDS SPRAY SUPPRESSION SYSTEMS

• 1.The EU type-approval mark for separate technical units referred to in Article 38(2) of Regulation (EU) 2018/858 shall consist of the following:

• 1.1.A rectangle surrounding the lower-case letter ‘e’, followed by the distinguishing number of the Member State which has granted the EU type-approval for the component or separate technical unit in accordance with the following:

1	for Germany
2	for France
3	for Italy
4	for the Netherlands
5	for Sweden
6	for Belgium
7	for Hungary
8	for the Czech Republic
9	for Spain
12	for Austria
13	for Luxembourg
17	for Finland
18	for Denmark
19	for Romania
20	for Poland
21	for Portugal
23	for Greece
24	for Ireland
25	for Croatia
26	for Slovenia
27	for Slovakia
29	for Estonia
32	for Latvia
34	for Bulgaria
36	for Lithuania
49	for Cyprus
50	for Malta

• 1.2.In the vicinity of the rectangle, two digits indicating the series of amendments laying down the requirements with which this separate technical units complies, ‘00’ at present, followed by a space and the five-digit number referred to in point 2.4. of Annex IV of Regulation (EU) 2018/858.

• 2.The EU separate technical unit type-approval mark shall be affixed to the spray suppression device in such a way as to be indelible as well as clearly and easily legible even if the device is fitted to a vehicle.

• 3.An example of an EU separate technical unit type-approval mark is shown in Figure 1.

Figure 1

Example of EU separate technical unit type-approval mark

Image omitted; see official source

Explanatory note:

• LegendThe EU separate technical unit type-approval was issued by the Netherlands under number 00406. The first two digits ‘00’ indicate that the separate technical unit was approved in accordance with this Regulation. The symbol ‘A’ indicates it is a device of the energy-absorption type.

ANNEX IX

GEAR SHIFT INDICATORS (GSI)

PART 1

Information document for EU type-approval of motor vehicles with regard to gear shift indicators (GSI)

MODEL

Information document No….relating to EU type-approval of a vehicle with regard to gear shift indicators.

The following information, if applicable, must be supplied in triplicate and include a list of contents. Any drawings or pictures must be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, must show sufficient detail.

Information set out in points 0, 3 and 4 of Appendix 3 to Annex I of Commission Regulation (EU) 2017/1151 ([^E0017])

0.

0.1.

0.2.

0.2.1.

0.3.

0.3.1.

0.4.

0.5.

0.8.

0.9.

4.

4.11.

4.11.1.

4.11.2.

4.11.3.

4.11.4.

4.11.5.

4.11.6.

Explanatory note:

This information document is based on the template laid down in Annex I to Commission Implementing Regulation (EU) 2020/683 and shall be completed with the relevant information under the point numbers listed above as defined in that template.

Appendix

MODEL

Manufacturer’s certificate of compliance with the gear shift indicator's requirements
(Manufacturer):
(Address of the manufacturer):
Certifies that
The vehicle types listed in Annex to this Certificate are in compliance with the provisions of […]of [this Regulation] relating to gear shift indicators
Done at [……Place]
On […….Date]
[Signature] [Position]
Annexes: — List of vehicle types to which this Certificate applies

PART 2

Technical specifications

1. For the purposes of this Annex, the following definitions shall apply:

• 1.1.‘manual gearbox’ means a gearbox that can be operated in a mode where the shift between all or some of the gears is always an immediate consequence of an action of the driver, regardless of its physical implementation; this does not cover systems where the driver can only preselect a certain gear shift strategy or limit the number of gears available for driving and where the actual gear shifts are initiated independently of the decision of the driver according to certain driving patterns;

• 1.2.‘operational mode of the vehicle’ means a state of the vehicle, in which shifts between at least two forward gears may occur;

• 1.3.‘manual mode’ means an operational mode of the vehicle, where the shift between all or some of the gears is always an immediate consequence of an action of the driver;

• 1.4.‘tailpipe emissions’ means tailpipe emissions as defined in Article 3, paragraph (6), of Regulation (EC) No 715/2007 of the European Parliament and of the Council.

2. General provisions

• 2.1.The requirements set out in this Part apply to motor vehicles of category M1, which comply with the following requirements:

• (a) the vehicles are fitted with a manually operated gearbox;

• (b) the vehicles have a reference mass not exceeding 2610 kg or type-approval is extended to the vehicles in accordance with Article 2(2) of Regulation (EC) No 715/2007.

• 2.2.The requirements referred to in point 2.1. shall not apply to ‘vehicles designed to fulfil specific social needs’ as defined in Article 3, point (2)(c) of Regulation (EC) No 715/2007.

• 2.3.When applying for an EU type-approval of a vehicle equipped with GSI, the manufacturer shall either:

• (a) submit to the type-approval authority the GSI gear shift points determined analytically as provided for in the last paragraph of point 7.1.; or

• (b) provide the technical service responsible for conducting the type-approval tests with a vehicle which is representative of the vehicle type to be approved for the purposes of the test described in point 7.

3. Assessment of manually operated gearbox

Any gearbox, having at least one manual mode, shall be considered as being manually operated when, in the respective mode, there are no automatic changes between gears, except where those changes only occur under extreme conditions to protect the powertrain at high engine revolutions or to avoid the stalling of the engine, and those changes do not occur to optimise the operation of the vehicle.

4. Characteristic of the GSI appearance

• 4.1.The shift recommendation shall be provided by means of a distinct visual indication, for example a clear indication to shift up or up/down or a symbol that identifies the gear into which the driver should shift. The visible indication may be complemented by other indications, including audible ones, provided that those indications do not compromise safety.

• 4.2.The GSI shall not interfere with or mask the identification of any tell-tale, control or indicator, which is mandated or supports the safe operation of the vehicle. Notwithstanding point 4.3., the signal shall be designed so that it does not distract the driver's attention and so that it does not interfere with proper and safe vehicle operation.

• 4.3.The GSI shall be located in compliance with paragraph 5.1.2. of UN Regulation No 121 ([^E0018]). The GSI shall be designed in such a way that it cannot be confused with any other tell-tale, control or indicator that the vehicle is equipped with.

• 4.4.An information display device may be used to display GSI indications provided that they are sufficiently different from other indications so as to be clearly visible and identifiable by the driver.

• 4.5.Temporarily, the GSI indication may be automatically overridden or deactivated in exceptional situations. Such exceptional situations are those that may compromise the safe operation or integrity of the vehicle, including activation of traction or stability control systems, temporary displays from driver assistance systems or events relating to vehicle malfunctioning. The GSI shall, within 10 seconds or, where justified by specific technical or behavioural reasons, within more than 10 seconds, resume normal operation after the exceptional situation has ceased to exist.

5. Functional requirements for GSI (applicable to all manual modes)

• 5.1.The GSI shall suggest changing gear when the fuel consumption with the suggested gear is estimated to be lower than the one being used, taking into account the requirements laid down in points 5.2. and 5.3.

• 5.2.The GSI shall be designed to encourage an optimised fuel efficient driving style under driving conditions that are reasonably foreseeable. The GSI’s main purpose shall be to minimise fuel consumption of the vehicle when the driver follows its indications. However, regulated tailpipe emissions shall not disproportionately increase with respect to the initial state when following the indication of the GSI. In addition, following the GSI strategy shall facilitate the timely functioning of pollution control devices, such as catalysts, after a cold start, minimising their heat up time. For that purpose, vehicle manufacturers shall provide technical documentation to the type-approval authority, which shall describe the impact of the GSI strategy on the vehicle's regulated tailpipe emissions, under at least steady vehicle speed, and the shortening of after treatment heat up at cold start.

• 5.3.Following the indication of the GSI shall not compromise the safe operation of the vehicle, e.g. prevent stalling of the engine, insufficient engine braking or insufficient engine torque in the case of high power demand.

6. Information to be provided

• 6.1.The manufacturer shall provide the information to the type-approval authority in the following two parts:

• (a) the "formal documentation package" that may be made available to interested parties upon request;

• (b) the "extended documentation package" that shall remain strictly confidential.

• 6.1.1.The formal documentation package shall contain the following information:

• (a) a description of the complete set of appearances of the GSIs which are fitted on vehicles being part of the vehicle type with regard to GSI, and evidence of their compliance with the requirements of point 5;

• (b) evidence in the form of data or engineering evaluations (for example modelling data, emission or fuel consumption maps, emission tests), which adequately demonstrate that the GSI is effective in providing timely and meaningful shift recommendations to the driver in order to comply with the requirements of point 5.

• (c) an explanation of the purpose, use and functions of the GSI in a ‘GSI section’ of the user manual accompanying the vehicle.

• 6.1.2.The extended documentation package shall contain the design strategy of the GSI, in particular its functional characteristics.

• 6.1.3.Notwithstanding the provision of Article 13 of this Regulation, the extended documentation package shall remain strictly confidential between the type-approval authority and the manufacturer. It may be kept by the type-approval authority, or, at the discretion of the type-approval authority, retained by the manufacturer. In case the manufacturer retains the extended documentation package, that package shall be identified and dated by the type-approval authority once reviewed and approved. It shall be made available for inspection by the approval authority at the time of approval or at any time during the validity of the approval.

7. The fuel economy impact of GSI recommended gear shift points shall be determined in accordance with the procedure set out in points 7.1. to 7.5.

• 7.1.Determination of vehicle speeds at which GSI recommends shifting up gears.

• The test to determine the vehicle speeds at which GSI recommends shifting up gears shall be performed on a warmed up vehicle on a chassis dynamometer in accordance with the speed profile described in point 8. The advice of the GSI shall be followed for shifting up gears and the vehicle speeds, at which the GSI recommends shifting shall be recorded. The test shall be repeated three times.

• Vⁿ GSI shall denote the average speed at which the GSI recommends shifting up from gear n (n = 1, 2, …, #g) into gear n+1, determined from the 3 tests, where #g shall denote the vehicle's number of forward gears. For that purpose, only GSI shift instructions in the phase before the maximum speed is reached shall be taken into account and any GSI instruction during the deceleration shall be ignored.

• For the purposes of the following calculations V⁰ GSI shall be set to 0 km/h and V^#g GSI shall be set to 140 km/h or the maximum vehicle speed, whichever is smaller. Where the vehicle cannot attain 140 km/h, the vehicle shall be driven at its maximum speed until it rejoins the speed profile in Figure I.1.

• Alternatively, the recommended GSI shift speeds may be analytically determined by the manufacturer, based on the GSI algorithm contained in the extended documentation package provided in accordance with point 6.1.

• 7.2.Standard gear shift points.

• Vⁿ std shall denote the speed at which a typical driver is assumed to shift up from gear n into gear n+1 without GSI recommendation. Based on the gear shift points determined in the type 1 emission test ([^E0019]), the following standard gear shift speeds shall be defined:

• V⁰ std = 0 km/h;

• V¹ std = 15 km/h;

• V² std = 35 km/h;

• V³ std = 50 km/h;

• V⁴ std = 70 km/h;

• V⁵ std = 90 km/h;

• V⁶ std = 110 km/h;

• V⁷ std = 130 km/h;

• V⁸ std = V^#g GSI;

• Vⁿ min shall denote the minimum vehicle speed the vehicle can be driven in the gear n without stalling of the engine and Vⁿ max the maximum vehicle speed the vehicle can be driven in the gear n without creating damage to the engine.

• If Vⁿ std derived from this list is smaller than Vⁿ⁺¹ min, then Vⁿ std shall be set to Vⁿ⁺¹ min. If Vⁿ std derived from this list is greater than Vⁿ max, then Vⁿ std shall be set to Vⁿ max (n = 1, 2,…, #g-1).

• If V^#g std determined by this procedure is smaller than V^#g GSI, then V^#g std shall be set to V^#g GSI.

• 7.3.Fuel consumption speed curves.

• The manufacturer shall supply the type-approval authority with the functional dependence of the vehicle's fuel consumption on the steady vehicle speed when driving with gear n according to the following rules.

• FCⁿ i shall denote the fuel consumption in terms of kg/h (kilograms per hour) where the vehicle is driven with the constant vehicle speed vi = i * 5 km/h – 2,5 km/h (where i is a positive integer number) in the gear n. These data shall be provided by the manufacturer for each gear n (n = 1, 2, …, #g) and vⁿ min ≤ vi ≤ vⁿ max. These fuel consumption values shall be determined under identical ambient conditions corresponding to a realistic driving situation that may be defined by the vehicle manufacturer, either by a physical test or by an appropriate calculation model agreed between the type-approval authority and the manufacturer.

• 7.4.Vehicle speed distribution.

• The following distribution shall be used for the probability Pi that the vehicle drives with a speed v, where vi – 2,5 km/h < v ≤ vi + 2,5 km/h (i = 1, …, 28):

i	Pi
1	4,610535879
2	5,083909299
3	4,86818148
4	5,128313511
5	5,233189418
6	5,548597362
7	5,768706442
8	5,881761847
9	6,105763476
10	6,098904359
11	5,533164348
12	4,761325003
13	4,077325232
14	3,533825909
15	2,968643201
16	2,61326375
17	2,275220718
18	2,014651418
19	1,873070659
20	1,838715054
21	1,982122053
22	2,124757402
23	2,226658166
24	2,137249569
25	1,76902642
26	1,665033625
27	1,671035353
28	0,607049046

• Where the maximum speed of the vehicle corresponds to step i and i < 28, the values of Pi+1 to P28 shall be added to Pi.

• 7.5.Determination of the model fuel consumption

• FCGSI shall denote the fuel consumption of the vehicle when the driver follows the advice of the GSI:

• FC^GSI i = FCⁿ i, where V^n-1 GSI ≤ vi < Vⁿ GSI (for n = 1, …, #g) and FC^GSI i = 0 if vi ≥ V^#g GSI

Image omitted; see official source

• FCstd shall denote the fuel consumption of the vehicle when standard gear shift points are used:

• FC^std i = FCⁿ i, where V^n-1 std ≤ vi < Vⁿ std (for n = 1, …, #g) and FC^std i = 0 if vi ≥ V^#g GSI

Image omitted; see official source

• The relative saving of fuel consumption by following the advice of the GSI of the model is calculated as:

• FCrel. Save = (1 – FCGSI / FCstd) * 100 %

• 7.6.Data records

• The following information shall be recorded:

• (a) the values of Vⁿ GSI as determined pursuant to point 7.1.

• (b) the values FCni of the fuel consumption speed curve as communicated by the manufacturer pursuant to point 7.3.

• (c) the values FCGSI, FCstd and FCrel. Save as calculated pursuant to point 7.5.

• 8.Description of the vehicle speed profile referred to in point 7.1.

No. of	Operation	Acceleration	Speed	Cumulative time
operation		(m/s2)	(km/h)	(s)
1	Idling	0	0	20
2	Acceleration	1,1	0 – 31,68	28
3	Acceleration	0,7	31,68 – 49,32	35
4	Acceleration	0,64	49,32 – 79,27	48
5	Acceleration	0,49	79,27 – 109,26	65
6	Acceleration	0,3	109,26 – 128,70	83
7	Acceleration	0,19	128,70 – 140,33	100
8	Steady state	0	140,33	105
9	Deceleration	– 0,69	140,33 – 80,71	129
10	Deceleration	– 1,04	80,71 – 50,76	137
11	Deceleration	– 1,39	50,76 – 0	147
12	Idling	0	0	150

• The tolerances for deviation from this speed profile are set out in point 6.1.3.4. of Annex 4a to UN Regulation No 83 ([^E0020]).

Figure I.1

Graphical representation of the speed profile referred to in point 7.1.; solid line: speed profile; dashed lines: tolerances for deviation from this speed profile

Image omitted; see official source

The following table provides a second by second description of the speed profile. Where the vehicle is unable to attain 140 km/h, it shall be driven at its maximum speed until it rejoins the above speed profile.

Time (s) Speed (km/h)	Time (s) Speed (km/h)
0	0,00
1	0,00
2	0,00
3	0,00
4	0,00
5	0,00
6	0,00
7	0,00
8	0,00
9	0,00
10	0,00
11	0,00
12	0,00
13	0,00
14	0,00
15	0,00
16	0,00
17	0,00
18	0,00
19	0,00
20	0,00
21	3,96
22	7,92
23	11,88
24	15,84
25	19,80
26	23,76
27	27,72
28	31,68
29	34,20
30	36,72
31	39,24
32	41,76
33	44,28
34	46,80
35	49,32
36	51,62
37	53,93
38	56,23
39	58,54
40	60,84
41	63,14
42	65,45
43	67,75
44	70,06
45	72,36
46	74,66
47	76,97
48	79,27
49	81,04
50	82,80
51	84,56
52	86,33
53	88,09
54	89,86
55	91,62
56	93,38
57	95,15
58	96,91
59	98,68
60	100,44
61	102,20
62	103,97
63	105,73
64	107,50
65	109,26
66	110,34
67	111,42
68	112,50
69	113,58
70	114,66
71	115,74
72	116,82
73	117,90
74	118,98
75	120,06
76	121,14
77	122,22
78	123,30
79	124,38
80	125,46
81	126,54
82	127,62
83	128,70
84	129,38
85	130,07
86	130,75
87	131,44
88	132,12
89	132,80
90	133,49
91	134,17
92	134,86
93	135,54
94	136,22
95	136,91
96	137,59
97	138,28
98	138,96
99	139,64
100	140,33
101	140,33
102	140,33
103	140,33
104	140,33
105	140,33
106	137,84
107	135,36
108	132,88
109	130,39
110	127,91
111	125,42
112	122,94
113	120,46
114	117,97
115	115,49
116	113,00
117	110,52
118	108,04
119	105,55
120	103,07
121	100,58
122	98,10
123	95,62
124	93,13
125	90,65
126	88,16
127	85,68
128	83,20
129	80,71
130	76,97
131	73,22
132	69,48
133	65,74
134	61,99
135	58,25
136	54,50
137	50,76
138	45,76
139	40,75
140	35,75
141	30,74
142	25,74
143	20,74
144	15,73
145	10,73
146	5,72
147	0,72
148	0,00
149	0,00
150	0,00

PART 3

EU TYPE-APPROVAL CERTIFICATE (VEHICLE SYSTEM)

Communication concerning granting / extension / refusal / withdrawal ([^E0021]) of type-approval of a type of vehicle with regard to the the gear shift indicator in accordance with the requirements laid down in Annex IX to Regulation (EU) 2021/535, as last amended by Regulation (EU) No …/…

Number of the EU type-approval certificate:

Reason for extension / refusal / withdrawal (21) :

SECTION I

(To be completed in accordance with Section I of the template of Model B in Annex III to Commission Implementing Regulation (EU) 2020/683)

SECTION II

(To be completed in accordance with Section II of the template of Model B in Annex III to Commission Implementing Regulation (EU) 2020/683)

Addendum

to EU type-approval certificate number …

1. Additional information

• 1.1.Brief description of the vehicle type as regards its structure, dimensions, lines and constituent materials:

• 2.Vehicle fitted with a manual conventional gearbox: yes / no (⁴)

• 3.Vehicle fitted with a robotised conventional gearbox with manual mode: yes / no (⁴)

• 4.Vehicle fitted with an automatic gearbox with manual mode: yes / no (⁴)

• 5.Remarks (if any):

ANNEX X

VEHICLE ACCESS

PART 1

Information document for EU type-approval of motor vehicles with regard to vehicle access

MODEL

Information document No ... relating to the EU type-approval of a vehicle type with regard to vehicle access.

The following information, if applicable, shall be supplied in triplicate and include a list of contents. Any drawings or pictures shall be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, shall show sufficient detail.

0.

0.1.

0.2.

0.2.1.

0.3.

0.3.1.

0.4.

0.5.

0.8.

0.9.

1.

1.1.

2.

2.6.

9.

9.3.

9.3.1.

9.3.4.

Explanatory note:

This information document is based on the template laid down in Annex I to Commission Implementing Regulation (EU) 2020/683 and shall be completed with the relevant information under the point numbers listed above as defined in that template.

PART 2

Technical specifications

• 1.For the purposes of this Annex, the following definition apply:

• 1.1.‘floor entrance’ means the lowest point of the door aperture or other structure whichever of the two is higher, which a person has to clear in terms of height in order to enter the passenger compartment.

• 2.General provision

• 2.1.The design characteristics of the vehicle type shall permit entry to and exit from the passenger compartment in complete safety and entrances to the passenger compartment shall be constructed in such a way that they can be used easily and without any danger.

• 3.Running boards and access steps

• 3.1.The wheel hub, rims and other parts of the wheel shall not be deemed to be running boards or access steps for the purpose of this Regulation, except where reasons relating to construction or use preclude the fitting of running boards or access steps elsewhere on the vehicle.

• 3.2.The height of the floor entrance shall be determined either directly from the ground surface or from the horizontal plane passing through the middle, in relation to the longitudinal direction, of the step immediately below.

• 4.Requirements concerning the access to and exit from the doors of the passenger compartment of vehicles of category N2 having a maximum mass exceeding 7,5 tonnes and of category N3

• 4.1.Access steps to the passenger compartment (Figure 1).

• 4.1.1.The distance (A) from the ground surface to the upper surface of the lowest step, measured with the vehicle in running order on a horizontal and flat surface, shall not be more than 600 mm.

• 4.1.1.1.However, for off-road vehicles (ORV) the distance (A) may be increased up to 700 mm.

• 4.1.2.The distance (B) between the upper surfaces of the steps shall be not more than 400 mm. The vertical distance between two subsequent steps shall not vary by more than 50 mm. However, the requirement concerning the vertical distance shall not apply to the distance between the uppermost step and the floor entrance of the passenger compartment.

• 4.1.2.1.For off-road vehicles (ORV), the allowed variation of the vertical distance as indicated in point 4.1.2. may be increased up to 100 mm.

• 4.1.3.In addition, the following minimum geometrical specifications shall be fulfilled:

• (a) step depth (D): 80 mm;

• (b) step clearance (E) (include step depth): 150 mm;

• (c) step width (F): 300 mm;

• (d) width of the lowest step (G): 200 mm;

• (e) step height (S): 120 mm;

• (f) transversal offset between steps (H): 0 mm;

• (g) longitudinal overlap (J) between two subsequent steps in the same flight, or between the uppermost step and the cab floor entrance height: 200 mm.

• 4.1.3.1.For off-road vehicles (ORV), the value (F) set out in point 4.1.3.(c) may be reduced to 200 mm.

• 4.1.4.For off-road vehicles (ORV), the lowest step may be designed as a rung where that is necessary for reasons relating to construction or use. In such a case the rung depth (R) shall be at least 20 mm.

• 4.1.4.1.Rungs with a round cross-section shall not be permitted.

• 4.1.5.The position of the uppermost step shall be easily recognisable when getting down from the passenger compartment.

• 4.1.6.All access steps shall be constructed in such a way as to preclude the risk of slipping. In addition, access steps exposed to the weather and dirt during driving shall have adequate run-off or a draining surface.

• 4.2.Access to handholds to the passenger compartment (as shown in Figure 1).

• 4.2.1.One or more suitable handrail(s), handhold(s) or other equivalent holding device(s) shall be provided for access to the passenger compartment.

• 4.2.1.1.All handrails, handholds or equivalent holding devices shall be positioned in such a way that they can be easily grasped and do not obstruct access to the passenger compartment.

• 4.2.1.2.A maximum discontinuity of 100 mm in the handhold area of the handrails, handholds or equivalent holding devices shall be allowed.

• 4.2.1.3.For passenger compartment access with more than two steps, the handrails, handholds or equivalent holding devices shall be located in such a way that a person can support himself or herself at the same time with two hands and one foot or with two feet and one hand.

• 4.2.1.4.Except in the case of a stairway, the design and positioning of the handrails, handholds and equivalent holding devices shall be such that operators are encouraged to descend facing the passenger compartment.

• 4.2.1.5.The steering wheel may be considered as a handhold.

• 4.2.2.The height (N) of the lower edge of at least one handrail, handhold or equivalent holding device, measured from the ground surface with the vehicle in running order on a horizontal and flat surface, shall not exceed 1 850  mm.

• 4.2.2.1.For off-road vehicles (ORV), the height (N) referred to in point 4.2.2. may be increased up to 1 950  mm.

• 4.2.2.2.Where the floor entrance height of the passenger compartment measured from the ground surface is greater than ‘N’, that height shall be assumed as ‘N’.

• 4.2.2.3.In addition, the minimum distance (P) of the upper edge of the handrails or handholds or equivalent holding devices from the floor entrance height of the passenger compartment shall be:

• (a) for handrails, handholds or equivalent holding devices (U): 650 mm;

• (b) for handrails, handholds or equivalent holding devices (V): 550 mm.

• 4.2.3.The following geometrical specifications shall be fulfilled:

• (a) gripping dimension (K): 16 mm minimum 38 mm maximum;

• (b) length (M): 150 mm minimum;

• (c) clearance to vehicle components (L): 40 mm minimum with open door.

Figure 1

Access steps and handholds to the passenger compartment

Image omitted; see official source

• 5.Requirements concerning the access to and exit from the doors of the passenger compartment of vehicles of categories other than N2 having a maximum mass exceeding 7,5 tonnes or category N3

• 5.1.Running boards and access steps

• 5.1.1.Vehicles of categories M1 and N1 as well as N2 with a maximum mass not exceeding 7,5 tonnes, shall have one or more running board(s) or access step(s) where the floor entrance height of the passenger compartment is higher than 600 mm above the ground measured with the vehicle in running order on a horizontal and flat surface.

• 5.1.1.1.For off-road vehicles (ORV), the height of the passenger compartment specified in point 5.1.1. may be increased up to 700 mm.

• 5.1.1.2.All running boards and access steps shall be constructed in such a way as to preclude the risk of slipping. In addition, running boards and access steps exposed to the weather and dirt during driving shall have adequate run-off or a draining surface.

PART 3

EU TYPE-APPROVAL CERTIFICATE (VEHICLE SYSTEM)

Communication concerning granting / extension / refusal / withdrawal ([^E0022]) of type-approval of a type of vehicle with regard to vehicle access in accordance with the requirements laid down in Annex X to Regulation (EU) 2021/535, as last amended by Regulation (EU) No …/…

Number of the EU type-approval certificate:

Reason for extension / refusal / withdrawal (22) :

SECTION I

(To be completed in accordance with Section I of the template of Model B in Annex III to Commission Implementing Regulation (EU) 2020/683)

SECTION II

(To be completed in accordance with Section II of the template of Model B in Annex III to Commission Implementing Regulation (EU) 2020/683)

Addendum

to the EU type-approval certificate number…

• 1.Additional information:

• 1.1.Brief description of the vehicle type as regards its structure, dimensions, lines and constituent materials

• 1.2.Vehicle type of category M1 / N1 / N2 with a maximum mass not exceeding 7,5 tonnes (¹) is / is not (¹) fitted with running boards or access steps.

• 1.3.Off-road vehicle (ORV) yes / no (¹)

• 5.Remarks:

ANNEX XI

REVERSING MOTION

PART 1

Information document for EU type-approval of motor vehicles with regard to reversing motion

MODEL

Information document No … relating to the EU type-approval of a vehicle with regard to reversing motion.

The following information, if applicable, shall be supplied in triplicate and include a list of contents. Any drawings or pictures shall be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, shall show sufficient detail.

0.

0.1.

0.2.

0.2.1.

0.3.

0.3.1.

0.5.

0.8.

0.9.

1.

1.1.

4.

4.6.

Explanatory note:

This information document is based on the template laid down in Annex I to Commission Implementing Regulation (EU) 2020/683 and shall be completed with the relevant information under the point numbers listed above as defined in that template.

PART 2

Technical specifications

• 1.General provisions

• 1.1.All motor vehicles shall be equipped with a device for reversing which can be easily operated from the driver’s position.

• 1.2.A brief delay between the moment the reversing mode is selected and the moment it is actually engaged is allowed.

PART 3

EU TYPE-APPROVAL CERTIFICATE (VEHICLE SYSTEM)

Communication concerning granting / extension / refusal / withdrawal ([^E0023]) of type-approval of a type of vehicle with regard to reversing motion in accordance with the requirements laid down in Annex XI to Regulation (EU) 2021/535, as last amended by Regulation (EU) No …/…

Number of the EU type-approval certificate:

Reason for extension / refusal / withdrawal (23) :

SECTION I

(To be completed in accordance with Section I of the template of Model B in Annex III to Commission Implementing Regulation (EU) 2020/683)

SECTION II

(To be completed in accordance with Section II of the template of Model B in Annex III to Commission Implementing Regulation (EU) 2020/683)

Addendum

to EU type-approval certificate number…

• 1.Additional information:

• 1.1.Brief description of the vehicle type as regards its structure, dimensions, lines and constituent materials

• 1.2.Device for reversing: gearbox / other means (¹)

• 1.3.Brief description of the device for reversing where this is not a function of the gearbox:

• 5.Remarks:

ANNEX XII

FRONTAL PROTECTION SYSTEMS FOR M1 AND N1 VEHICLES

PART 1

Information document for EU type-approval of separate technical unit with regard to frontal protection systems

MODEL

Information document No … relating to the EU separate technical unit type-approval of a frontal protection system.

The following information, if applicable, shall be supplied in triplicate and include a list of contents. Any drawings or pictures shall be supplied in appropriate scale and in sufficient detail on size A4 or on a folder of A4 format. Photographs, if any, shall show sufficient detail.

0.

0.1.

0.2.

0.2.1.

0.5.

0.7.

0.8.

0.9.

1.

1.1.

1.2.

1.3.

1.4.

Explanatory note:

This information document is based on the template laid down in Annex I to Commission Implementing Regulation (EU) 2020/683 and shall be completed with the relevant information under the point numbers listed above as defined in that template.

PART 2

Section A

General provisions and requirements

• 1.For the purposes of this Annex, the following definitions shall apply:

• 1.1.‘corner of frontal protection system’ means the frontal protection system’s point of contact with a vertical plane, which makes an angle of 60° with the vertical longitudinal plane of the vehicle and is tangential to the outer surface of the frontal protection system (see Figure 1);

Figure 1

Determination of Corner of Frontal Protection System

Image omitted; see official source

• 1.2.‘essential outer front end dimensions’ means solid points in space on the test frame, representing all points of the actual intended vehicle type where the frontal protection system would be liable to impact on the vehicle during testing;

• 1.3.‘lower frontal protection system height’ means, at any transverse position, the vertical distance between the ground and the lower frontal protection system reference line, with the vehicle positioned in its normal ride attitude;

• 1.4.‘lower frontal protection system reference line’ means a line which identifies the lower limit to significant points of pedestrian contact with the frontal protection system. The line is the geometric trace of the lowermost points of contact between a straight edge 700 mm long and the frontal protection system, when the straight edge, held parallel to the vertical longitudinal plane of the vehicle and inclined forwards by 25°, is traversed across the front of the vehicle, while maintaining contact with the ground and with the surface of the frontal protection system (see Figure 2);

Figure 2

Determination of Lower Frontal Protection System Reference Line

Image omitted; see official source

• 1.5.‘third of the frontal protection system’ means the geometric trace between each corner of the frontal protection system, measured with a flexible tape following the outer horizontal contour of the frontal protection system, divided into three equal parts;

• 1.6.‘upper frontal protection system height’ means, at any transverse position, the vertical distance between the ground and the upper frontal protection system reference line, with the vehicle positioned in its normal ride attitude;

• 1.7.‘upper frontal protection system reference line’ means a line which identifies the upper limit to significant points of pedestrian contact with the frontal protection system. The line is the geometric trace of the upper most points of contact between a straight edge 700 mm long and the frontal protection system, when the straight edge, held parallel to the vertical longitudinal plane of the vehicle and inclined rearwards by 20°, is traversed across the front of the vehicle, while maintaining contact with the ground and with the surface of the frontal protection system (see Figure 3).

• Where necessary the straight edge shall be shortened to avoid any contact with structures above the frontal protection system;

Figure 3

Determination of Upper Frontal Protection System Reference Line

Image omitted; see official source

• 1.8.‘wrap around distance’ means the geometric trace described on the frontal upper surface or the frontal protection system by one end of a flexible tape, when it is held in a vertical longitudinal plane of the vehicle and traversed across the frontal upper surface or frontal protection system. The tape is held taut throughout the operation with one end in contact with ground reference level, vertically below the front face of the bumper or frontal protection system and the other end is held in contact with the frontal upper surface or frontal protection system (see Figure 4, for example). The vehicle is positioned in the normal ride attitude.

Figure 4

Frontal protection system wrap around distance

Image omitted; see official source

• 2.General provisions:

• 2.1.The manufacturer shall submit to the technical service responsible for conducting the type-approval tests one sample of the type of frontal protection system to be approved. Where that technical service considers it necessary, it may request further samples. The sample(s) shall be clearly and indelibly marked with the applicant’s trade name or mark and the type designation. The manufacturer shall make provision for the subsequent compulsory display of the EU type-approval mark.

• 2.2.Where the frontal protection system to be tested has been designed for use on more than one vehicle type of categories M1 or N1, that system shall be type-approved separately for every vehicle type for which it is intended.

• However, the technical service shall have the discretion to waive additional tests where the intended vehicle types or the frontal protection system types are considered to be sufficiently similar.

• 2.3.The test may be carried out either with the frontal protection system mounted on a vehicle of the type for which it is intended or on a test frame closely representing the essential outer front end dimensions of the intended vehicle type. If, when using a test frame, the frontal protection system makes contact with the frame during testing, the test shall be repeated with the frontal protection system mounted on the actual vehicle type for which it is intended. In the case of testing carried out when the frontal protection system is mounted on a vehicle, the conditions of Section C shall apply.

• 2.4.Any modification of the vehicle types that are listed in the Appendix to the EU type-approval certificate of the frontal protection system, forward of their A-pillars or of the frontal protection system itself, which affects either the structure, the main dimensions, the materials of the outer surfaces of the vehicle or the frontal protection system, the fixing methods or the external or internal component arrangement, and which may have a significant influence on the results of the tests, shall be regarded as an amendment pursuant to Article 33 of Regulation (EU) 2018/858 and thus require a new EU type-approval with regard to the frontal protection system.

• 2.5.If the relevant requirements set out in Part 2 of Annex XII to this Regulation are met, the following shall apply for the purposes of Section 3 of the type-approval number and in particular concerning the letters that shall be used:

• — ‘A’ if the frontal protection system is approved for fitting to vehicles of categories M1 or N1 that comply with the requirements of Section 2 of Annex I to Regulation (EC) No 78/2009 or point 3.1. of Annex I to Directive 2003/102/EC;

• — ‘B’ if the frontal protection system is approved for fitting to vehicles of categories M1 or N1 that comply with the requirements of Section 3 of Annex I to Regulation (EC) No 78/2009, point 3.2. of Annex I to Directive 2003/102/EC or UN Regulation No 127 ([^E0024]); or

• — ‘X’ if the frontal protection system is approved for fitting only to vehicles of categories M1 or N1 which do not comply with either Regulation (EC) No 78/2009, Directive 2003/102/EC or UN Regulation No 127.

• 3.Specific requirements

• 3.1.The following requirements apply equally to frontal protection systems fitted to new vehicles of categories M1 or N1 and to frontal protection systems to be supplied as separate technical units for fitting to specified vehicles of categories M1 or N1.

• 3.1.1.The components of the frontal protection system shall be so designed that all rigid surfaces which can be contacted by a 100 mm sphere, have a radius of curvature ≥ 5,0 mm.

• 3.1.2.The total mass of the frontal protection system, including all brackets and fixings, shall not exceed 1,2 % of the maximum mass of the vehicle for which it is designed, subject to a maximum of 18 kg.

• 3.1.3.The height of the frontal protection system, when fitted to a vehicle, shall be no more than 50 mm above the height of the bonnet leading edge reference line as defined in accordance with UN Regulation No 127.

• 3.1.4.The frontal protection system shall not increase the width of the vehicle to which it is fitted. If the overall width of the frontal protection system is more than 75 % of the width of the vehicle, the ends of the frontal protection system shall be turned in towards the external surface in order to minimise the risk of fouling. This requirement is considered to be satisfied if either the frontal protection system is recessed or integrated within the bodywork or the end of the frontal protection system is turned so that it is not contactable by a 100 mm sphere and the gap between the end of the frontal protection system and the surrounding bodywork does not exceed 20 mm.

• 3.1.5.Subject to point 3.1.4., the gap between the components of the frontal protection system and the underlying external surface shall not exceed 80 mm. Local discontinuities in the general contour of the underlying body (such as apertures in grilles, air intakes, etc.) shall be ignored.

• 3.1.6.At any lateral position across the vehicle, in order to preserve the benefits of the vehicle bumper, the longitudinal distance between the most forward part of the bumper and the most forward part of the frontal protection system shall not exceed 50 mm.

• 3.1.7.The frontal protection system shall not reduce significantly the effectiveness of the bumper. This requirement shall be considered to be satisfied if there are no more than two vertical components and no horizontal components of the frontal protection system overlapping the bumper.

• 3.1.8.The frontal protection system shall not be inclined forward of the vertical. The top parts of the frontal protection system shall not extend upwards or rearwards (towards the windscreen) more than 50 mm from the bonnet leading edge reference line of the vehicle with the frontal protection system removed.

• 3.1.9.Conformity with the requirements of the vehicle type-approval shall not be compromised by the fitting of a frontal protection system.

• 3.1.10.The type-approval authority may consider the requirements for any of the tests laid down in this Annex to be fulfilled by any equivalent testing carried out in accordance with UN Regulation No 127 (e.g. when tested as part of a type of vehicle when it can be optionally fitted with a frontal protection system, see point 1. and point 3.1. of Section C).

Section B

Vehicle test specifications

1. Complete vehicle

• 1.1.For testing on complete vehicles, the vehicles shall comply with the conditions laid down in points 1.1.1., 1.1.2. and 1.1.3.

• 1.1.1.The vehicle shall be in its normal ride attitude and shall be either securely mounted on raised supports or at rest on a flat surface with the hand brake on.

• 1.1.2.All devices designed to protect vulnerable road users shall be correctly activated before and/or be active during the appropriate test. It shall be the responsibility of the applicant for approval to show that the devices will act as intended in a pedestrian impact.

• 1.1.3.Any vehicle component which could change shape or position, other than active devices to protect pedestrians, and which have more than one fixed shape or position shall require the vehicle to comply with the components in each fixed shape or position.

2. Subsystem of vehicle

• 2.1.Where only a subsystem of the vehicle is supplied for tests, it shall comply with the conditions detailed in points 2.1.1., 2.1.2., 2.1.3. and 2.1.4.

• 2.1.1.All the parts of the vehicle structure, bonnet and under-bonnet components or behind windscreen components that may be involved in a frontal impact with a vulnerable road user shall be included in the test to demonstrate the performance and interactions of all the contributory vehicle components.

• 2.1.2.The vehicle subsystem shall be securely mounted in the vehicle normal ride attitude.

• 2.1.3.All devices designed to protect vulnerable road users shall be correctly activated before and/or be active during the appropriate test. It shall be the responsibility of the applicant for approval to show that the devices will act as intended in a pedestrian impact.

• 2.1.4.Any vehicle component which could change shape or position, other than active devices to protect pedestrians, and which have more than one fixed shape or position shall require the vehicle to comply with the components in each fixed shape or position.

Section C

Frontal protection systems test specifications

1. Frontal Protection System as original equipment fitted to a vehicle.

• 1.1.The frontal protection system mounted on the vehicle shall comply with the conditions laid down in points 3. to 3.1.10. of Section A.

• 1.2.The vehicle shall be in its normal ride attitude and either securely mounted on raised supports or at rest on a flat surface with the handbrake on. The vehicle shall be fitted with the frontal protection system to be tested. The fitting instructions from the manufacturer of the frontal protection system shall be followed and these shall include tightening torques for all fixings.

• 1.3.All devices designed to protect pedestrians and other vulnerable road users shall be correctly activated before and/or be active during the appropriate test. The applicant shall demonstrate that the devices will function as intended if the vehicle strikes a pedestrian or other vulnerable road user.

• 1.4.Any vehicle component that could change shape or position, such as 'pop-up' headlamps, other than devices to protect pedestrians and other vulnerable road users, shall be set to a shape or position that the technical services consider to be most appropriate for these tests.

2. Frontal Protection System as a separate technical unit.

• 2.1.Where only a frontal protection system is supplied for tests, it shall be possible to comply with the conditions laid down in points 3. to 3.1.10. of Section A when fitted to the vehicle type to which the specific separate technical unit type-approval relates.

• 2.2.The test may be carried out either with the frontal protection system mounted on a vehicle of the type for which it is intended or on a test frame closely representing the essential outer front end dimensions of the intended vehicle type. If, when using a test frame, the frontal protection system makes contact with the frame during testing, the test shall be repeated with the frontal protection system mounted on the actual vehicle type for which it is intended. In the case of testing carried out when the frontal protection system is mounted on a vehicle the conditions of point 1 shall apply.

3. Information to be provided.

• 3.1.All frontal protection systems, whether being part of the type-approval of a vehicle with regard to it being optionally fitted with a frontal protection system or being type-approved as a separate technical unit, shall be accompanied by information as to the vehicle or vehicles on which it has been approved for fitting.

• 3.2.All frontal protection systems type-approved as separate technical units shall be accompanied by detailed installation instructions giving sufficient information for a competent person to install it on the vehicle properly. The instructions shall be in the language or languages of the Member State in which the frontal protection system will be offered for sale.

Section D

Lower legform to frontal protection system test

1. Specific requirements

• 1.1.All the tests shall be performed at an impact speed of 40 km/h.

• 1.2.For a frontal protection system approved for fitting to vehicles that comply with the requirements of Section 2 of Annex I to Regulation (EC) No 78/2009 or point 3.1. of Annex I to Directive 2003/102/EC, the absolute value of the maximum dynamic medial collateral ligament elongation at the knee shall not exceed 40 mm, and the maximum dynamic anterior cruciate ligament and posterior cruciate ligament elongation shall not exceed 13 mm. The absolute value of dynamic bending moments at the tibia shall not exceed 380 Nm.

• 1.3.For a frontal protection system approved for fitting to vehicles that comply with the requirements of Section 3 of Annex I to Regulation (EC) No 78/2009, point 3.2. of Annex I to Directive 2003/102/EC or UN Regulation No 127, the absolute value of the maximum dynamic medial collateral ligament elongation at the knee shall not exceed 22 mm, and the maximum dynamic anterior cruciate ligament and posterior cruciate ligament elongation shall not exceed 13 mm. The absolute value of dynamic bending moments at the tibia shall not exceed 340 Nm.

• 1.4.For a frontal protection system approved for fitting only to vehicles which do not comply with either Regulation (EC) No 78/2009, Directive 2003/102/EC or UN Regulation No 127, the test requirements set out in points 1.2. and 1.3. may be replaced by the following test requirements:

• — The absolute value of the maximum dynamic medial collateral ligament elongation at the knee shall not exceed 40 mm, and the maximum dynamic anterior cruciate ligament and posterior cruciate ligament elongation shall not exceed 13 mm. The absolute value of dynamic bending moments at the tibia shall not exceed 380 Nm; or

• — A pair of tests shall be performed on the vehicle, one with the frontal protection system fitted, and a second without the frontal protection system fitted and each pair of tests shall be performed in equivalent locations as agreed with the type-approval authority and technical service. The values for the maximum dynamic medial collateral ligament elongation at the knee, the maximum dynamic anterior cruciate ligament and posterior cruciate ligament elongations shall be recorded. In each case the value recorded for the vehicle fitted with the frontal protection system shall not exceed 90 % of the value recorded for the vehicle without the frontal protection system fitted.

2. General

• 2.1.The lower legform impactor for the frontal protection system tests shall be in 'free flight' at the moment of impact, in accordance with the provisions of paragraph 1.8. of Annex 5 to UN Regulation No 127. The impactor shall be released to free flight at such a distance that the test results are not influenced by any contact of the impactor with the propulsion system during rebound of the impactor.

• 2.2.In all cases the impactor may be propelled by an air, spring or hydraulic gun, or by other means that can be shown to give the same result. The lower legform impactor shall be certified pursuant to paragraph 1. of Annex 6 to UN Regulation No 127.

3. Specification of the test

• 3.1.A minimum of three lower legform to frontal protection system tests shall be carried out on test points between the upper and lower frontal protection system reference lines. The test points shall be at positions judged by the technical service to be the most likely to cause injury. Tests shall be carried out to different types of structure where they vary throughout the area to be assessed. The points tested by the technical service shall be recorded in the test report.

• 3.2.For vehicles with a lower frontal protection system reference line height of less than 425 mm the requirements of this Section shall be applied.

4. For vehicles with a lower frontal protection system reference line height which is equal to, or greater than, 425 mm and less than 500 mm the manufacturer may choose to apply either the tests set out in this Section or the tests set out in Section E.

• 4.1.The state of the vehicle or subsystem shall comply with the provisions in Section C. The stabilised temperature of the test apparatus and the vehicle or separate technical unit shall be 20 °C°± 4 °C.

• 4.2.The lower legform impactor is described in Annex 4 to UN Regulation No 127.

• 4.3.The test impactor shall be stored and handled in accordance with paragraphs 1.2. and 1.3. of Annex 5 to UN Regulation No 127 prior to the test.

• 4.4.The tests shall be carried out in accordance with paragraphs 1.6. to 1.14. of Annex 5 to UN Regulation No 127.

• 4.5.During contact between the impactor and the frontal protection system, the impactor shall not contact the ground or any object which is not part of the frontal protection system or the vehicle.

Section E

Upper legform to frontal protection system test

1. Specific requirements

• 1.1.All the tests shall be performed at an impact speed of 40 km/h.

• 1.2.The instantaneous sum of the impact forces with respect to time shall not exceed 7,5 kN and the bending moment on the test impactor shall not exceed 510 Nm.

• 1.3.For a frontal protection system approved for fitting only to vehicles which do not comply with either Regulation (EC) No 78/2009, Directive 2003/102/EC or UN Regulation No 127, the test requirements set out in point 1.2. may be replaced by the following test requirements:

• — The instantaneous sum of the impact forces with respect to time shall not exceed 9,4 kN and the bending moment on the test impactor shall not exceed 640 Nm; or

• — A pair of tests shall be performed on the vehicle, one with the frontal protection system fitted, and a second without the frontal protection system fitted. Each pair of tests shall be performed in equivalent locations as agreed with the type-approval authority and technical service. The values for the instantaneous sum of the impact forces and the bending moment on the test impactor shall be recorded. In each case the value recorded for the vehicle fitted with the frontal protection system shall not exceed 90 % of the value recorded for the vehicle without the frontal protection system fitted.

2. General

• 2.1.The upper legform impactor for tests to the frontal protection system shall be mounted to the propulsion system, by a torque limiting joint, to prevent large off-centre loads damaging the guidance system. The guidance system shall be fitted with low-friction guides, insensitive to off-axis loading, that allow the impactor to move only in the specified direction of impact, when in contact with the frontal protection system. The guides shall prevent motion in other directions including rotation about any other axis.

• 2.2.The upper legform impactor may be propelled by an air, spring or hydraulic gun, or by other means that can be shown to give the same result. The upper legform impactor shall be certified pursuant to paragraph 2. of Annex 6 to UN Regulation No 127.

3. Specification of the test