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)

• The liquefied hydrogen storage system shall qualify for the performance test requirements specified in this point. The manufacturer shall specify a Maximum Allowable Working Pressure (MAWP). The test elements within these performance requirements are those in points 1.2.1. to 1.2.4.

• 1.2.1.Verification of baseline metrics.

• 1.2.1.1.Proof pressure:

• A system is pressurized to a pressure ptest ≥ 1,3 (MAWP ± 0,1 MPa) in accordance with point 2.1.1. without visible deformation, degradation of container pressure, or detectable leakage.

• 1.2.1.2.Baseline initial burst pressure.

• 1.2.1.3.The burst test is performed per the test procedure in point 2.1.2. on one sample of the inner container that is not integrated in its outer jacket and not insulated.

• 1.2.1.4.The burst pressure shall be at least equal to the burst pressure used for the mechanical calculations. For steel containers that is either:

• (a) Maximum Allowable Working Pressure (MAWP) (in MPa) plus 0.1 MPa multiplied by 3.25; or

• (b) Maximum Allowable Working Pressure (MAWP) (in MPa) plus 0.1 MPa multiplied by 1.5 and multiplied by Rm/Rp, where Rm is the minimum ultimate tensile strength of the container material and Rp (minimum yield strength) is 1.0 for austenitic steels and Rp is 0.2 for other steels.

• 1.2.1.5.Baseline pressure cycle life.

• 1.2.1.5.1.When using metallic containers and/or metallic vacuum jackets, the manufacturer shall either provide a calculation in order to demonstrate that the container is designed according to current regional legislation or accepted standards (e.g. in US the ASME Boiler and Pressure Vessel Code, in Europe EN 1251-1 and EN 1251-2 and in all other countries an applicable regulation for the design of metallic pressure containers), or define and perform suitable tests (including point 2.1.3.) that prove the same level of safety compared to a design supported by calculation according to accepted standards.

• 1.2.1.5.2.For non-metallic containers and/or vacuum jackets, in addition to point 2.1.3. testing, suitable tests shall be designed by the manufacturer to prove the same level of safety compared to a metallic container.

• 1.2.2.Verification for expected on-road performance.

• 1.2.2.1.Boil-off

• 1.2.2.1.1.The boil-off test is performed on a liquefied hydrogen storage system equipped with all components. The test is performed on a system filled with liquid hydrogen per the test procedure in point 2.2.1. and shall demonstrate that the boil-off system limits the pressure in the inner storage container to below the maximum allowable working pressure.

• 1.2.2.2.Leak

• 1.2.2.2.1.After the boil-off test in point 2.2.1., the system is kept at boil-off pressure and the total discharge rate due to leakage shall be measured per the test procedure in point 2.2.2. The maximum allowable discharge from the hydrogen storage system is R150 Nml/min where R = (Vwidth+1)(Vheight+0.5)*(Vlength+1)/30.4 and Vwidth, Vheight, Vlength are the vehicle width, height, length (m), respectively.

• 1.2.2.3.Vacuum loss.

• 1.2.2.3.1.The vacuum loss test is performed on a liquefied hydrogen storage system equipped with all components as described in Figure 1 above. The test is performed on a system filled with liquid hydrogen per the test procedure in point 2.2.3. and shall demonstrate that both primary and secondary pressure relief devices limit the pressure to the values specified in point 2.2.3. in case vacuum pressure is lost.

• 1.2.3.Verification of service-terminating conditions:

• 1.2.3.1.Bonfire test.

• 1.2.3.1.1.The function of the pressure relief devices and the absence of rupture under the following service-terminating conditions shall be demonstrated in accordance with the test procedures provided in point 2.3.

• 1.2.3.1.2.A hydrogen storage system is filled to half-full liquid level and exposed to fire in accordance with test procedure of point 2.3. The pressure relief device(s) shall release the contained gas in a controlled manner without rupture.

• 1.2.3.1.3.For steel containers the test is passed when the requirements relating to the pressure limits for the pressure relief devices as described in point 2.3. are fulfilled. For other container materials, an equivalent level of safety shall be demonstrated.

• 1.2.3.2.Requirements for pressure relief device and shut-off device.

• 1.2.3.2.1.The pressure relief device and shut-off device, as described in Figure 1, shall comply with one of the following requirements:

• (a) The devices shall be type-approved in accordance with point 1 of this section and produced in conformity with the approved type; or

• (b) The manufacturer of the liquefied hydrogen storage system shall ensure that the devices comply with the requirements of point 1 of this section.

• 1.2.4.Labelling:

• A label shall be permanently affixed on each container with at least the following information: Name of the Manufacturer, Serial Number, Date of Manufacture, MAWP, fuel type (i.e. ‘CHG’ for gaseous hydrogen or ‘LH2’ for liquid hydrogen).

• 2.Test procedures for LHSS.

• 2.1.Tests for verification of baseline metrics.

• 2.1.1.Proof pressure test.

• 2.1.1.1.The inner container and the pipe work situated between the inner container and the outer jacket shall withstand an inner pressure test at room temperature according to the following requirements.

• 2.1.1.2.The test pressure ptest is defined by the manufacturer and shall fulfil the following requirements:

• ptest ≥ 1,3 (MAWP ± 0,1 MPa)

• (a) For metallic containers, either ptest is equal to or greater than the maximum pressure of the inner container during fault management (as determined in point 2.2.3.) or the manufacturer proves by calculation that at the maximum pressure of the inner container during fault management no yield occurs; and

• (b) For non-metallic containers, ptest is equal to or greater than the maximum pressure of the inner container during fault management (as determined in point 2.2.3.).

• 2.1.1.3.The test is conducted according to the following procedure:

• (a) The test is conducted on the inner storage container and the interconnecting pipes between inner storage container and vacuum jacket before the outer jacket is mounted;

• (b) The test is either conducted hydraulically with water or a glycol/water mixture, or alternatively with gas. The container is pressurized to test pressure ptest at an even rate and kept at that pressure for at least 10 minutes; and

• (c) The test is done at ambient temperature. In the case of using gas to pressurize the container, the pressurization is done in a way that the container temperature stays at or around ambient temperature.

• 2.1.1.4.The test is passed successfully if, during the first 10 minutes after applying the proof pressure, no visible permanent deformation, no visible degradation in the container pressure and no visible leakage are detectable.

• 2.1.2.Baseline initial burst pressure.

• 2.1.2.1.The test is conducted according to the following procedure:

• (a) The test is conducted on the inner container at ambient temperature;

• (b) The test is conducted hydraulically with water or a water/glycol mixture;

• (c) The pressure is increased at a constant rate, not exceeding 0.5 MPa/min until burst or leakage of the container occurs;

• (d) When MAWP is reached there is a wait period of at least ten minutes at constant pressure, during which time the deformation of the container can be checked; and

• (e) The pressure is recorded or written during the entire test.

• 2.1.2.2.For steel inner containers, the test is passed successfully if at least one of the two passing criteria described in point 1.1.1.2. is fulfilled. For inner containers made out of an aluminium alloy or other material, a passing criterion shall be defined which guarantees at least the same level of safety compared to steel inner containers.

• 2.1.3.Baseline pressure cycle life.

• 2.1.3.1.Containers and/or vacuum jackets are pressure cycled with a number of cycles at least three times the number of possible full pressure cycles (from the lowest to highest operating pressure) for an expected on-road performance. The number of pressure cycles is defined by the manufacturer under consideration of operating pressure range, size of the storage and, respectively, maximum number of refuellings and maximum number of pressure cycles under extreme usage and storage conditions. Pressure cycling is conducted between atmospheric pressure and MAWP at liquid nitrogen temperatures, e.g. by filling the container with liquid nitrogen to certain level and alternately pressurizing and depressurizing it with (pre-cooled) gaseous nitrogen or helium.

• 2.2.Verification for expected on-road performance.

• 2.2.1.Boil-off test.

• 2.2.1.1.The test is conducted according to the following procedure:

• (a) For pre-conditioning, the container is fuelled with liquid hydrogen to the specified maximum filling level. Hydrogen is subsequently extracted until it meets half filling level, and the system is allowed to completely cool down for at least 24 hours and a maximum of 48 hours;

• (b) The container is filled to the specified maximum filling level;

• (c) The container is pressurized until boil-off pressure is reached; and

• (d) The test lasts for at least another 48 hours after boil-off started and is not terminated before the pressure stabilizes. Pressure stabilization has occurred when the average pressure does not increase over a two hours period.

• 2.2.1.2.The pressure of the inner container is recorded or written during the entire test. The test is passed successfully if the following requirements are fulfilled:

• (a) The pressure stabilizes and stays below MAWP during the whole test; and

• (b) The pressure relief devices are not allowed to open during the whole test.

• 2.2.2.Leak test.

• 2.2.2.1.The test shall be conducted according to the procedure described in point 2.2. of Section C of this Part.

• 2.2.3.Vacuum loss test.

• 2.2.3.1.The first part of the test is conducted according to the following procedure:

• (a) The vacuum loss test is conducted with a completely cooled-down container (according to the procedure in point 2.2.1.);

• (b) The container is filled with liquid hydrogen to the specified maximum filling level;

• (c) The vacuum enclosure is flooded with air at an even rate to atmospheric pressure; and

• (d) The test is terminated when the first pressure relief device does not open any more.

• 2.2.3.2.The pressure of the inner container and the vacuum jacket is recorded or written during the entire test. The opening pressure of the first safety device is recorded or written. The first part of test is passed if the following requirements are fulfilled:

• (a) The first pressure relief device opens below or at MAWP and limit the pressure to not more than 110 % of the MAWP;

• (b) The first pressure relief device does not open at pressure above MAWP; and

• (c) The secondary pressure relief device does not open during the entire test.

• 2.2.3.3.After passing the first part, the test shall be repeated subsequently to re-generation of the vacuum and cool-down of the container as described above.

• (a) The vacuum is re-generated to a value specified by the manufacturer. The vacuum shall be maintained at least 24 hours. The vacuum pump may stay connected until the time directly before the start of the vacuum loss;

• (b) The second part of the vacuum loss test is conducted with a completely cooled-down container (according to the procedure in point 2.2.1.);

• (c) The container is filled to the specified maximum filling level;

• (d) The line downstream the first pressure relief device is blocked and the vacuum enclosure is flooded with air at an even rate to atmospheric pressure; and

• (e) The test is terminated when the second pressure relief device does not open any more.

• 2.2.3.4.The pressure of the inner container and the vacuum jacket is recorded or written during the entire test. For steel containers the second part of the test is passed if the secondary pressure relief device does not open below 110 % of the set pressure of the first pressure relief device and limits the pressure in the container to a maximum 136 % of the MAWP if a safety valve is used, or, 150 % of the MAWP if a burst disk is used as the secondary pressure relief device. For other container materials, an equivalent level of safety shall be demonstrated.

• 2.3.Verification test for service-terminating performance due to fire.

• 2.3.1.The tested liquefied hydrogen storage system shall be representative of the design and the manufacturing of the type to be approved. Its manufacturing shall be completely finished and it shall be mounted with all its equipment.

• 2.3.2.The first part of the test is conducted according to the following procedure:

• (a) The bonfire test is conducted with a completely cooled-down container (according to the procedure in point 2.2.1.);

• (b) The container contained during the previous 24 hours a volume of liquid hydrogen at least equal to half of the water volume of the inner container;

• (c) The container is filled with liquid hydrogen so that the quantity of liquid hydrogen measured by the mass measurement system is half of the maximum allowed quantity that may be contained in the inner container;

• (d) A fire burns 0,1 m underneath the container. The length and the width of the fire exceed the plan dimensions of the container by 0,1 m. The temperature of the fire is at least 590 °C. The fire shall continue to burn for the duration of the test;

• (e) The pressure of the container at the beginning of the test is between 0 MPa and 0,01 MPa at the boiling point of hydrogen in the inner container;

• (f) The test shall continue until the storage pressure decreases to or below the pressure at the beginning of the test, or alternatively in case the first PRD is a re-closing type, the test shall continue until the safety device has opened for a second time; and

• (g) The test conditions and the maximum pressure reached within the container during the test are recorded in a test certificate signed by the manufacturer and the technical service.

• 2.3.3.The test is passed if the following requirements are fulfilled:

• (a) The secondary pressure relief device is not operated below 110 % of the set pressure of the primary pressure relief device; and

• (b) The container shall not burst and the pressure inside the inner container shall not exceed the permissible fault range of the inner container.

• 2.3.4.The permissible fault range for steel containers is as follows:

• (a) If a safety valve is used as secondary pressure relief device, the pressure inside the container does not exceed 136 % of the MAWP of the inner container;

• (b) If a burst disk is used outside the vacuum area as secondary pressure relief device, the pressure inside the container is limited to 150 % of the MAWP of the inner container; and

• (c) If a burst disc is used inside the vacuum area as secondary pressure relief device, the pressure inside the container is limited to 150 % of the MAWP plus 0,1 MPa (MAWP ± 0,1 MPa) of the inner container.

• 2.3.5.For other materials, an equivalent level of safety shall be demonstrated.

Section C

Technical specifications for the type-approval of specific components for liquefied hydrogen storage system

• 1.Requirements for specific components for LHSS

• 1.1.Pressure relief device qualification requirements

• The pressure relief device shall meet the following performance qualification requirements:

• (a) Pressure test (point 2.1. test procedure);

• (b) External leakage test (point 2.2. test procedure);

• (c) Operational test (point 2.4. test procedure);

• (d) Corrosion resistance test (point 2.5. test procedure); and

• (e) Temperature cycle test (point 2.8. test procedure).

• 1.2.Shut-off device qualification requirements

• The shut-off device shall meet the following performance qualification requirements:

• (a) Pressure test (point 2.1. test procedure);

• (b) External leakage test (point 2.2. test procedure);

• (c) Endurance test (point 2.3. test procedure);

• (d) Corrosion resistance test (point 2.5. test procedure);

• (e) Resistance to dry-heat test (point 2.6. test procedure);

• (f) Ozone ageing test (point 2.7. test procedure);

• (g) Temperature cycle test (point 2.8.test procedure); and

• (h) Flex line cycle test (point 2.9. test procedure).

• 2.Test procedures for specific components for LHSS:

• The test procedures for pressure relief devices and shut-off valves are described below:

• Testing shall be performed with hydrogen gas having gas quality compliant with ISO 14687-2/SAE J2719. All tests shall be performed at ambient temperature 20 ± 5 °C unless otherwise specified.

• 2.1.Pressure test

• 2.1.1.A hydrogen containing component shall withstand without any visible evidence of leak or deformation a test pressure of 150 % MAWP with the outlets of the high pressure part plugged. The pressure shall subsequently be increased from 150 % to 300 % MAWP. The component shall not show any visible evidence of rupture or cracks.

• 2.1.2.The pressure supply system shall be equipped with a positive shut-off valve and a pressure gauge having a pressure range of not less than 150 % and no more than 200 % of the test pressure; the accuracy of the gauge shall be 1 % of the pressure range.

• 2.1.3.For components requiring a leakage test, this test shall be performed prior to the pressure test.

• 2.2.External leakage test

• 2.2.1.A component shall be free from leakage through stem or body seals or other joints, and shall not show evidence of porosity in casting when tested as described in point 2.3.3. at any gas pressure between zero and its MAWP.

• 2.2.2.The test shall be performed on the same equipment at the following conditions:

• (a) At ambient temperature;

• (b) At the minimum operating temperature or at liquid nitrogen temperature after sufficient conditioning time at this temperature to ensure thermal stability; and

• (c) At the maximum operating temperature after sufficient conditioning time at this temperature to ensure thermal stability.

• 2.2.2.1.During this test, the equipment under test shall be connected to a source of gas pressure. A positive shut-off valve and a pressure gauge having a pressure range of not less than 150 % and not more than 200 % of the test pressure shall be installed in the pressure supply piping; the accuracy of the gauge shall be 1 % of the pressure range. The pressure gauge shall be installed between the positive shut-off valve and the sample under test.

• 2.2.2.2.Throughout the test, the sample shall be tested for leakage, with a surface active agent without formation of bubbles or measured with a leakage rate less than 216 Nml/hr.

• 2.3.Endurance Test

• 2.3.1.A component shall be capable of conforming to the applicable leakage test requirements of points 2.2. and 2.9., after being subjected to 20 000 operation cycles.

• 2.3.2.The appropriate tests for external leakage and seat leakage, as described in points 2.2. and 2.9. shall be carried out immediately following the endurance test.

• 2.3.3.The shut-off valve shall be securely connected to a pressurized source of dry air or nitrogen and subjected to 20 000 operation cycles. A cycle shall consist of one opening and one closing of the component within a period of not less than 10 ± 2 seconds.

• 2.3.4.The component shall be operated through 96 % of the number of specified cycles at ambient temperature and at the MAWP of the component. During the off cycle the downstream pressure of the test fixture shall be allowed to decay to 50 % of the MAWP of the component.

• 2.3.5.The component shall be operated through 2 % of the total cycles at the maximum material temperature (– 40 °C to + 85 °C) after sufficient conditioning time at this temperature to ensure thermal stability and at MAWP. The component shall comply with points 2.2. and 2.9. at the appropriate maximum material temperature (– 40 °C to + 85 °C) at the completion of the high temperature cycles.

• 2.3.6.The component shall be operated through 2 % of the total cycles at the minimum material temperature (– 40 °C to + 85 °C) but not less than the temperature of liquid nitrogen after sufficient conditioning time at this temperature to ensure thermal stability and at the MAWP of the component. The component shall comply with points 2.2. and 2.9. at the appropriate minimum material temperature (– 40 °C to + 85 °C) at the completion of the low temperature cycles.

• 2.4.Operational test

• 2.4.1.The operational test shall be carried out in accordance with EN 13648-1 or EN 13648 2. The specific requirements of the standard are applicable.

• 2.5.Corrosion resistance test

• 2.5.1.Metallic hydrogen components shall comply with the leakage tests referred to points 2.2. and 2.9., after being submitted to 144 hours salt spray test according to ISO 9227 with all connections closed.

• 2.5.2.A copper or brass hydrogen containing component shall comply with the leakage tests referred to points 2.2. and 2.9., after being submitted to 24 hours immersion in ammonia according to ISO 6957 with all connections closed.

• 2.6.Resistance to dry-heat test

• 2.6.1.The test shall be carried out in compliance with ISO 188. The test piece shall be exposed to air at a temperature equal to the maximum operating temperature for 168 hours. The change in tensile strength shall not exceed ±25 %. The change in ultimate elongation shall not exceed the following values: maximum increase 10 % and maximum decrease 30 %.

• 2.7.Ozone ageing test

• 2.7.1.The test shall be in compliance with ISO 1431-1. The test piece, which shall be stressed to 20 % elongation, shall be exposed to air at + 40 °C with an ozone concentration of 50 parts per hundred million during 120 hours.

• 2.7.2.No cracking of the test piece is allowed.

• 2.8.Temperature cycle test

• 2.8.1.A non-metallic part containing hydrogen shall comply with the leakage tests referred to in point 2.2. and 2.9. after having been submitted to a 96 hours temperature cycle from the minimum operating temperature up to the maximum operating temperature with a cycle time of 120 minutes, under MAWP.

• 2.9.Flex line cycle test

• 2.9.1.Any flexible fuel line shall be capable of conforming to the applicable leakage test requirements referred to in point 2.2., after being subjected to 6 000 pressure cycles.

• 2.9.2.The pressure shall change from atmospheric pressure to the MAWP of the container within less than five seconds, and after a time of at least five seconds, shall decrease to atmospheric pressure within less than five seconds.

• 2.9.3.The appropriate test for external leakage, as referred to in point 2.2., shall be carried out immediately following the endurance test.

Section D

Technical specifications for the type-approval of vehicle fuel systems incorporating liquefied hydrogen storage systems

• 1.Requirements for vehicle fuel systems incorporating LHSS

• This section specifies requirements for the integrity of the hydrogen fuel delivery system, which includes the liquefied hydrogen storage system, piping, joints, and components in which hydrogen is present.

• 1.1.In-use fuel system integrity

• 1.1.1.Over-pressure protection for the low pressure system

• The hydrogen system downstream of a pressure regulator shall be protected against overpressure due to the possible failure of the pressure regulator. The set pressure of the overpressure protection device shall be lower than or equal to the maximum allowable working pressure for the appropriate section of the hydrogen system. The over-pressure protection shall comply with the installation verification referred to in point 2.6.

• 1.1.2.Hydrogen discharge systems

• 1.1.2.1.Pressure relief systems

• Pressure relief devices (such as a burst disc) shall comply with the installation verification referred to in point 2.6. and may be used outside the hydrogen storage system. The hydrogen gas discharge from other pressure relief devices shall not be directed:

• (a) towards exposed electrical terminals, exposed electrical switches or other ignition sources;

• (b) into or towards the vehicle passenger or luggage compartments;

• (c) into or towards any vehicle wheel housing; and

• (d) towards hydrogen gas containers.

• 1.1.2.2.Vehicle exhaust system

• 1.1.2.2.1.The vehicle exhaust system shall comply with the test for the vehicle exhaust system referred to in point 2.4.

• 1.1.2.2.2.At the vehicle exhaust system’s point of discharge, the hydrogen concentration level shall:

• (a) Not exceed 4 % average by volume during any moving three-second time interval during normal operation including start-up and shutdown; and

• (b) Not exceed 8 % at any time.

• 1.1.3.Protection against flammable conditions: single failure conditions

• 1.1.3.1.Hydrogen leakage and/or permeation from the hydrogen storage system shall not directly vent into the passenger, luggage, or cargo compartments, or to any enclosed or semi-enclosed spaces within the vehicle that contains unprotected ignition sources.

• 1.1.3.2.Any single failure downstream of the main hydrogen shut off valve shall not result in any level of a hydrogen concentration in anywhere in the passenger compartment according to test procedure referred to in point 2.3.2.

• 1.1.3.3.If, during operation, a single failure results in a hydrogen concentration exceeding 3 % by volume in air in the enclosed or semi-enclosed spaces of the vehicle, then a warning shall be provided (point 1.1.3.5.). If the hydrogen concentration exceeds 4 % by volume in the air in the enclosed or semi-enclosed spaces of the vehicle, the main shutoff valve shall be closed to isolate the storage system. (point 2.3. test procedure).

• 1.1.3.4.Fuel system leakage

• The hydrogen fuelling line (e.g. piping, joint, etc.) downstream of the main shut off valve(s) to the fuel cell system or the engine shall not leak. Compliance shall be verified at NWP (point 2.5. test procedure).

• 1.1.3.5.Tell-tale signal warning to driver

• The warning shall be given by a visual signal or display text with the following properties:

• (a) Visible to the driver while in the driver’s designated seating position with the driver’s seat belt fastened;

• (b) Yellow in colour if the detection system malfunctions (e.g. circuit disconnection, short-circuit, sensor fault). It shall be red in compliance with point 1.1.3.3.

• (c) When illuminated, shall be visible to the driver under both daylight and night time driving conditions; and

• (d) Remains illuminated when 3 % concentration or detection system malfunction) exists and the master control is in the ‘on’ position or the propulsion system is otherwise activated.

• 1.2.Post-crash fuel system integrity

• Frontal, side and rear crash tests shall be performed as required for the relevant vehicle category in accordance with Regulation (EU) 2019/2144.

• Where one or more of these crash tests are not required, the LHSS, including the safety devices affixed to it shall be installed in such a way that the following accelerations can be absorbed without breaking of the fixation or loosening of the filled LHSS container(s):

• Vehicle of categories M1 and N1:

• (a) 20 g in forward and rearward direction of travel; and

• (b) 8 g horizontally perpendicular to the direction of travel.

• Vehicles of categories M2 and N2:

• (a) 10 g in forward direction of travel; and

• (b) 5 g horizontally perpendicular to the direction of travel.

• Vehicles of categories M3 and N3:

• (a) 6,6 g in the forward direction of travel; and

• (b) 5 g horizontally perpendicular to the direction of travel.

• Any substitute mass used shall be representative for a fully equipped and filled LHSS container/assembly.

• 1.2.1.Fuel leakage limit

• The volumetric flow of hydrogen gas leakage shall not exceed an average of 118 NL per minute for 60 minutes after the crash as determined in accordance with point 2.1.

• 1.2.2.Concentration limit in enclosed spaces

• Hydrogen gas leakage shall not result in a hydrogen concentration in the air greater than 4 % by volume in the passenger and luggage compartments (point 2.2. test procedures). The requirement is satisfied if it is confirmed that the shut-off valve of the storage system has closed within 5 seconds of the crash and no leakage from the storage system.

• 1.2.3.Container Displacement

• The storage container(s) shall remain attached to the vehicle at a minimum of one attachment point.

• 1.3.Flammable materials used in the vehicle shall be protected from liquefied air that may condense on elements of the fuel system.

• 1.4.The insulation of the components shall prevent liquefaction of the air in contact with the outer surfaces, unless a system is provided for collecting and vaporizing the liquefied air. The materials of the components nearby shall be compatible with an atmosphere enriched with oxygen.

• 2.Test procedures for vehicle fuel system incorporating LHSS

• The test procedures for vehicle fuel systems incorporating LHSS according to points 2.1., 2.2. and 2.7. apply only to vehicles of categories M1 and N1 that are subjected to one or more crash tests.

• 2.1.Post-crash liquefied hydrogen storage system leak test

• Prior to conducting the crash test, instrumentation is installed in the hydrogen storage system to perform the required pressure and temperature measurements if the standard vehicle does not already have instrumentation with the required accuracy.

• The storage system is then purged, if necessary, following manufacturer directions to remove impurities from the container before filling the storage system with compressed hydrogen or helium gas. Since the storage system pressure varies with temperature, the targeted fill pressure is a function of the temperature. The target pressure shall be determined from the following equation:

• Ptarget = NWP × (273 + To) / 288

• where NWP is the nominal working pressure (MPa), To is the ambient temperature to which the storage system is expected to settle, and Ptarget is the targeted fill pressure after the temperature settles.

• The container is filled to a minimum of 95 % of the targeted fill pressure and allowed to settle (stabilize) prior to conducting the crash test.

• The main stop valve and shut-off valves for hydrogen gas, located in the downstream hydrogen gas piping, are kept open immediately prior to the impact.

• 2.1.1.Post-crash leak test - compressed hydrogen storage system filled with compressed hydrogen

• The hydrogen gas pressure, P0 (MPa), and temperature, T0 (°C), is measured immediately before the impact and then at a time interval, Δt (min), after the impact. The time interval, Δt, starts when the vehicle comes to rest after the impact and continues for at least 60 minutes. The time interval, Δt, is increased if necessary in order to accommodate measurement accuracy for a storage system with a large volume operating up to 70 MPa; in that case, Δt can be calculated from the following equation:

• Δt = VCHSS × NWP /1 000 × ((– 0,027 × NWP + 4) × Rs – 0.21) – 1.7 × Rs

• where Rs = Ps / NWP, Ps is the pressure range of the pressure sensor (MPa), NWP is the Nominal Working Pressure (MPa), VCHSS is the volume of the compressed hydrogen storage system (L), and Δt is the time interval (min). If the calculated value of Δt is less than 60 minutes, Δt is set to 60 minutes.

• The initial mass of hydrogen in the storage system can be calculated as follows:

• Po’ = Po × 288 / (273 + T0)

• ρo’ = – 0,0027 × (P0’)² + 0,75 × P0’ + 0,5789

• Mo = ρo’ × VCHSS

• Correspondingly, the final mass of hydrogen in the storage system, Mf, at the end of the time interval, Δt, can be calculated as follows:

• Pf’ = Pf × 288 / (273 + Tf)

• ρf’ = – 0,0027 × (Pf’)² + 0,75 × Pf’ + 0,5789

• Mf = ρf’ × VCHSS

• where Pf is the measured final pressure (MPa) at the end of the time interval, and Tf is the measured final temperature (°C).

• The average hydrogen flow rate over the time interval (that shall be less than the criteria in point 1.2.1.) is therefore:

• VH2 = (Mf–Mo) / Δt × 22,41 / 2,016 × (Ptarget /Po)

• where VH2 is the average volumetric flow rate (NL/min) over the time interval and the term (Ptarget /Po) is used to compensate for differences between the measured initial pressure, Po, and the targeted fill pressure Ptarget.

• 2.1.2.Post-crash leak test - Compressed hydrogen storage system filled with compressed helium

• The helium gas pressure, P0 (MPa), and temperature T0 (°C), are measured immediately before the impact and then at a predetermined time interval after the impact. The time interval, Δt, starts when the vehicle comes to rest after the impact and continues for at least 60 minutes.

• The time interval, Δt, shall be increased if necessary in order to accommodate measurement accuracy for a storage system with a large volume operating up to 70MPa; in that case, Δt can be calculated from the following equation:

• Δt = VCHSS × NWP /1 000 × ((– 0,028 × NWP + 5,5) x Rs – 0,3) – 2,6 × Rs

• where Rs = Ps / NWP, Ps is the pressure range of the pressure sensor (MPa), NWP is the Nominal Working Pressure (MPa), VCHSS is the volume of the compressed hydrogen storage system (L), and Δt is the time interval (min). If the value of Δt is less than 60 minutes, Δt is set to 60 minutes.

• The initial mass of hydrogen in the storage system is calculated as follows:

• Po’ = Po × 288 / (273 + T0)

• ρo’ = – 0,0043 × (P0’)² + 1,53 × P0’ + 1,49

• Mo = ρo’ × VCHSS

• The final mass of hydrogen in the storage system at the end of the time interval, Δt, is calculated as follows:

• Pf’ = Pf × 288 / (273 + Tf)

• ρf’ = – 0,0043 × (Pf’)² + 1,53 × Pf’ + 1,49

• Mf = ρf’ × VCHSS

• where Pf is the measured final pressure (MPa) at the end of the time interval, and Tf is the measured final temperature (°C).

• The average helium flow rate over the time interval is therefore

• VHe = (Mf–Mo) / Δt × 22,41 / 4,003 × (Po/ Ptarget)

• where VHe is the average volumetric flow rate (NL/min) over the time interval and the term Po/ Ptarget is used to compensate for differences between the measured initial pressure (Po) and the targeted fill pressure (Ptarget).

• Conversion of the average volumetric flow of helium to the average hydrogen flow is done with the following expression:

• VH2 = VHe / 0,75

• where VH2 is the corresponding average volumetric flow of hydrogen (that shall be less than the criteria in point 1.2.1. to pass).

• 2.2.Post-crash concentration test for enclosed spaces

• 2.2.1.The measurements are recorded in the crash test that evaluates potential hydrogen (or helium) leakage as determined in accordance with point 2.1.

• 2.2.2.Sensors are selected to measure either the build-up of the hydrogen or helium gas or the reduction in oxygen (due to displacement of air by leaking hydrogen/helium).

• 2.2.3.Sensors are calibrated to traceable references to ensure an accuracy of ±5 % at the targeted criteria of 4 % hydrogen or 3 % helium by volume in air, and a full scale measurement capability of at least 25 % above the target criteria. The sensor shall be capable of a 90 % response to a full scale change in concentration within 10 seconds.

• 2.2.4.Prior to the crash impact, the sensors are located in the passenger and luggage compartments of the vehicle as follows:

• (a) At a distance within 250 mm of the headliner above the driver’s seat or near the top centre the passenger compartment;

• (b) At a distance within 250 mm of the floor in front of the rear (or rear most) seat in the passenger compartment;

• (c) At a distance within 100 mm of the top of luggage compartments within the vehicle that are not directly affected by the particular crash impact to be conducted.

• 2.2.5.The sensors are securely mounted on the vehicle structure or seats and protected for the planned crash test from debris, air bag exhaust gas and projectiles. The measurements following the crash are recorded by instruments located within the vehicle or by remote transmission.

• 2.2.6.The vehicle may be located either outdoors in an area protected from the wind and possible solar effects or indoors in a space that is large enough or ventilated to prevent the build-up of hydrogen to more than 10 % of the targeted criteria in the passenger, luggage, and cargo compartments.

• 2.2.7.Post-crash data collection in enclosed spaces commences when the vehicle comes to a rest. Data from the sensors are collected at least every 5 seconds and continue for a period of 60 minutes after the test. A first-order lag (time constant) up to a maximum of 5 seconds may be applied to the measurements to provide "smoothing" and filter the effects of spurious data points.

• 2.2.8.The filtered readings from each sensor shall be below the targeted criteria of 3 ± 1,0 % for hydrogen or 2,25 ± 0,75 % for helium at all times throughout the 60 minutes post-crash test period.

• 2.3.Compliance test for single failure conditions

• Either test procedure of point 2.3.1. or point 2.3.2. shall be executed:

• 2.3.1.Test procedure for vehicle equipped with hydrogen gas leakage detectors

• 2.3.1.1.Test condition

• 2.3.1.1.1.Test vehicle: The propulsion system of the test vehicle is started, warmed up to its normal operating temperature, and left operating for the test duration. If the vehicle is not a fuel cell vehicle, it is warmed up and kept idling. If the test vehicle has a system to stop idling automatically, measures are taken so as to prevent the engine from stopping.

• 2.3.1.1.2.Test gas: Two mixtures of air and hydrogen gas: 2 ± 1,0 % concentration (or less) of hydrogen in the air to verify function of the warning, and 3 ± 1,0 % concentration (or less) of hydrogen in the air to verify function of the shut-down. The proper concentrations are selected based on the recommendation (or the detector specification) by the manufacturer.

• 2.3.1.2.Test method

• 2.3.1.2.1.Preparation for the test: The test is conducted without any influence of wind by appropriate means such as;

• (a) A test gas induction hose is attached to the hydrogen gas leakage detector;

• (b) The hydrogen leak detector is enclosed with a cover to make gas stay around hydrogen leak detector.

• 2.3.1.2.2.Execution of the test

• (a) Test gas is blown to the hydrogen gas leakage detector;

• (b) Proper function of the warning system is confirmed when tested with the gas to verify function of the warning;

• (c) The main shut-off valve is confirmed to be closed when tested with the gas to verify function of the shut-down. For example, the monitoring of the electric power to the shut-off valve or of the sound of the shut-off valve activation may be used to confirm the operation of the main shut-off valve of the hydrogen supply.

• 2.3.2.Test procedure for integrity of enclosed spaces and detection systems.

• 2.3.2.1.Preparation:

• The test is conducted without any influence of wind.

• Special attention is paid to the test environment as during the test flammable mixtures of hydrogen and air may occur.

• 2.3.2.1.1.Prior to the test, the vehicle is prepared to allow remotely controllable hydrogen releases from the hydrogen system. The number, location and flow capacity of the release points downstream of the main hydrogen shutoff valve are defined by the vehicle manufacturer taking worst case leakage scenarios under single failure condition into account. As a minimum, the total flow of all remotely controlled releases shall be adequate to trigger demonstration of the automatic "warning" and hydrogen shut-off functions.

• 2.3.2.1.2.For the purpose of the test, a hydrogen concentration detector is installed where hydrogen gas may accumulate most in the passenger compartment (e.g. near the headliner) when testing for compliance with point 1.1.3.2. and hydrogen concentration detectors are installed in enclosed or semi enclosed volumes on the vehicle where hydrogen can accumulate from the simulated hydrogen releases when testing for compliance with point 1.1.3.1.

• 2.3.2.2.Procedure:

• Vehicle doors, windows and other covers are closed.

• The propulsion system is started, allowed to warm up to its normal operating temperature and left operating at idle for the test duration.

• A leak is simulated using the remote controllable function.

• The hydrogen concentration is measured continuously until the concentration does not rise for 3 minutes. When testing for compliance with point 1.1.3.3., the simulated leak is then increased using the remote controllable function until the main hydrogen shutoff valve is closed and the tell-tale warning signal is activated. The monitoring of the electric power to the shut-off valve or of the sound of the shut-off valve activation may be used to confirm the operation of the main shut-off valve of the hydrogen supply.

• When testing for compliance with point 1.1.3.2., the test is successfully completed if the hydrogen concentration in the passenger compartment does not exceed 1.0 %. When testing for compliance with point 1.1.3.3., the test is successfully completed if the tell-tale warning and shut-off function are executed at (or below) the levels specified in point 1.1.3.3.; otherwise, the test is failed and the system is not qualified for vehicle service.

• 2.4.Compliance test for the vehicle exhaust system

• 2.4.1.The power system of the test vehicle (e.g. fuel cell stack or engine) is warmed up to its normal operating temperature.

• 2.4.2.The measuring device is warmed up before use to its normal operating temperature.

• 2.4.3.The measuring section of the measuring device is placed on the centre line of the exhaust gas flow within 100 mm from the exhaust point of discharge external to the vehicle.

• 2.4.4.The exhaust hydrogen concentration is continuously measured during the following steps:

• (a) The power system is shut down;

• (b) Upon completion of the shut-down process, the power system is immediately started; and

• (c) After a lapse of one minute, the power system is turned off and measurement continues until the power system shut-down procedure is completed.

• 2.4.5.The measurement device shall have a measurement response time of less than 300 milliseconds.

• 2.5.Compliance test for fuel line leakage

• 2.5.1.The power system of the test vehicle (e.g. fuel cell stack or engine) is warmed up and operating at its normal operating temperature with the operating pressure applied to fuel lines.

• 2.5.2.Hydrogen leakage is evaluated at accessible sections of the fuel lines from the high-pressure section to the fuel cell stack (or the engine), using a gas leak detector or a leak detecting liquid, such as soap solution.

• 2.5.3.Hydrogen leak detection is performed primarily at joints.

• 2.5.4.When a gas leak detector is used, detection is performed by operating the leak detector for at least 10 seconds at locations as close to fuel lines as possible.

• 2.5.5.When a leak detecting liquid is used, hydrogen gas leak detection is performed immediately after applying the liquid. In addition, visual checks are performed a few minutes after the application of liquid in order to check for bubbles caused by trace leaks.

• 2.6.Installation verification

• The system is visually inspected for compliance.

• 2.7.Post-crash leak test for the liquefied hydrogen storage systems

• Prior to the vehicle crash test, the following steps are taken to prepare the liquefied hydrogen storage system (LHSS):

• (a) If the vehicle does not already have the following capabilities as part of the standard vehicle; the following shall be installed before the test:
• — LHSS pressure sensor. The pressure sensor shall have a full scale of reading of at least 150 % of MAWP, an accuracy of at least 1 % of full scale, and capable of reading values of at least 10 kPa;
• — LHSS temperature sensor. The temperature sensor shall be capable of measuring cryogenic temperatures expected before crash. The sensor is located on an outlet, as near as possible to the container;

• (b) Fill and drain ports. The ability to add and remove both liquefied and gaseous contents of the LHSS before and after the crash test shall be provided;

• (c) The LHSS is purged with at least 5 volumes of nitrogen gas;

• (d) The LHSS is filled with nitrogen to the equivalence of the maximum fill level of hydrogen by weight;

• (e) After fill, the (nitrogen) gas vent is to be closed, and the container allowed to equilibrate.

• The leak-tightness of the LHSS is confirmed.

• After the LHSS pressure and temperature sensors indicate that the system has cooled and equilibrated, the vehicle shall be crashed per state or regional regulation. Following the crash, there shall be no visible leak of cold nitrogen gas or liquid for a period of at least 1 hour after the crash. Additionally, the operability of the pressure controls or PRDs shall be proven to ensure that the LHSS is protected against burst after the crash. If the LHSS vacuum has not been compromised by the crash, nitrogen gas may be added to the LHSS via the fill / drain port until pressure controls and/or PRDs are activated. In the case of re-closing pressure controls or PRDs, activation and re-closing for at least 2 cycles shall be demonstrated. Exhaust from the venting of the pressure controls or the PRDs shall not be vented to the passenger or luggage, compartments during these post-crash tests.

• Either test procedure referred to in point 2.7.1. or the alternative test procedure in point 2.7.2. (consisting of points 2.7.2.1. and 2.7.2.2.) may be chosen at the discretion of the manufacturer.

• 2.7.1.Post-crash leak test for the liquefied hydrogen storage systems

• 2.7.1.1.Following confirmation that the pressure control and/or safety relief valves are still functional, the leak tightness of the LHSS may be proven by detecting all possible leaking parts with a sniff sensor of a calibrated Helium leak test device used in sniff modus. The test can be performed as an alternative if the following pre-conditions are fulfilled:

• (a) No possible leaking part shall be below the liquid nitrogen level as indicated on the storage container;

• (b) All possible leaking parts are pressurized with helium gas when the LHSS is pressurized;

• (c) Required covers and/or body panels and parts can be removed to gain access to all potential leak sites.

• 2.7.1.2.Prior to the test the manufacturer shall provide a list of all possible leaking parts of the LHSS. Possible leaking parts are:

• (a) Any connectors between pipes and between pipes and the container;

• (b) Any welding of pipes and components downstream the container;

• (c) Valves;

• (d) Flexible lines;

• (e) Sensors.

• 2.7.1.3.Prior to the leak test overpressure in the LHSS should be released to atmospheric pressure and afterwards the LHSS should be pressurized with helium to at least the operating pressure but well below the normal pressure control setting (so the pressure regulators do not activate during the test period). The test is passed if the total leakage amount (i.e. the sum of all detected leakage points) is less than 216 Nml/hr.

• 2.7.2.Alternative post-crash tests for the liquefied hydrogen storage systems

• Both tests of points 2.7.2.1. and 2.7.2.2. are conducted under the test procedure referred to in of point 2.7.2.

• 2.7.2.1.Alternative post-crash leak test

• 2.7.2.1.1.Following confirmation that the pressure control and/or safety relief valves are still functional, the following test may be conducted to measure the post-crash leakage. The concentration test described in point 2.1.1. shall be conducted in parallel for the 60 minute test period if the hydrogen concentration has not already been directly measured following the vehicle crash.

• 2.7.2.1.2.The container shall be vented to atmospheric pressure and the liquefied contents of the container shall be removed and the container shall be heated up to ambient temperature. The heat-up could be done, e.g. by purging the container sufficient times with warm nitrogen or increasing the vacuum pressure.

• 2.7.2.1.3.If the pressure control set point is less than 90 % of the MAWP, the pressure control shall be disabled so that it does not activate and vent gas during the leak test.

• 2.7.2.1.4.The container shall then be purged with helium by either:

• (a) flowing at least 5 volumes through the container; or

• (b) pressurizing and de-pressurizing the container the LHSS at least 5 times.

• 2.7.2.1.5.The LHSS shall then be filled with helium to 80 % of the MAWP of the container or to within 10 % of the primary relief valve setting, whichever results in the lower pressure, and held for a period of 60 minutes. The measured pressure loss over the 60 minute test period shall be less than or equal to the following criterion based on the liquid capacity of the LHSS:

• (a) 0,20 MPa allowable loss for 100 l systems or less;

• (b) 0,10 MPa allowable loss for systems greater than 100 l and less than or equal to 200 l; and

• (c) 0,05 MPa allowable for systems greater than 200 l.

• 2.7.2.2.Post-crash enclosed spaces test

• 2.7.2.2.1.The measurements shall be recorded in the crash test that evaluates potential liquid hydrogen leakage in test procedure point 2.7.2.1. if the LHSS contains hydrogen for the crash test or during the helium leak test in test procedure point 2.2.

• 2.7.2.2.2.Select sensors to measure the build-up of hydrogen or helium (depending which gas is contained within the Liquefied Hydrogen Storage Systems (LHSS) for the crash test). Sensors may measure either measure the hydrogen/helium content of the atmosphere within the compartments or measure the reduction in oxygen (due to displacement of air by leaking hydrogen/helium).

• 2.7.2.2.3.The sensors shall be calibrated to traceable references, have an accuracy of 5 % of reading at the targeted criteria of 4 % hydrogen (for a test with liquefied hydrogen) or 0.8 % helium by volume in the air (for a test at room temperature with helium), and a full scale measurement capability of at least 25 % above the target criteria. The sensor shall be capable of a 90 % response to a full scale change in concentration within 10 seconds.

• 2.7.2.2.4.The installation in vehicles with LHSS shall meet the same requirements as for vehicles with compressed hydrogen storage systems in point 2.2. Data from the sensors shall be collected at least every 5 seconds and continue for a period of 60 minutes after the vehicle comes to a rest if post-crash hydrogen is being measured or after the initiation of the helium leak test if helium build-up is being measured. Up to a 5 second rolling average may be applied to the measurements to provide "smoothing" and filter effects of spurious data points. The rolling average of each sensor shall be below the targeted criteria of 4 % hydrogen (for a test with liquefied hydrogen) or 0.8 % helium by volume in the air (for a test at room temperature with helium) at all times throughout the 60 minute post-crash test period.

Section E

Technical specifications for motor vehicles with regard to their hydrogen system, including material compatibility, fuelling receptacle and vehicle identification

1. General requirements for vehicles equipped with compressed hydrogen storage systems (CHSS) that are complimentary to requirements set out in UN Regulation No 134 ([^E0038]) and for vehicles equipped with LHSS.

• 1.1.The installed components of a CHSS, i.e. high pressure container and primary closing devices comprising TPRD, check valve and automatic shut-off valve, shall be type-approved and marked in accordance with this Regulation as well as with UN Regulation No 134 (i.e. a double marking is required).

• 1.2.The installed components of a LHSS, i.e. pressure relief devices and shut-off devices, shall be type-approved and marked in accordance with this Regulation.

• 1.3.The manufacturer shall ensure that, as set out in Section F, the materials used in hydrogen storage systems are compatible with hydrogen and expected additives and production contaminants and expected temperatures and pressures. This does not apply to materials that do not come in contact with hydrogen in normal condition.

• 1.4.Vehicle identification.

• 1.4.1.In the case of hydrogen vehicles of categories M1 and N1 one label shall be installed within the engine (or equivalent) compartment of the vehicle and one in the vicinity of the fuelling receptacle.

• 1.4.2.In the case of hydrogen vehicles of categories M2 and M3, labels shall be installed on the front and rear of the vehicle, in the vicinity of the fuelling receptacle and to the side of each door or set of doors.

• 1.4.3.In the case of hydrogen vehicles of categories N2 and N3, labels shall be installed on the front and rear of the vehicle and in the vicinity of the fuelling receptacle.

• 1.4.4.Labels shall be in conformity with sections 4. to 4.7. of international standard ISO 17840-4:2018.

2. Fuelling receptacle requirements for vehicles equipped with CHSS that are complimentary to requirements set out in UN Regulation No 134 and for vehicles equipped with LHSS.

• 2.1.Fuelling receptacle label:

• A label shall be affixed close to the fuelling receptacle; for instance inside a refilling hatch, showing the following information: fuel type (e.g. "CHG" for gaseous hydrogen), MFP, NWP, date of removal from service of containers.

• 2.2.The fuelling receptacle shall be mounted on the vehicle to ensure positive locking of the fuelling nozzle. The receptacle shall be protected from tampering and the ingress of dirt and water (e.g. installed in a compartment which can be locked). Test procedure is by visual inspection.

• 2.3.The fuelling receptacle shall not be mounted within the external energy absorbing elements of the vehicle (e.g. bumper) and shall not be installed in the passenger compartment, luggage compartment and other places where hydrogen gas could accumulate and where ventilation is not sufficient. Test procedure is by visual inspection.

• 2.4.The geometry of the fuelling receptacle of compressed hydrogen gas vehicles shall conform to international standard ISO 17268:2012 (or later revisions) and be compatible with specification H35, H35HF, H70 or H70HF depending on its nominal working pressure and specific application.

• 2.5.If appropriate, the geometry of the fuelling receptacle of liquefied hydrogen gas vehicles may be at the manufacturer’s discretion and in agreement with the technical service in absence of a standard as indicated in point 2.4.

Section F

Technical specifications for hydrogen components on material compatibility

1. Requirements

• 1.1.This section sets out the requirements and test procedures for storage system and components of CHSS and LHSS with respect to material compatibility. It does not apply to materials that do not come in contact with hydrogen under normal conditions.

2. Specific requirements

• 2.1.The materials used in CHSS shall be compatible with hydrogen when they are in contact with hydrogen in liquid and/or gaseous state. Incompatible materials shall not be in contact with each other.

• 2.2.Steels

• 2.2.1.Steels used in CHSS shall conform to the material requirements of sections 6.1. to 6.4. of standard EN 9809-1:2018 or sections 6.1. to 6.3. of standard EN 9809-2:2018 as appropriate.

• 2.3.Stainless steels

• 2.3.1.Stainless steels used in CHSS shall conform to sections 4.1. to 4.4. of standard EN 1964-3:2000.

• 2.3.2.Welded stainless steels for liners of containers shall conform to sections 4.1. to 4.3. as well as sections 6.1., 6.2. and 6.4. of standard EN 13322-2:2006 as appropriate.

• 2.4.Aluminium alloys

• 2.4.1.Aluminium alloys used in CHSS shall conform to the material requirements of sections 6.1. and 6.2. of international standard ISO 7866:2012.

• 2.4.2.Welded aluminium alloys for liners of containers shall conform to sections 4.2. and 4.3. as well as sections 4.1.2. and 6.1. of standard EN 12862:2000.

• 2.5.Plastic liner materials

• 2.5.1.The material for plastic liners of hydrogen storage containers may be thermosetting or thermoplastic.

• 2.6.Fibres

• 2.6.1.The manufacturer of the container shall keep on file for the intended life of the container design the published specifications for composite materials including principal test results, i.e. tensile test, the material manufacturer’s recommendations for storage, conditions and shelf life.

• 2.6.2.The manufacturer of the container shall keep on file, for the intended life of each batch of containers, the fibre manufacturer’s certification that each shipment conforms to the manufacturer’s specifications for the product.

• 2.6.3.The manufacturer shall make the information available immediately upon request of a national authority responsible for market surveillance activities as well as upon request of the Commission.

• 2.7.Resins

• 2.7.1.The polymeric material for impregnation of the fibres may be thermosetting or thermoplastic resin.

3. Hydrogen compatibility test

• 3.1.For metallic materials used in CHSS, hydrogen compatibility of the material, including that of welds, shall be demonstrated in accordance with international standards ISO 11114-1:2017 and ISO 11114-4:2017, with the tests carried out in hydrogen environments as anticipated in service (e.g. in case of 70 MPa systems, the hydrogen compatibility testing is carried out in 70 Mpa environment at the temperature of -40 °C). Alternatively, in agreement with the technical service and the type-approval authority, compliance may be demonstrated in accordance with the standard SAE J2579:2018.

• 3.2.Demonstration of compliance with the provisions of point 3.1. is not required for:

• (a) steels that conform to paragraphs 6.3. and 7.2.2. of standard EN 9809-1:2018;

• (b) aluminium alloys that conform to paragraph 6.1. of international standard ISO 7866:2012; or

• (c) in case of fully wrapped containers with a non-metallic liner.

• 3.3.Concerning materials used in LHSS, compatibility shall be demonstrated in accordance with international standard EN 1251-1:2000 and DIN EN ISO 21028-1:2017-01, or, at the manufacturer’s discretion, other relevant standards such as SAE J2579:2018, insofar relevant and possible, with the tests carried out in hydrogen environments as anticipated in service. The material hydrogen compatibility can be demonstrated either on specimen level or on the storage system or component itself with field-relevant load assumptions. The technical service shall verify all these items and the test results shall be documented in detail in the test report.

PART 3

Section A

EU TYPE-APPROVAL CERTIFICATE (VEHICLE SYSTEM)

Communication concerning granting / extension / refusal / withdrawal ([^E0039]) of type-approval of a type of vehicle with regard to the hydrogen system, including material compatibility and fuelling receptacle, in accordance with the requirements laid down in Annex XIV to Regulation (EU) 2021/535, as last amended by Regulation (EU) No …/…

Number of the EU type-approval certificate:

Reason for extension / refusal / withdrawal (37) :

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 I to Commission Implementing Regulation (EU) 2020/683)

Addendum

to EU type-approval certificate number …

Additional information

Type-approval numbers in accordance with UN Regulation 134 and Regulation (EU) 2021/535 of the hydrogen system and each component installed on the vehicle type:

• 1.Safety-related performance of a hydrogen-fuelled vehicle when equipped with compressed hydrogen storage system(s):

• UN Regulation No 134:

• 2.Hydrogen storage system(s):

• UN Regulation No 134:

• Regulation (EU) 2021/535:

• 3.Automatic shut-off valve(s):

• UN Regulation No 134:

• Regulation (EU) 2021/535:

• 4.Check valve(s) or non-return valve(s):

• UN Regulation No 134:

• Regulation (EU) 2021/535:

• 5.Thermally-activated pressure relief device (TPRD):

• UN Regulation No 134:

• Regulation (EU) 2021/535:

Section B

EU TYPE-APPROVAL CERTIFICATE (COMPONENT)

Communication concerning granting / extension / refusal / withdrawal ([^E0040]) of type-approval of a type of component for hydrogen systems in accordance with the requirements laid down in Annex XIV to Regulation (EU) 2021/535, as last amended by Regulation (EU) No …/…

Number of the EU type-approval certificate:

Reason for extension / refusal / withdrawal (38) :

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:

• 2.Brief description of the component as regards its design characteristics and constituent materials:

• 3.Example of the type-approval marking:

• 4.Remarks:

Section C

EU type-approval mark of components

• 1.The EU type-approval mark for components 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 component 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 type-approval mark of the components shall be indelible and clearly legible.

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

Figure 1

Example of EU component type-approval mark

Image omitted; see official source

Explanatory note:

Legend	The EU component type-approval was issued by the Netherlands under number 00406. The first two digits "00" indicate that the component was approved in accordance with this Regulation.

[^E0001]: Delete where not applicable.

[^E0002]: Classified according to the definitions set out in Part A of Annex I to Regulation (EU) 2018/858.

[^E0003]: Delete where not applicable.

[^E0004]: Delete where not applicable.

[^E0005]: Regulation No 55 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of mechanical coupling components of combinations of vehicles (OJ L 153, 15.6.2018, p. 179).

[^E0006]: Delete where not applicable.

[^E0007]: Regulation No 43 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of safety glazing materials and their installation on vehicles (OJ L 42, 12.2.2014, p. 1).

[^E0008]: Delete where not applicable.

[^E0009]: Delete where not applicable.

[^E0010]: Delete where not applicable.

[^E0011]: Delete where not applicable.

[^E0012]: Delete where not applicable.

[^E0013]: Regulation No 30 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of pneumatic tyres for motor vehicles and their trailers (OJ L 307, 23.11.2011, p. 1).

[^E0014]: Regulation No 54 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of pneumatic tyres for commercial vehicles and their trailers (OJ L 183, 11.7.2008, p. 41).

[^E0015]: Delete where not applicable.

[^E0016]: Delete where not applicable.

[^E0017]: OJ L 175, 7.7.2017, p. 1.

[^E0018]: UN Regulation No 121 of the Economic Commission for Europe of the United Nations (UN/ECE) – Uniform provisions concerning the approval of vehicles with regard to the location and identification of hand controls, tell-tales and indicators (OJ L 5, 8.1.2016, p. 9).

[^E0019]: As defined in Annex 4a of UN Regulation No 83.

[^E0020]: UN Regulation No 83 of the Economic Commission for Europe of the United Nations (UN/ECE) – Uniform provisions concerning the approval of vehicles with regard to the emission of pollutants according to engine fuel requirements [2015/1038] (OJ L 172, 3.7.2015, p. 1).

[^E0021]: Delete where not applicable.

[^E0022]: Delete where not applicable.

[^E0023]: Delete where not applicable.

[^E0024]: UN Regulation No 127 of the Economic Commission for Europe of the United Nations (UN/ECE) – Uniform provisions concerning the approval of motor vehicles with regard to their pedestrian safety performance [2020/638] (OJ L 154, 15.5.2020, p. 1).

[^E0025]: Delete where not applicable.

[^E0026]: Regulation No 55 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of mechanical coupling components of combinations of vehicles (OJ L 153, 15.6.2018, p.179).

[^E0027]: Regulation No 102 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of I. A close-coupling device (CCD) II. Vehicles with regard to the fitting of an approved type of CCD (OJ L 351, 20.12.2008, p.44).

[^E0028]: OJ L 255, 29.09.2010, p. 1.

[^E0029]: UN Regulation No 142 – Uniform provisions concerning the approval of motor vehicles with regard to the installation of their tyres [2020/242] (OJ L 48,21.2.2020, p.60).

[^E0030]: In case of fuel cell hybrid vehicles (FCHV) or pure electric motor vehicles, the additional value for the mass shall be stated. This value results from the total mass of the high-voltage battery pack(s) minus the reference fuel tank mass (90 % filled). The value shall be rounded to whole kilograms, no decimals. In case of motor vehicles suitable for battery-swapping, the mass at the time of production of the motor vehicle shall be stated. If there is no reference internal combustion engine vehicle in production, this field is not applicable.

[^E0031]: UN Regulation No 85 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of internal combustion engines or electric drive trains intended for the propulsion of motor vehicles of categories M and N with regard to the measurement of net power and the maximum 30 minutes power of electric drive trains (OJ L 326, 24.11.2006, p. 55).

[^E0032]: In case of fuel cell hybrid vehicles (FCHV) or pure electric motor vehicles, the additional mass must be stated. This value results from the total mass of the high-voltage battery pack(s) minus the reference fuel tank mass (90 % filled). The value shall be rounded to whole kilograms, no decimals. In case of motor vehicles suitable for battery-swapping, the mass at the time of production of the motor vehicle shall be stated. If there is no reference internal combustion engine vehicle in production, this field is not applicable.

[^E0035]: OJ L 96, 29.3.2014, p. 107.

[^E0036]: Delete where not applicable.

[^E0037]: Delete where not applicable.

[^E0038]: Regulation No 134 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of motor vehicles and their components with regard to the safety-related performance of hydrogen-fuelled vehicles (HFCV) [2019/795] (OJ L 129, 17.5.2019, p. 43).

[^E0039]: Delete where not applicable.

[^E0040]: Delete where not applicable.