Vehicle Standard (Australian Design Rule 109/01 – Electric Power Train Safety Requirements) 2023 (Cth)
Vehicle Standard (Australian Design Rule 109/01 – Electric Power Train Safety Requirements) 2023
I, CAROL BROWN, Assistant Minister for Infrastructure and Transport, determine this national road vehicle standard under section 12 of the Road Vehicle Standards Act 2018.
Date 31 October 2023
[SIGNED]
Carol Brown
Assistant Minister for Infrastructure and Transport
CONTENTS
LEGISLATIVE PROVISIONS............................................................................... 3
FUNCTION............................................................................................................... 3
APPLICABILITY..................................................................................................... 3
DEFINITIONS.......................................................................................................... 5
REQUIREMENTS.................................................................................................... 5
EXEMPTIONS AND ALTERNATIVE PROCEDURES....................................... 5
ALTERNATIVE STANDARDS............................................................................ 11
APPENDIX A................................................................................................................ 13
LEGISLATIVE PROVISIONS
1.1.Name of Standard
1.1.1.This standard is the Vehicle Standard (Australian Design Rule 109/01 – Electric Power Train Safety Requirements) 2023.
1.1.2.This standard may also be cited as the Australian Design Rule 109/01 – Electric Power Train Safety Requirements, Australian Design Rule 109/01, or ADR 109/01.
1.2.Commencement
1.2.1.This standard commences on the day after it is registered.
FUNCTION
2.1.The function of this standard is to prescribe safety requirements with respect to the electric power train fitted to vehicles as set out in section 3 below. This includes measures to prevent contact with high voltage electrical components and injuries as a result of spillage of electrolytes from batteries.
APPLICABILITY
3.1.This vehicle standard applies to all category MA, MB, MC, MD, ME, NA, NB and NC vehicles, from the dates set out in clauses 3.1.1 to 3.1.2 and the table under clause 3.3 below, with a maximum design speed of 25km/hr or greater if fitted with an electric power train and a Rechargeable Electrical Energy Storage System (REESS).
3.1.1.1 November 2025 for all new model vehicles.
3.1.2.1 November 2028 for all vehicles.
3.2.For the purposes of clauses 3.1.1 above, a “new model” is a vehicle model first produced with a ‘Date of Manufacture’ on or after the date prescribed in each clause.
3.3.Applicability Table
| Vehicle Category | ADR Category Code | UN Category Code* | Manufactured on or After | Acceptable Prior Rules | |
| Moped 2 wheels | LA | L1 | Not Applicable | ||
| Moped 3 wheels | LB | L2 | Not Applicable | ||
| Motor cycle | LC | L3 | Not Applicable | ||
| Motor cycle and sidecar | LD | L4 | Not Applicable | ||
| Motor tricycle | LE | L5 | |||
| LEM | Not Applicable | ||||
| LEP | Not Applicable | ||||
| LEG | Not Applicable | ||||
| Passenger car | MA | M1 | 1 November 2025 | Nil | |
| Forward-control passenger vehicle | MB | M1 | 1 November 2025 | Nil | |
| Off-road passenger vehicle | MC | M1 | 1 November 2025 | Nil | |
| Light omnibus | MD | M2 | |||
| up to 3.5 tonnes ‘GVM’ and up to 12 seats | MD1 | 1 November 2025 | Nil | ||
| up to 3.5 tonnes ‘GVM’ and more than 12 seats | MD2 | 1 November 2025 | Nil | ||
| over 3.5 tonnes and up to 4.5 tonnes ‘GVM’ | MD3 | 1 November 2025 | Nil | ||
| over 4.5 tonnes and up to 5 tonnes ‘GVM’ | MD4 | 1 November 2025 | Nil | ||
| Heavy omnibus | ME | M3 | 1 November 2025 | Nil | |
| Light goods vehicle | NA | N1 | 1 November 2025 | Nil | |
| Medium goods vehicle | NB | N2 | |||
| over 3.5 tonnes up to 4.5 tonnes ‘GVM’ | NB1 | 1 November 2025 | Nil | ||
| over 4.5 tonnes up to 12 tonnes ‘GVM’ | NB2 | 1 November 2025 | Nil | ||
| Heavy goods vehicle | NC | N3 | 1 November 2025 | Nil | |
| Very light trailer | TA | O1 | Not Applicable | ||
| Light trailer | TB | O2 | Not Applicable | ||
| Medium trailer | TC | O3 | Not Applicable | ||
| Heavy trailer | TD | O4 | Not Applicable | ||
* The category code may also be in the format L1, L2, L3 etc.
DEFINITIONS
4.1.For definitions and meanings used in this standard, refer to:
4.1.1.Definitions in Appendix A of this standard; and where there is no conflict
4.1.2.Vehicle Standard (Australian Design Rule – Definitions and Vehicle Categories) 2005.
4.1.3.Supporting Information has the same meaning as in the Road Vehicle Standards Rules 2019.
4.1.4.Approved Testing Facility means a testing facility approved under section 111 of the Road Vehicle Standards Rules 2019.
4.2.For Vehicle Category Definitions refer to
4.2.1.Vehicle Standard (Australian Design Rule – Definitions and Vehicle Categories) 2005.
REQUIREMENTS
5.1.All vehicles equipped with an electric powertrain or a REESS must comply with:
a) the requirements of Appendix A, except as varied by clause 6 Exemptions and Alternative Procedures; or
b) an alternative standard at clause 7.
5.2.For the purpose of obtaining a Component Type Approval (CTA) for a REESS. The REESS must comply with:
a)the relevant requirements of Appendix A including part 6. Except as varied by clause 6 Exemptions and Alternative Procedures; or
b)an alternative standard at clause 7.
Note: such a CTA may be used when demonstrating compliance to the sections in Appendix A relating to an REESS.
EXEMPTIONS AND ALTERNATIVE PROCEDURES
6.1.Compliance with the following parts, paragraph and annexes of Appendix A is not required for the purposes of this standard:
Paragraph 3 Application for approval
Paragraph 4 Approval
Paragraph 7 Modifications and extension of the type approval
Paragraph 8 Conformity of production
Paragraph 9 Penalties for non-conformity of production
Paragraph 10 Production definitively discontinued
Paragraph 11 Names and addresses of Technical Services responsible for conducting approval tests and of Type Approval Authorities
Paragraph 12 Transitional provisions
Annexes
Annex 1 Part 1 – Communication concerning the approval or extension or refusal or withdrawal of approval or production definitively discontinued of a vehicle type with regard to its electrical safety pursuant to Regulation
No. 100
Annex 1 Part 2 – Communication concerning the approval or extension or refusal or withdrawal of approval or production definitively discontinued of a REESS type as component/separate technical unit pursuant to Regulation No. 100
Annex 2 Arrangements of the approval marks
6.2.Translation of vehicle categories
6.2.1.Where Appendix A refers to M category vehicles read MA, MB, MC, MD and ME category vehicles
6.2.2.Where Appendix A refers to M1 category vehicles read MA, MB and MC category vehicles
6.2.3.Where Appendix A refers to M2 category vehicles read MD category vehicles
6.2.4.Where Appendix A refers to M3 category vehicles read ME category vehicles
6.2.5.Where Appendix A refers to N category vehicles read NA, NB and NC category vehicles
6.2.6.Where Appendix A refers to N1 category vehicles read NA
6.2.7.Where Appendix A refers to N2 Category vehicles read NB
6.2.8.Where Appendix A refers to N3 category vehicles read NC
6.3.Paragraph 5.2.1.1 shall be read as: For a REESS which is covered by a CTA in accordance with Part II Appendix A of this vehicle standard, it shall be installed in accordance with the instructions provided by the ‘Manufacturer’ of the REESS, and in conformity with the description provided in Annex 1, Appendix 2 to this reguation.
6.4.Paragraph 5.4.1 shall be read as: This test shall be carried out on all vehicles equipped with open type traction batteries. If the REESS is covered by a CTA and installed in accordance with paragraph 5.2.1.1. this test can be omitted for the approval of the vehicle.
6.5.For paragraph 6.4.2.1 of Appendix A read:
Vehicle specific test
At the applicant’s choice, the test may be performed as either:
(a) A vehicle based dynamic tests in accordance with paragraph 6.4.2.1.1. of this Regulation, or
(b) A vehicle specific component test in accordance with paragraph 6.4.2.1.2. of the Regulation, or
(c) Any combination of (a) and (b) above, for different directions of vehicle travel.
The REESS may not be mounted in a position which is between a line from the rear edge of the vehicle perpendicular to the centre line of the vehicle and 300 mm forward and parallel to this line.
The approval of a REESS tested under this paragraph shall be limited to specific vehicle type.
6.6.For Paragraph 6.4.2.1.2 of Appendix A read:
Vehicle specific component test
The test shall be conducted in accordance with Annex 9D of this Regulation.
The crush force specified in paragraph 3.2.1. of Annex 9D may be replaced with the value declared by the applicant using the data obtained from either actual crash tests or its simulation as specified in Annex 3 of UN Regulations Nos. 94 or 137 in the direction of travel and according to Annex 4 to UN Regulation No. 95 in the direction horizontally perpendicular to the direction of travel. These forces and the method used to determine them must be recorded in the applicant’s ‘Supporting Information’ and provided to the Department on request.
The ‘Manufacturer’ may, use forces derived from the data obtained from alternative crash test procedures, but these forces shall be equal to or greater than the forces that would result from using data in accordance with the Regulations specified above.
The ‘Manufacturer’ may define the relevant parts of the vehicle structure used for the mechanical protection of the REESS components. The test shall be conducted with the REESS mounted to this vehicle structure in a way which is representative of its mounting in the vehicle.
6.7.For paragraph 6.4.2.2 of Appendix A read:
Component based test
The test shall be conducted in accordance with Annex 9D to this Regulation.
REESS approved according to this paragraph shall be mounted in a position which is between the two planes; (a) a vertical plane perpendicular to the centre line of the vehicle located 420 mm rearward from the front edge of the vehicle, and (b) a vertical plane perpendicular to the centre line of the vehicle located 300 mm forward from the rear edge of the vehicle.
The mounting restrictions shall be documented in Annex 1 – Appendix 2.
The crush force specified in paragraph 3.2.1. of Annex 9D may be replaced with the value declared by the ‘Manufacturer’ of the REESS. This value shall be declared in the ‘Manufacturers’ fitting instructions for the REESS. In this case, the vehicle ‘Manufacturer’ who uses such REESS shall demonstrate, that the contact force to the REESS will not exceed the figure declared by the REESS ‘Manufacturer’. Such force shall be determined by the vehicle ‘Manufacturer’ using the data obtained from either actual crash test or its simulation as specified in Annex 3 to UN Regulations Nos. 94 or 137 in the direction of travel and according to Annex 4 to Regulation No. 95 in the direction horizontally perpendicular to the direction of travel. These forces and their method of determination shall be recorded in the Supporting Information held by the ‘Manufacturer’ and shall be provided to the Department on request.
The ‘Manufacturers’ may, use forces derived from the data obtained from alternative crash test procedures, but these forces shall be equal to or greater than the forces that would result from using data in accordance with the regulations specified above.
6.8.For paragraph 6.11 of Appendix A, read:
Low-temperature protection.
REESS ‘Manufacturer’ must include within its Supporting Information, documentation explaining safety performance of the system level or subsystem level of the vehicle to demonstrate that the REESS monitors and appropriately controls REESS operations at low temperatures at the safety boundary limits of the REESS:
(a) A system diagram;
(b) Written explanation on the lower boundary temperature for safe operation of REESS;
(c) Method of detecting REESS temperature;
(d) Action taken when the REESS temperature is at or lower than the lower boundary for safe operation of the REESS.
6.9.For paragraph 6.13 of Appendix A read:
Warning in the event of operational failure of vehicle controls that manage REESS safe operation.
The REESS or vehicle system shall provide a signal to activate the warning specified in paragraph 5.2.3. in the event of operational failure of the vehicle controls (e.g. input and output signals to the management system of REESS, sensors within REESS, etc.) that manage the safe operation of the REESS. REESS or the applicant shall include in its Supporting Information the following explaining safety performance of the system level or subsystem level of the vehicle:
6.10.For paragraph 6.14 of Appendix A read:
Warning in the case of a thermal event within the REESS.
The REESS or vehicle system shall provide a signal to activate the warning specified in paragraph 5.2.3. in the case of a thermal event in the REESS (as specified by the ‘Manufacturer’). REESS or vehicle ‘Manufacturer’ shall include the following documentation explaining safety performance of the system level or subsystem level of the vehicle in its Supporting Information:
6.11.For paragraph 6.15.1 of Appendix A read:
The REESS or vehicle system shall provide a signal to activate the advance warning indication in the vehicle to allow egress or 5 minutes prior to the presence of a hazardous situation inside the passenger compartment caused by thermal propagation which is triggered by an internal short circuit leading to a single cell thermal runaway such as fire, explosion or smoke. This requirement is deemed to be satisfied if the thermal propagation does not lead to a hazardous situation for the vehicle occupants. REESS or vehicle ‘Manufacturer’ shall include the following documentation explaining safety performance of the system level or
sub-system level of the vehicle within its Supporting Information:
6.12.For paragraph 6.15.2 of Appendix A read:
The REESS or vehicle system shall have functions or characteristics in the cell or REESS intended to protect vehicle occupants (as described in paragraph 6.15.) in conditions caused by thermal propagation which is triggered by an internal short circuit leading to a single cell thermal runaway. REESS or vehicle ‘Manufacturers’ shall include the following documentation explaining safety performance of the system level or
sub-system level of the vehicle in its Supporting Information:
6.13.In Annex 7A of Appendix A, omit “testing authority”, substitute “Approved Testing Facility”.
6.14.Category MA, MB, MC and NA vehicles may as an alternative to the requirements in paragraph 4.1 of Annex 8 in Appendix A, demonstrate the chassis dynamometer meets the requirements of the Vehicle Standard (Australian Design Rule 79/03 – Emission Control for Light Vehicles) 2011.
6.15.In paragraph 3.5 of Appendix 1 in Annex 8 of Appendix A, omit “technical service”, substitute “Approved Testing Facility”.
6.16.For paragraph 3.2 of Annex 9A in Appendix A read:
Test procedures
The Tested-Devices shall be subjected to a vibration having a sinusoidal waveform with a logarithmic sweep between 7 Hz and 50 Hz and back to 7 Hz traversed in 15 minutes. This cycle shall be repeated 12 times for a total of 3 hours in the vertical direction of the mounting orientation of the REESS as specified by the ‘Manufacturer’.
The correlation between frequency and acceleration shall be as shown in Table 1:
Table 1
Frequency and acceleration
Frequency (Hz) Acceleration (m/s2) 7 - 18
10
18 - 30
gradually reduced from 10 to 2
30 - 50
2
Alternatively, a higher acceleration level as well as a higher maximum frequency may be used.
A vibration test profile determined by the vehicle ‘Manufacturer’, verified for the vehicle application may be used as a substitute for the frequency - acceleration correlation of Table 1 where this profile is shown to be more representative of the vehicle type.
The approval of a REESS tested according to this condition shall be limited to the installation for a specific vehicle type.
After the vibration, a standard cycle as described in Annex 9, Appendix 1 shall be conducted, if not inhibited by the Tested-Device.
The test shall end with an observation period of 1 h at the ambient temperature conditions of the test environment.
ALTERNATIVE STANDARDS
7.1.For vehicles equipped with an electric power train and a Rechargeable Electrical Energy Storage System (REESS), the technical requirements applicable for the approval of a vehicle and for component type approvals of a REESS, the technical requirements applicable for the approval of an REESS of the 03 series of amendments to United Nations Regulation No. 100 – UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO SPECIFIC REQUIREMENTS FOR THE ELECTRIC POWER TRAIN.
7.2.The technical requirements of the United States Federal Motor Vehicle Safety Standards (FMVSS) No. 305 (49 CFR 571) – 23-08-19 Edition, for an electric power train and a Rechargeable Electrical Energy Storage System (REESS) for passenger cars, multipurpose passenger vehicles, trucks and buses with a gross vehicle weight rating (GVWR) of 4536 kg or less, that use more than 48 nominal volts of electricity as propulsion power and whose speed, attainable in 1.6 km on a paved level surface, is more than 40 km/h.
7.3.For vehicles equipped with an electric power train and a Rechargeable Electrical Energy Storage System (REESS), the technical requirements of the United Nations Global Technical Regulation (GTR) No. 20 – ELECTRIC VEHICLE SAFETY (EVS).
APPENDIX A
Agreement
Concerning the Adoption of Harmonized Technical United Nations Regulations for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these United Nations Regulations *
* Former titles of the Agreement:
(Revision 3, including the amendments which entered into force on 14 September 2017)
Addendum 99: Regulation No. 100
Incorporating by the Department of Infrastructure, Transport, Regional Development, Communications and the Arts, all valid text up to:
Incorporating all valid text up to:
Supplement 1 to the 02 series of amendments – Date of entry into force: 10 June 2014
Supplement 2 to the 02 series of amendments – Date of entry into force: 29 January 2016
Supplement 3 to the 02 series of amendments – Date of entry into force: 18 June 2016
Supplement 4 to the 02 series of amendments – Date of entry into force: 28 May 2019
03 series of amendments to the UN Regulation – Date of entry into force: 9 June 2021
Supplement 1 to the 03 series of amendments – Date of entry into force: 22 June 2022
Supplement 2 to the 03 series of amendments – Date of entry into force: 4 January 2023
Uniform provisions concerning the approval of vehicles with regard to specific requirements for the electric power train
UNITED NATIONS
The authentic and legal binding texts are:
- ECE/TRANS/WP.29/2013/135 as amended by ECE/TRANS/WP.29/1106, para.61
- ECE/TRANS/WP.29/2015/52
- ECE/TRANS/WP.29/2015/98
- ECE/TRANS/WP.29/2018/135
- ECE/TRANS/WP.29/2020/109
Regulation No. 100
Uniform provisions concerning the approval of vehicles with regard to specific requirements for the electric power train
Contents
Regulation
1. Scope
2. Definitions
3. Application for approval
4. Approval
5. Part I: Requirements of a vehicle with regard to specific requirements for the electric power train
6. Part II: Requirements of a Rechargeable Electrical Energy Storage System (REESS) with regard to its safety
7. Modifications and extension of the type approval
8. Conformity of production
9. Penalties for non-conformity of production
10. Production definitively discontinued
11. Names and addresses of Technical Services responsible for conducting approval tests and of Type Approval Authorities
12. Transitional provisions
Annexes
1 Part 1 - Communication concerning the approval or extension or refusal or withdrawal of approval or production definitively discontinued of a vehicle type with regard to its electrical safety pursuant to Regulation No. 100
1 Part 2 - Communication concerning the approval or extension or refusal or withdrawal of approval or production definitively discontinued of a REESS type as component/separate technical unit pursuant to Regulation No. 100
1 Appendix 1
1 Appendix 2
2 Arrangements of the approval marks
3 Protection against direct contacts of parts under voltage
4 Verification of potential equalization
5AIsolation resistance measurement method for vehicle based tests
5B Isolation resistance measurement method for component based tests of a REESS
Confirmation method for function of on-board isolation resistance monitoring system
7A Verification method for testing authorities confirming document based isolation resistance compliance of electrical design of the vehicle after water exposure
7B Vehicle-based test procedure for protection against water effects
8Determination of hydrogen emissions during the charge procedures of the REESS
Appendix 1Calibration of equipment for hydrogen emission testing
Appendix 2 - Essential characteristics of the vehicle family
9REESS test procedures
Appendix 1 - Procedure for conducting a standard cycle
9AVibration test
9BThermal shock and cycling test
9CMechanical shock
9DMechanical integrity
9EFire resistance
Appendix 1 - Dimension and technical data of firebricks
9FExternal short circuit protection
9GOvercharge protection
9HOver-discharge protection
9IOver-temperature protection
9J Over-current protection
1. SCOPE
1.1. Part I: Safety requirements with respect to the electric power train of road vehicles of categories M and N[1], with a maximum design speed exceeding 25 km/h, equipped with electric power train, excluding vehicles permanently connected to the grid.
[1] As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document ECE/TRANS/WP.29/78/Rev.6, para. 2 I of this regulation does not cover;
(a) Post-crash safety requirements of road vehicles.
(b) High voltage components and systems which are not galvanically connected to the high voltage bus of the electric power train.
1.2. Part II: Safety requirements with respect to the Rechargeable Electrical Energy Storage System (REESS), of road vehicles of categories M and N equipped with electric power train, excluding vehicles permanently connected to the grid.
Part II of this Regulation does not apply to a battery whose primary use is to supply power for starting the engine and/or lighting and/or other vehicle auxiliaries’ systems.
2. DEFINITIONS
For the purpose of this Regulation the following definitions apply:
2.1. "Active driving possible mode" means the vehicle mode when application of pressure to the accelerator pedal (or activation of an equivalent control) or release of the brake system will cause the electric power train to move the vehicle.
2.2. "Aqueous electrolyte" means an electrolyte based on water solvent for the compounds (e.g. acids, bases) providing conducting ions after its dissociation.
2.3. "Automatic disconnect" means a device that when triggered, conductively separates the electric energy sources from the rest of the high voltage circuit of the electric power train.
2.4. "Breakout harness" means connector wires that are connected for testing purposes to the REESS on the traction side of the automatic disconnect
2.5. "Cell" means a single encased electrochemical unit containing one positive and one negative terminals, which exhibits a voltage differential across its two terminals and used as rechargeable electrical energy storage device.
2.6. "Conductive connection" means the connection using connectors to an external power supply when the Rechargeable Electrical Energy Storage System (REESS) is charged.
2.7. "Connector" means the device that provides mechanical connection and disconnection of high voltage electrical conductors to a suitable mating component including its housing
2.8. "Coupling system for charging the Rechargeable Electrical Energy Storage System (REESS)" means the electrical circuit used for charging the REESS from an external electric power supply including the vehicle inlet.
2.9. "C Rate" of "n C" is defined as the constant current of the Tested-DeviceTested-Device, which takes 1/n hours to charge or discharge the Tested-DeviceTested-Device between 0 per cent of the state of charge and 100 per cent of the state of charge.
2.10. "Direct contact" means the contact of persons with high voltage live parts.
2.11. "Electric energy conversion system" means a system (e.g. fuel cell) that generates and provides electric energy for electric propulsion.
2.12. "Electric power train" means the electrical circuit which includes the traction motor(s), and may include the REESS, the electric energy conversion system, the electronic converters, the associated wiring harness and connectors, and the coupling system for charging the REESS.
2.13. "Electrical chassis" means a set made of conductive parts electrically linked together, whose potential is taken as reference.
2.14. "Electrical circuit" means an assembly of connected live parts which is designed to be electrically energized in normal operation.
2.15. "Electrical protection barrier" means the part that provides protection against direct contact with the high voltage live parts.
2.16. "Electrolyte leakage" means the escape of electrolyte from the REESS in the form of liquid
2.17. "Electronic converter" means a device capable of controlling and/or converting electric power for electric propulsion.
2.18. "Enclosure" means the part enclosing the internal units and providing protection against any direct contact.
2.19. "Explosion" means the sudden release of energy sufficient to cause pressure waves and/or projectiles that may cause structural and/or physical damage to the surrounding of the Tested-DeviceTested-Device.
2.20. "Exposed conductive part" means the conductive part which can be touched under the provisions of the protection degree IPXXB, and which is not normally energized, but which can become electrically energized under isolation failure conditions. This includes parts under a cover that can be removed without using tools.
2.21. "External electric power supply" means an alternating current (AC) or direct current (DC) electric power supply outside of the vehicle.
2.22. "Fire" means the emission of flames from a Tested-Device. Sparks and arcing shall not be considered as flames.
2.23. "Flammable electrolyte" means an electrolyte that contains substances classified as Class 3 "flammable liquid" under "UN Recommendations on the Transport of Dangerous Goods – Model Regulations (Revision 17 from June 2011), Volume I, Chapter 2.3"[2]
[2] "High Voltage" means the classification of an electric component or circuit, if its working voltage is > 60 V and ≤ 1500 V DC or > 30 V and ≤ 1000 V AC root mean square (rms).
2.25. "High voltage bus" means the electrical circuit, including the coupling system for charging the REESS that operates on high voltage. In case of electrical circuits, that are galvanically connected to each other and fulfilling the voltage condition specified in paragraph 2.42., only the components or parts of the electric circuit that operate on high voltage are classified as a high voltage bus.
2.26. "Indirect contact" means the contact of persons with exposed conductive parts.
2.27. "Live parts" means the conductive part(s) intended to be electrically energized under normal operating conditions.
2.28. "Luggage compartment" means the space in the vehicle for luggage accommodation, bounded by the roof, hood, floor, side walls, as well as by the barrier and enclosure provided for protecting the occupants from direct contact with high voltage live parts, being separated from the passenger compartment by the front bulkhead or the rear bulk head.
2.29. "Manufacturer" means the person or body who is responsible to the approval authority for all aspects of the approval process and for ensuring conformity of production. It is not essential that the person or body is directly involved in all stages of the construction of the vehicle or component which is the subject of the approval process
2.30. "Non-aqueous electrolyte" means an electrolyte not based on water as the solvent.
2.31. "Normal operating conditions" includes operating modes and conditions that can reasonably be encountered during typical operation of the vehicle including driving at legally posted speeds, parking and standing in traffic, as well as, charging using chargers that are compatible with the specific charging ports installed on the vehicle. It does not include conditions where the vehicle is damaged, either by a crash, road debris or vandalization, subjected to fire or water submersion, or in a state where service and or maintenance is needed or being performed.
2.32. "On-board isolation resistance monitoring system" means the device which monitors the isolation resistance between the high voltage buses and the electrical chassis.
2.33. "Open type traction battery" means a liquid type battery requiring refilling with water and generating hydrogen gas released to the atmosphere.
2.34. "Passenger compartment" means the space for occupant accommodation, bounded by the roof, floor, side walls, doors, window glass, front bulkhead and rear bulkhead, or rear gate, as well as by the barriers and enclosures provided for protecting the occupants from direct contact with live parts.
2.35. "Protection degree IPXXB" means protection from contact with high voltage live parts provided by either an electrical protection barrier or an enclosure and tested using a Jointed Test Finger (IPXXB) as described in Annex 3.
2.36. "Protection degree IPXXD" means protection from contact with high voltage live parts provided by either an electrical protection barrier or an enclosure and tested using a Test Wire (IPXXD) as described in Annex 3.
2.37. "Rechargeable Electrical Energy Storage System (REESS)" means the rechargeable energy storage system that provides electric energy for electrical propulsion.
A battery whose primary use is to supply power for starting the engine and/or lighting and/or other vehicle auxiliaries’ systems is not considered as a REESS.
The REESS may include the necessary systems for physical support, thermal management, electronic controls and casing
2.38. "REESS subsystem" means any assembly of REESS components which stores energy. A REESS subsystem may or may not include the entire management system of the REESS.
2.39. "Rupture" means opening(s) through the casing of any functional cell assembly created or enlarged by an event, large enough for a 12 mm diameter test finger (IPXXB) to penetrate and make contact with live parts (see Annex 3).
2.40. "Service disconnect" means the device for deactivation of the electrical circuit when conducting checks and services of the REESS, fuel cell stack, etc.
2.41. "Solid insulator" means the insulating coating of wiring harnesses provided in order to cover and prevent the high voltage live parts from any direct contact
2.42. "Specific voltage condition" means the condition that the maximum voltage of a galvanically connected electrical circuit between a DC live part and any other live part (DC or AC) is ≤ 30 V AC (rms) and ≤ 60 V DC.
Note 1: When a DC live part of such an electrical circuit is connected to chassis and the specific voltage condition applies, the maximum voltage between any live part and the electrical chassis is ≤ 30 V AC (rms) and ≤ 60 V DC.
Note 2: For pulsating DC voltages (alternating voltages without change of polarity) the DC threshold shall be applied.
2.43. "State of Charge (SOC)" means the available electrical charge in a Tested-DeviceTested-Device expressed as a percentage of its rated capacity.
2.44. "Tested-Device" means either complete REESS or REESS subsystem that is subjected to the tests prescribed by this Regulation.
2.45. "Thermal event" means the condition when the temperature within the REESS is significantly higher (as defined by the manufacturer) than the maximum operating temperature.
2.46. "Thermal runaway" means an uncontrolled increase of cell temperature caused by exothermic reactions inside the cell.
2.47. "Thermal propagation" means the sequential occurrence of thermal runaway within a REESS triggered by thermal runaway of a cell in that REESS.
2.48. "Type of REESS" means systems which do not differ significantly in such essential aspects as:
(a) The manufacturer's trade name or mark;
(b) The chemistry, capacity and physical dimensions of its cells;
(c) The number of cells, the mode of connection of the cells and the physical support of the cells;
(d) The construction, materials and physical dimensions of the casing and
(e) The necessary ancillary devices for physical support, thermal management and electronic control.
2.49. "Vehicle connector" means the device which is inserted into the vehicle inlet to supply electric energy to the vehicle from an external electric power supply.
2.50. "Vehicle inlet" means the device on the externally chargeable vehicle into which the vehicle connector is inserted for the purpose of transferring electric energy from an external electric power supply.
2.51. "Vehicle type" means vehicles which do not differ in such essential aspects as:
(a) Installation of the electric power train and the galvanically connected high voltage bus;
(b) Nature and type of electric power train and the galvanically connected high voltage components.
2.52. "Venting" means the release of excessive internal pressure from cell or REESS subsystem or REESS in a manner intended by design to preclude rupture or explosion."
2.53. "Working voltage" means the highest value of an electrical circuit voltage root-mean-square (rms), specified by the manufacturer, which may occur between any conductive parts in open circuit conditions or under normal operating condition. If the electrical circuit is divided by galvanic isolation, the working voltage is defined for each divided circuit, respectively.
3. APPLICATION FOR APPROVAL
3.1. Part I: Approval of a vehicle type with regard to specific requirements for the electric power train.
3.1.1. The application for approval of a vehicle type with regard to specific requirements for the electric power train shall be submitted by the vehicle manufacturer or by his duly accredited representative.
3.1.2. It shall be accompanied by the under-mentioned documents in triplicate and following particulars:
3.1.2.1. Detailed description of the vehicle type with regards to the electric power train and the high voltage bus galvanically connected to it.
3.1.2.2. For vehicles with REESS, additional evidence showing that the REESS is in compliance with the requirements of paragraph 6. of this Regulation.
3.1.3. A vehicle representative of the vehicle type to be approved shall be submitted to the Technical Service responsible for conducting the approval tests and, if applicable, at the manufacturer's discretion with the agreement of the Technical Service, either additional vehicle(s), or those parts of the vehicle regarded by the Technical Service as essential for the test(s) referred to in the paragraph 6. of this Regulation.
3.2. Part II: Approval of a Rechargeable Electrical Energy Storage System (REESS)
3.2.1. The application for approval of a type of REESS with regard to the safety requirements of the REESS shall be submitted by the REESS manufacturer or by his duly accredited representative.
3.2.2. It shall be accompanied by the under-mentioned documents in triplicate and comply with the following particulars:
3.2.2.1. Detailed description of the type of REESS as regards the safety of the REESS.
3.2.3. A component(s) representative of the type of REESS to be approved plus, at the manufacturer's discretion, and with the agreement of the Technical Service, those parts of the vehicle regarded by the Technical Service as essential for the test, shall be submitted to the Technical Service responsible for conducting the approval tests.
3.3. The Type Approval Authority shall verify the existence of satisfactory arrangements for ensuring effective control of the conformity of production before type approval is granted.
4. APPROVAL
4.1. An approval number shall be assigned to each approved type in accordance with Schedule 4 of the Agreement (E/ECE/TRANS/505/Rev.3).
4.2. Notice of approval or of refusal or of extension or withdrawal of approval or production definitively discontinued of a vehicle type pursuant to this Regulation shall be communicated to the Parties to the Agreement applying this Regulation, by means of a form conforming to the model in Annex 1, Part 1 or 2 as appropriate to this Regulation.
4.3. There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle or REESS conforming to a type approved under this Regulation an international approval mark consisting of:
4.3.1. A circle surrounding the letter "E" followed by the distinguishing number of the country which has granted approval[3].
[3] The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in Annex 3 to Consolidated Resolution on the Construction of Vehicles (R.E.3), document ECE/TRANS/WP.29/78/Rev.2/Amend.3
4.3.2. The number of this Regulation, followed by the letter "R", a dash and the approval number to the right of the circle described in paragraph 4.3.1.
4.3.3. In the case of an approval of a REESS the "R" shall be followed by the symbol "ES".
4.4. If the vehicle or REESS conforms to a type approved under one or more other Regulations annexed to the Agreement in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.3.1. need not be repeated; in this case the Regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.3.1.
4.5. The approval mark shall be clearly legible and shall be indelible.
4.5.1. In the case of a vehicle, the approval mark shall be placed on or close to the vehicle data plate affixed by the manufacturer.
4.5.2. In the case of a REESS, the approval mark shall be affixed on the major element of the REESS by the manufacturer.
4.6. Annex 2 to this Regulation gives examples of the arrangements of the approval mark.
5. PART I: REQUIREMENTS OF A VEHICLE WITH REGARD TO SPECIFIC REQUIREMENTS FOR THE ELECTRIC POWER TRAIN
5.1. Protection against electrical shock
These electrical safety requirements apply to high voltage buses of electric power train and electrical components which are galvanically connected to the high voltage bus of electric power train under conditions where they are not connected to external high voltage power supplies.
5.1.1. Protection against direct contact
Live parts shall comply with paragraphs 5.1.1.1. and 5.1.1.2. for protection against direct contact. Electrical protection barriers, enclosures, solid insulators and connectors shall not be able to be opened, separated, disassembled or removed without the use of tools or, for vehicles of categories N2, N3, M2 and M3, an operator controlled activation/deactivation device or equivalent.
However, connectors (including the vehicle inlet) are allowed to be separated without the use of tools, if they meet one or more of the following requirements:
(a) They comply with paragraphs 5.1.1.1. and 5.1.1.2. when separated, or
(b) They are provided with a locking mechanism (at least two distinct actions are needed to separate the connector from its mating component). Additionally, other components, not being part of the connector, shall be removable only with the use of tools or, for vehicles of categories N2, N3, M2 and M3, an operator controlled activation/deactivation device or equivalent in order to be able to separate the connector, or
(c) The voltage of the live parts becomes equal or below 60 V DC or equal or below 30 V AC (rms) within 1 s after the connector is separated.
For vehicles of categories N2, N3, M2 and M3, conductive connection devices not energized except during charging of the REESS are exempted from this requirement if located on the roof of the vehicle out of reach for a person standing outside of the vehicle and, for vehicles of category M2 and M3, the minimum wrap around distance from the instep of the vehicle to the roof mounted charging devices is 3 m. In case of multiple steps due to an elevated floor inside the vehicle, the wrap around distance is measured from the bottom most step at entry, as illustrated in Figure 1.
Figure 1
Schematic to Measure Wrap-Around Distance
5.1.1.1. For high voltage live parts inside the passenger compartment or luggage compartment, the protection degree IPXXD shall be provided.
5.1.1.2. For high voltage live parts in areas other than the passenger compartment or luggage compartment, the protection degree IPXXB shall be provided.
5.1.1.3. Service disconnect
For a high voltage service disconnect which can be opened, disassembled or removed without tools, or for vehicles of categories N2, N3, M2 and M3, an operator controlled activation/deactivation device or equivalent, protection degree IPXXB shall be satisfied when it is opened, disassembled or removed.
5.1.1.4. Marking
5.1.1.4.1. The symbol shown in Figure 2 shall be present on or near the REESS having high voltage capability. The symbol background shall be yellow, the bordering and the arrow shall be black.
This requirement shall also apply to a REESS which is part of a galvanically connected electrical circuit where the specific voltage condition is not fulfilled, independent of the maximum voltage of the REESS.
Figure 2
Marking of High Voltage Equipment
5.1.1.4.2. The symbol shall also be visible on enclosures and electrical protection barriers, which, when removed, expose live parts of high voltage circuits. This provision is optional to any connector for high voltage buses. This provision shall not apply to any of the following cases:
(a) Where electrical protection barriers or enclosures cannot be physically accessed, opened, or removed; unless other vehicle components are removed with the use of tools;
(b) Where electrical protection barriers or enclosures are located underneath the vehicle floor.
(c) Electrical protection barriers or enclosures of conductive connection device for vehicles of categories N2, N3, M2 and M3 which satisfies the conditions prescribed in paragraph 5.1.1.
5.1.1.4.3. Cables for high voltage buses which are not located within enclosures shall be identified by having an outer covering with the colour orange.
5.1.2. Protection against indirect contact
5.1.2.1. For protection against electrical shock which could arise from indirect contact, the exposed conductive parts, such as the conductive electrical protection barrier and enclosure, shall be galvanically connected securely to the electrical chassis by connection with electrical wire or ground cable, or by welding, or by connection using bolts, etc. so that no dangerous potentials are produced.
5.1.2.2. The resistance between all exposed conductive parts and the electrical chassis shall be lower than 0.1 Ω when there is current flow of at least 0.2 amperes.
The resistance between any two simultaneously reachable exposed conductive parts of the electrical protection barriers that are less than 2.5 m from each other shall not exceed 0.2 Ω. This resistance may be calculated using the separately measured resistances of the relevant parts of electric path.
This requirement is satisfied if the galvanic connection has been established by welding. In case of doubt or if the connection is established by other means than welding, a measurement shall be made by using one of the test procedures described in Annex 4.
5.1.2.3. In the case of motor vehicles which are intended to be connected to the grounded external electric power supply through the conductive connection between vehicle inlet and vehicle connector, a device to enable the galvanical connection of the electrical chassis to the earth ground for the external electric power supply shall be provided.
The device should enable connection to the earth ground before exterior voltage is applied to the vehicle and retain the connection until after the exterior voltage is removed from the vehicle.
Compliance to this requirement may be demonstrated either by using the connector specified by the vehicle manufacturer, by visual inspection or drawings.
The above requirements are only applicable for vehicles when charging from a stationary charging point, with a charging cable of finite length, through a vehicle coupler comprising a vehicle connector and a vehicle inlet.
5.1.3. Isolation resistance
This paragraph shall not apply to electrical circuits that are galvanically connected to each other, where the DC part of these circuits is connected to the electrical chassis and the specific voltage condition is fulfilled.
5.1.3.1. Electric power train consisting of separate Direct Current- or Alternating Current-buses
If AC high voltage buses and DC high voltage buses are galvanically isolated from each other, isolation resistance between the high voltage bus and the electrical chassis shall have a minimum value of 100 Ω/volt of the working voltage for DC buses, and a minimum value of 500 Ω/volt of the working voltage for AC buses.
The measurement shall be conducted according to Annex 5A "Isolation resistance measurement method for vehicle based tests".
5.1.3.2. Electric power train consisting of combined DC- and AC-buses
If AC high voltage buses and DC high voltage buses are galvanically connected, isolation resistance between the high voltage bus and the electrical chassis shall have a minimum value of 500 Ω/volt of the working voltage.
However, if all AC high voltage buses are protected by one of the two following measures, isolation resistance between the high voltage bus and the electrical chassis shall have a minimum value of 100 Ω/V of the working voltage:
(a) At least two or more layers of solid insulators, electrical protection barriers or enclosures that meet the requirement in paragraph 5.1.1. independently, for example wiring harness;
(b) Mechanically robust protections that have sufficient durability over vehicle service life such as motor housings, electronic converter cases or connectors;
The isolation resistance between the high voltage bus and the electrical chassis may be demonstrated by calculation, measurement or a combination of both.
The measurement shall be conducted according to Annex 5A "Isolation resistance measurement method for vehicle based tests".
5.1.3.3. Fuel cell vehicles
In fuel cell vehicles, DC high voltage buses shall have an on-board isolation resistance monitoring system together with a warning to the driver if the isolation resistance drops below the minimum required value of 100 Ω/V. The function of the on-board isolation resistance monitoring system shall be confirmed as described in Annex 6.
The isolation resistance between the high voltage bus of the coupling system for charging the REESS, which is not energized in conditions other than that during the charging of the REESS, and the electrical chassis need not to be monitored.
5.1.3.4. Isolation resistance requirement for the coupling system for charging the REESS
For the vehicle conductive connection device intended to be conductively connected to the grounded external AC power supply and the electrical circuit that is galvanically connected to the vehicle conductive connection device during charging of the REESS, the isolation resistance between the high voltage bus and the electrical chassis shall comply with the requirements of paragraph 5.1.3.1. when the conductive connection is disconnected and the isolation resistance is measured at the high voltage live parts (contacts) of the vehicle conductive connection device. During the measurement, the REESS may be disconnected.
5.1.4. Protection against water effects.
The vehicles shall maintain isolation resistance after exposure to water (e.g. washing, driving through standing water). This paragraph shall not apply to electrical circuits that are galvanically connected to each other, where the DC part of these circuits is connected to the electrical chassis and the specific voltage condition is fulfilled.
5.1.4.1. The vehicle manufacturer can choose to comply with requirements specified in paragraph 5.1.4.2., those specified in paragraph 5.1.4.3., or those specified in paragraph 5.1.4.4.
5.1.4.2. The vehicle manufacturers shall provide evidence and/or documentation to the type-approval authority or technical services as applicable on how the electrical design or the components of the vehicle located outside the passenger compartment or externally attached, after water exposure remain safe and comply with the requirements described in Annex 7A. If the evidence and/or documentation provided is not satisfactory the type-approval authority or technical services or testing entity as applicable shall require the manufacturer to perform a physical component test based on the same specifications as those described in Annex 7A.
5.1.4.3. If the test procedures specified in Annex 7B are performed, just after each exposure, and with the vehicle still wet, the vehicle shall then comply with isolation resistance test given in Annex 5A, and the isolation resistance requirements given in paragraph 5.1.3. shall be met. In addition, after a 24 hour pause, the isolation resistance test specified in Annex 5A shall again be performed, and the isolation resistance requirements given in paragraph 5.1.3. shall be met.
5.1.4.4. If an isolation resistance monitoring system is provided, and the isolation resistance less than the requirements given in paragraph 5.1.3. is detected, a warning shall be indicated to the driver. The function of the on-board isolation resistance monitoring system shall be confirmed as described in Annex 6.
5.2. Rechargeable Electrical Energy Storage System (REESS)
5.2.1. For a vehicle with a REESS, the requirement of either paragraph 5.2.1.1. or paragraph 5.2.1.2. shall be satisfied.
5.2.1.1. For a REESS which has been type approved in accordance with Part II of this series of Amendments to this Regulation, it shall be installed in accordance with the instructions provided by the manufacturer of the REESS, and in conformity with the description provided in Annex 1, Appendix 2 to this Regulation.
5.2.1.2. The REESS including related vehicle components, systems and structure as applicable, shall comply with the respective requirements of paragraph 6. of this Regulation.
5.2.2. Accumulation of gas
Places for containing open type traction batteries that may produce hydrogen gas shall be provided with a ventilation fan or a ventilation duct to prevent the accumulation of hydrogen gas.
5.2.3. Warning in the event of failure in REESS
The vehicle shall provide a warning to the driver when the vehicle is in active driving possible mode in the event specified in paragraphs 6.13. to 6.15.
In case of optical warning, the tell-tale shall, when illuminated, be sufficiently bright to be visible to the driver under both daylight and night-time driving conditions, when the driver has adapted to the ambient roadway light conditions.
This tell-tale shall be activated as a check of lamp function either when the propulsion system is turned to the "On" position, or when the propulsion system is in a position between "On" and "Start" that is designated by the manufacturer as a check position. This requirement does not apply to the tell-tale or text shown in a common space.
5.2.4. Warning in the event of low energy content of REESS.
For pure electric vehicles (vehicles equipped with a powertrain containing exclusively electric machines as propulsion energy converters and exclusively rechargeable electric energy storage systems as propulsion energy storage systems), a warning to the driver in the event of low REESS state of charge shall be provided. Based on engineering judgment, the manufacturer shall determine the necessary level of REESS energy remaining, when the driver warning is first provided.
In case of optical warning, the tell-tale shall, when illuminated, be sufficiently bright to be visible to the driver under both daylight and night-time driving conditions, when the driver has adapted to the ambient roadway light conditions.
5.3. Preventing accidental or unintended vehicle movement
5.3.1. At least a momentary indication shall be given to the driver each time when the vehicle is first placed in "active driving possible mode'' after manual activation of the propulsion system.
However, this provision is optional under conditions where an internal combustion engine provides directly or indirectly the vehicle´s propulsion power upon start up.
5.3.2. When leaving the vehicle, the driver shall be informed by a signal (e.g. optical or audible signal) if the vehicle is still in the active driving possible mode. Moreover, in case of vehicles of category M2 and M3 with a capacity of more than 22 passengers in addition to the driver, this signal shall already be given when the drivers leave their seat.
However, this provision is optional under conditions where an internal combustion engine provides, directly or indirectly, the vehicle´s propulsion power while leaving the vehicle or driver seat.
5.3.3. If the REESS can be externally charged, vehicle movement by its own propulsion system shall be impossible as long as the vehicle connector is physically connected to the vehicle inlet.
This requirement shall be demonstrated by using the vehicle connector specified by the vehicle manufacturer.
The above requirements are only applicable for vehicles when charging from a stationary charging point, with a charging cable of finite length, through a vehicle coupler comprising a vehicle connector and a vehicle inlet.
5.3.4. The state of the drive direction control unit shall be identified to the driver.
5.4. Determination of hydrogen emissions
5.4.1. This test shall be carried out on all vehicles equipped with open type traction batteries. If the REESS has been approved under Part II of this Regulation and installed in accordance with paragraph 5.2.1.1. this test can be omitted for the approval of the vehicle.
5.4.2. The test shall be conducted following the method described in Annex 8 to the present Regulation. The hydrogen sampling and analysis shall be the ones prescribed. Other analysis methods can be approved if it is proven that they give equivalent results.
5.4.3. During a normal charge procedure in the conditions given in Annex 8, hydrogen emissions shall be below 125 g during 5 h, or below 25 x t2 g during t2 (in h).
5.4.4. During a charge carried out by a charger presenting a failure (conditions given in Annex 8), hydrogen emissions shall be below 42 g. Furthermore the charger shall limit this possible failure to 30 minutes.
5.4.5. All the operations linked to the REESS charging shall be controlled automatically, included the stop for charging.
5.4.6. It shall not be possible to take a manual control of the charging phases.
5.4.7. Normal operations of connection and disconnection to the mains or power cuts shall not affect the control system of the charging phases.
5.4.8. Important charging failures shall be permanently indicated. An important failure is a failure that can lead to a malfunction of the charger during charging later on.
5.4.9. The manufacturer has to indicate in the owner's manual, the conformity of the vehicle to these requirements.
5.4.10. The approval granted to a vehicle type relative to hydrogen emissions can be extended to different vehicle types belonging to the same family, in accordance with the definition of the family given in Annex 8, Appendix 2.
6. PART II: REQUIREMENTS OF A RECHARGEABLE ELECTRICAL ENERGY STORAGE SYSTEM (REESS) WITH REGARD TO ITS SAFETY
6.1. General
The procedures prescribed in Annex 9 of this Regulation shall be applied.
6.2. Vibration
6.2.1. The test shall be conducted in accordance with Annex 9A to this Regulation.
6.2.2. Acceptance criteria
6.2.2.1. During the test, there shall be no evidence of:
(a) Electrolyte leakage;
(b) Rupture (applicable to high voltage REESS (s) only);
(c) Venting (for REESS other than open-type traction battery);
(d) Fire;
(e) Explosion.
The evidence of electrolyte leakage shall be verified by visual inspection without disassembling any part of the Tested-Device. An appropriate technique shall, if necessary, be used in order to confirm if there is any electrolyte leakage from the REESS resulting from the test. The evidence of venting shall be verified by visual inspection without disassembling any part of the Tested-Device.
6.2.2.2. For a high voltage REESS, the isolation resistance measured after the test in accordance with Annex 5B to this Regulation shall not be less than 100 Ω/Volt.
6.3. Thermal shock and cycling
6.3.1. This test shall be conducted in accordance with Annex 9B to this Regulation.
6.3.2. Acceptance criteria
6.3.2.1. During the test, there shall be no evidence of:
(a) Electrolyte leakage;
(b) Rupture (applicable to high voltage REESS (s) only);
(c) Venting (for REESS other than open-type traction battery);
(d) Fire;
(e) Explosion.
The evidence of electrolyte leakage shall be verified by visual inspection without disassembling any part of the Tested-Device. An appropriate technique shall, if necessary, be used in order to confirm if there is any electrolyte leakage from the REESS resulting from the test. The evidence of venting shall be verified by visual inspection without disassembling any part of the Tested-Device.
6.3.2.2. For a high voltage REESS, the isolation resistance measured after the test in accordance with Annex 5B to this Regulation shall not be less than 100 Ω/Volt.
6.4. Mechanical impact
6.4.1. Mechanical Shock
At the manufacturer´s choice the test may be performed as, either
(a) Vehicle based tests in accordance with paragraph 6.4.1.1. of this Regulation, or
(b) Component based tests in accordance with paragraph 6.4.1.2. of this Regulation, or
(c) Any combination of (a) and (b) above, for different direction of vehicle travel.
6.4.1.1. Vehicle based test
Compliance with the requirements of the acceptance criteria of paragraph 6.4.1.3. below may be demonstrated by REESS(s) installed in vehicles that have been subjected to vehicle crash tests in accordance with UN Regulation No. 94, Annex 3 or UN Regulation No. 137, Annex 3 for frontal impact, and UN Regulation No. 95, Annex 4 for side impact. The ambient temperature and the SOC shall be in accordance with the said Regulations. This requirement is deemed to be met if the vehicle equipped with electric power train operating on high voltage is approved in accordance with UN Regulation No. 94 (04 series of amendments or later) or UN Regulation No. 137 (02 series of amendments or later) for frontal impact and UN Regulation No. 95 (05 series of amendments or later) for lateral impact.
The approval of a REESS tested under this paragraph shall be limited to the specific vehicle type.
6.4.1.2. Component based test
The test shall be conducted in accordance with Annex 9C to this Regulation.
6.4.1.3. Acceptance criteria
During the test there shall be no evidence of:
(a) Fire;
(b) Explosion;
(c1) Electrolyte leakage if tested according to paragraph 6.4.1.1.:
(i) In case of aqueous electrolyte REESS:
For a period from the impact until 60 minutes after the impact, there shall be no electrolyte leakage from the REESS into the passenger compartment and no more than 7 per cent by volume of the REESS electrolyte with a maximum of 5.0 l leaked from the REESS to the outside of the passenger compartment. The leaked amount of electrolyte can be measured by the usual techniques of determination of liquid volumes after its collection. For containers containing Stoddard, coloured coolant and electrolyte, the fluids shall be allowed to separate by specific gravity then measured;
(ii) In case of non-aqueous electrolyte REESS:
For a period from the impact until 60 minutes after the impact, there shall be no liquid electrolyte leakage from the REESS into the passenger compartment, luggage compartment and no liquid electrolyte leakage to outside the vehicle. This requirement shall be verified by visual inspection without disassembling any part of the vehicle.
(c2) Electrolyte leakage if tested according to paragraph 6.4.1.2.
After the vehicle based test (paragraph 6.4.1.1.), REESS shall remain attached to the vehicle by at least one component anchorage, bracket, or any structure that transfers loads from REESS to the vehicle structure, and REESS located outside the passenger compartment shall not enter the passenger compartment.
After the component based test (paragraph 6.4.1.2.) the Tested-Device shall be retained by its mounting and its components shall remain inside its boundaries.
For a high voltage REESS the isolation resistance of the Tested-Device shall ensure at least 100 Ω/Volt for the whole REESS measured after the test in accordance with Annex 5A or Annex 5B to this Regulation, or the protection degree IPXXB shall be fulfilled for the Tested-Device.
For a REESS tested in accordance with paragraph 6.4.1.2., the evidence of electrolyte leakage shall be verified by visual inspection without disassembling any part of the Tested-Device.
6.4.2. Mechanical integrity
This test applies only to a REESS intended for installation in vehicles of categories M1 and N1.
At the manufacturer’s choice, the test may be performed as, either:
(a) Vehicle based tests in accordance with paragraph 6.4.2.1. of this Regulation, or
(b) Component based tests in accordance with paragraph 6.4.2.2. of this Regulation.
6.4.2.1. Vehicle specific test
At the manufacturer’s choice, the test may be performed as either:
(a) A vehicle based dynamic tests in accordance with paragraph 6.4.2.1.1. of this Regulation, or
(b) A vehicle specific component test in accordance with paragraph 6.4.2.1.2. of this Regulation, or
(c) Any combination of (a) and (b) above, for different directions of vehicle travel.
When the REESS is mounted in a position which is between a line from the rear edge of the vehicle perpendicular to the centre line of the vehicle and 300 mm forward and parallel to this line, the manufacturer shall demonstrate the mechanical integrity performance of the REESS in the vehicle to the Technical Service.
The approval of a REESS tested under this paragraph shall be limited to specific vehicle type.
6.4.2.1.1. Vehicle based dynamic test
Compliance with the requirements of the acceptance criteria of paragraph 6.4.2.3. below may be demonstrated by REESS(s) installed in vehicles that have been subjected to a vehicle crash test in accordance with the Annex 3 to UN Regulations Nos. 94 or 137 for frontal impact, and Annex 4 to Regulation No. 95 for side impact with the said Regulations. This requirement is deemed to be met if the vehicle equipped with the electric power train operating on high voltage is approved in accordance with UN Regulation No. 94 (04 series of amendments or later) or UN Regulation No. 137 (02 series of amendments or later) for frontal impact and UN Regulation No. 95 (05 series of amendments or later) for lateral impact.
6.4.2.1.2. Vehicle specific component test
The test shall be conducted in accordance with Annex 9D of this Regulation.
The crush force specified in paragraph 3.2.1. of Annex 9D may be replaced with the value declared by the vehicle manufacturer using the data obtained from either actual crash tests or its simulation as specified in Annex 3 of UN Regulations Nos. 94 or 137 in the direction of travel and according to Annex 4 to UN Regulation No. 95 in the direction horizontally perpendicular to the direction of travel. These forces shall be agreed by the Technical Service.
The manufacturers may, in agreement with the Technical Services, use forces derived from the data obtained from alternative crash test procedures, but these forces shall be equal to or greater than the forces that would result from using data in accordance with the Regulations specified above.
The manufacturer may define the relevant parts of the vehicle structure used for the mechanical protection of the REESS components. The test shall be conducted with the REESS mounted to this vehicle structure in a way which is representative of its mounting in the vehicle.
6.4.2.2. Component based test
The test shall be conducted in accordance with Annex 9D to this Regulation.
REESS approved according to this paragraph shall be mounted in a position which is between the two planes; (a) a vertical plane perpendicular to the centre line of the vehicle located 420 mm rearward from the front edge of the vehicle, and (b) a vertical plane perpendicular to the centre line of the vehicle located 300 mm forward from the rear edge of the vehicle.
The mounting restrictions shall be documented in Annex 1 – Appendix 2.
The crush force specified in paragraph 3.2.1. of Annex 9D may be replaced with the value declared by the manufacturer, where the crush force shall be documented in Annex 1, Appendix 2 as a mounting restriction. In this case, the vehicle manufacturer who uses such REESS shall demonstrate, during the process of approval for Part I of this Regulation, that the contact force to the REESS will not exceed the figure declared by the REESS manufacturer. Such force shall be determined by the vehicle manufacturer using the data obtained from either actual crash test or its simulation as specified in Annex 3 to UN Regulations Nos. 94 or 137 in the direction of travel and according to Annex 4 to Regulation No. 95 in the direction horizontally perpendicular to the direction of travel. These forces shall be agreed by the manufacturer together with the Technical Service.
The manufacturers may, in agreement with the Technical Services, use forces derived from the data obtained from alternative crash test procedures, but these forces shall be equal to or greater than the forces that would result from using data in accordance with the regulations specified above.
6.4.2.3. Acceptance criteria
During the test there shall be no evidence of:
(a) Fire;
(b) Explosion;
(c1) Electrolyte leakage if tested according to paragraph 6.4.1.1.:
(i) In case of aqueous electrolyte REESS:
For a period from the impact until 60 minutes after the impact there shall be no electrolyte leakage from the REESS into the passenger compartment and no more than 7 per cent by volume of the REESS electrolyte with a maximum of 5.0 l leaked from the REESS to the outside of the passenger compartment. The leaked amount of electrolyte can be measured by the usual techniques of determination of liquid volumes after its collection. For containers containing stoddard, coloured coolant and electrolyte, the fluids shall be allowed to separate by specific gravity then measured.
(ii) In case of non-aqueous electrolyte REESS:
For a period from the impact until 60 minutes after the impact, there shall be no liquid electrolyte leakage from the REESS into the passenger compartment, luggage compartment and no liquid electrolyte leakage to outside the vehicle. This requirement shall be verified by visual inspection without disassembling any part of the vehicle.
(c2) Electrolyte leakage if tested according to paragraph 6.4.2.2.
For a high voltage REESS, the isolation resistance of the Tested-Device shall ensure at least 100 Ω/Volt for the whole REESS measured in accordance with Annex 5A or Annex 5B of this Regulation or the protection degree IPXXB shall be fulfilled for the Tested-Device.
If tested according to paragraph 6.4.2.2., the evidence of electrolyte leakage shall be verified by visual inspection without disassembling any part of the Tested-Device.
6.5. Fire resistance
This test is required for REESS containing flammable electrolyte.
This test is not required when the REESS as installed in the vehicle, is mounted such that the lowest surface of the casing of the REESS is more than 1.5m above the ground. At the option of the manufacturer, this test may be performed where the of the REESS’s lower surface is higher than 1.5 m above the ground. The test shall be carried out on one test sample.
At the manufacturer´s choice the test may be performed as, either:
(a) A vehicle based test in accordance with paragraph 6.5.1. of this Regulation, or
(b) A component based test in accordance with paragraph 6.5.2. of this Regulation.
6.5.1. Vehicle based test
The test shall be conducted in accordance with Annex 9E paragraph 3.2.1. of this Regulation.
The approval of a REESS tested according to this paragraph shall be limited to approvals for a specific vehicle type.
6.5.2. Component based test
The test shall be conducted in accordance with Annex 9E paragraph 3.2.2. of this Regulation.
6.5.3. Acceptance criteria
6.5.3.1. During the test, the Tested-Device shall exhibit no evidence of explosion.
6.6. External short circuit protection
6.6.1. The test shall be conducted in accordance with Annex 9F of this Regulation.
6.6.2. Acceptance criteria;
6.6.2.1. During the test there shall be no evidence of:
(a) Electrolyte leakage;
(b) Rupture (applicable to high voltage REESS(s) only);
(c) Venting (for REESS other than open-type traction battery);
(d) Fire;
(e) Explosion.
The evidence of electrolyte leakage shall be verified by visual inspection without disassembling any part of the Tested-Device. An appropriate technique shall, if necessary, be used in order to confirm if there is any electrolyte leakage from the REESS resulting from the test. The evidence of venting shall be verified by visual inspection without disassembling any part of the Tested-Device.
6.6.2.2. For a high voltage REESS, the isolation resistance measured after the test in accordance with Annex 5 B to this Regulation shall not be less than 100 Ω/Volt.
6.7. Overcharge protection
6.7.1. The test shall be conducted in accordance with Annex 9G to this Regulation.
6.7.2. Acceptance criteria
6.7.2.1. During the test there shall be no evidence of:
(a) Electrolyte leakage;
(b) Rupture (applicable to high voltage REESS(s) only);
(c) Venting (for REESS other than open-type traction battery);
(d) Fire;
(de) Explosion.
The evidence of electrolyte leakage shall be verified by visual inspection without disassembling any part of the Tested-Device. An appropriate technique shall, if necessary, be used in order to confirm if there is any electrolyte leakage from the REESS resulting from the test. The evidence of venting shall be verified by visual inspection without disassembling any part of the Tested-Device.
6.7.2.2. For a high voltage REESS, the isolation resistance measured after the test in accordance with Annex 5B to this Regulation shall not be less than 100 Ω/Volt.
6.8. Over-discharge protection
6.8.1. The test shall be conducted in accordance with Annex 9H to this Regulation.
6.8.2. Acceptance criteria
6.8.2.1. During the test there shall be no evidence of:
(a) Electrolyte leakage;
(b) Rupture (applicable to high voltage REESS(s) only);
(c) Venting (for REESS other than open-type traction battery);
(d) Fire;
(e) Explosion.
The evidence of electrolyte leakage shall be verified by visual inspection without disassembling any part of the Tested-Device. An appropriate technique shall, if necessary, be used in order to confirm if there is any electrolyte leakage from the REESS resulting from the test. The evidence of venting shall be verified by visual inspection without disassembling any part of the Tested-Device.
6.8.2.2. For a high voltage REESS the isolation resistance measured after the test in accordance with Annex 5B to this Regulation shall not be less than 100 Ω/Volt.
6.9. Over-temperature protection
6.9.1. The test shall be conducted in accordance with Annex 9I to this Regulation.
6.9.2. Acceptance criteria
6.9.2.1. During the test there shall be no evidence of:
(a) Electrolyte leakage;
(b) Rupture (applicable to high voltage REESS(s) only);
(c) Venting (for REESS other than open-type traction battery);
(d) Fire;
(e) Explosion.
The evidence of electrolyte leakage shall be verified by visual inspection without disassembling any part of the Tested-Device. An appropriate technique shall, if necessary, be used in order to confirm if there is any electrolyte leakage from the REESS resulting from the test. The evidence of venting shall be verified by visual inspection without disassembling any part of the Tested-Device.
6.9.2.2. For a high voltage REESS, the isolation resistance measured after the test in accordance with Annex 5B to this Regulation shall not be less than 100 Ω/Volt.
6.10. Overcurrent protection
This test is required for REESS intended for use on vehicles of categories M1 and N1 that have the capability of charging by DC external electricity supply.
6.10.1. The test shall be conducted in accordance with Annex 9J to this Regulation.
6.10.2. Acceptance criteria
6.10.2.1. During the test there shall be no evidence of:
(a) Electrolyte leakage;
(b) Rupture (applicable to high voltage REESS(s) only);
(c) Venting (for REESS other than open-type traction battery);
(d) Fire;
(e) Explosion.
The evidence of electrolyte leakage shall be verified by visual inspection without disassembling any part of the Tested-Device. An appropriate technique shall, if necessary, be used in order to confirm if there is any electrolyte leakage from the REESS resulting from the test. The evidence of venting shall be verified by visual inspection without disassembling any part of the Tested-Device.
6.10.2.2. The overcurrent protection control of the REESS shall terminate charging or the temperature measured on the casing of the REESS shall be stabilized, such that the temperature gradient varies by less than 4 °C through 2 hours after the maximum overcurrent charging level is reached.
6.10.2.3. For a high voltage REESS, the isolation resistance measured after the test in accordance with Annex 5B to this Regulation shall not be less than 100 Ω/V.
6.11. Low-temperature protection.
REESS manufacturer must make available, at the request of the Technical Service with its necessity, the following documentations explaining safety performance of the system level or subsystem level of the vehicle to demonstrate that the REESS monitors and appropriately controls REESS operations at low temperatures at the safety boundary limits of the REESS:
(a) A system diagram;
(b) Written explanation on the lower boundary temperature for safe operation of REESS;
(c) Method of detecting REESS temperature;
(d) Action taken when the REESS temperature is at or lower than the lower boundary for safe operation of the REESS.
6.12. Management of gases emitted from REESS
6.12.1. Under vehicle operation including the operation with a failure, the vehicle occupants shall not be exposed to any hazardous environment caused by emissions from REESS.
6.12.2. Open-type traction batteries shall meet the requirements of paragraph 5.4. of this Regulation with regard to hydrogen emissions.
6.12.3. For REESS other than open-type traction battery, the requirement of paragraph 6.12.1. is deemed to be satisfied, if all applicable requirements of the following tests are met: paragraph 6.2. (vibration), paragraph 6.3. (thermal shock and cycling), paragraph 6.6. (external short circuit protection), paragraph 6.7. (overcharge protection), paragraph 6.8. (over-discharge protection), paragraph 6.9. (over-temperature protection) and paragraph 6.10. (overcurrent protection).
6.13. Warning in the event of operational failure of vehicle controls that manage REESS safe operation.
The REESS or vehicle system shall provide a signal to activate the warning specified in paragraph 5.2.3. in the event of operational failure of the vehicle controls (e.g. input and output signals to the management system of REESS, sensors within REESS, etc.) that manage the safe operation of the REESS. REESS or vehicle manufacturer shall make available, at the request of the Technical Service with its necessity, the following documentation explaining safety performance of the system level or subsystem level of the vehicle:
For testing with a complete vehicle, the short circuit is applied through the breakout harness. The connection used for creating the short circuit (including the cabling) shall have a resistance not exceeding 5 mΩ.
The short circuit condition shall be continued until the protection function operation of the REESS terminate the short circuit current is confirmed, or for at least one hour after the temperature measured on the casing of the Tested-Device has stabilised, such that the temperature gradient varies by a less than 4 °C through 2 hour.
3.3. Standard cycle and observation period
Directly after the termination of the short circuit a standard cycle as described in Annex 9, Appendix 1 shall be conducted, if not inhibited by the Tested-Device.
The test shall end with an observation period of 1 h at the ambient temperature conditions of the test environment.
Annex 9G
Overcharge protection
1. Purpose
The purpose of this test is to verify the performance of the overcharge protection to prevent the REESS from any further related severe events caused by a too high SOC.
2. Installations
This test shall be conducted, under standard operating conditions, either with a complete vehicle or with the complete REESS Ancillary systems that do not influence the test results may be omitted from the Tested-Device.
The test may be performed with a modified Tested-Device these modifications shall not influence the test results.
3. Procedures
3.1. General test conditions
The following requirements and conditions shall apply to the test:
(a) The test shall be conducted at an ambient temperature of 20 ± 10 °C or at higher temperature if requested by the manufacturer;
(b) The SOC of REESS shall be adjusted around the middle of normal operating range by normal operation recommended by the manufacturer such as driving the vehicle or using an external charger. The accurate adjustment is not required as long as the normal operation of the REESS is enabled;
(c) For vehicle-based test of vehicles with on-board energy conversion systems (e.g. internal combustion engine, fuel cell, etc.), fill the fuel to allow the operation of such energy conversion systems;
(d) At the beginning of the test, all protection devices which would affect the function of the Tested-Device and which are relevant to the outcome of the test shall be operational. All relevant main contactors for charging shall be closed.
3.2. Charging
The procedure for charging the REESS for vehicle-based test shall be in accordance with paragraphs 3.2.1. and 3.2.2. and shall be selected as appropriate for the relevant mode of vehicle operation and the functionality of the protection system. Alternatively, the procedure for charging the REESS for vehicle-based test shall be in accordance with paragraph 3.2.3. For component-based test, the charging procedure shall be in accordance with paragraph 3.2.4.
3.2.1. Charge by vehicle operation.
This procedure is applicable to the vehicle-based tests in active driving possible mode:
(a) For vehicles that can be charged by on-board energy sources (e.g. energy recuperation, on-board energy conversion systems), the vehicle shall be driven on a chassis dynamometer. The vehicle operation on a chassis dynamometer (e.g. simulation of continuous down-hill driving) that will deliver as high charging current as reasonably achievable shall be determined, if necessary, through consultation with the manufacturer.
(b) The REESS shall be charged by the vehicle operation on a chassis dynamometer in accordance with paragraph 3.2.1.(a). The vehicle operation on the chassis dynamometer shall be terminated when the vehicle's overcharge protection controls terminates the REESS charge current or the temperature of the REESS is stabilized such that the temperature varies by a gradient of less than 2 °C through 1 hour. Where an automatic interrupt function vehicle's overcharge protection control fails to operate, or if there is no such control function, the charging shall be continued until the REESS temperature reaches 10 °C above its maximum operating temperature specified by the manufacturer.
(c) Immediately after the termination of charging, one standard cycle as described in Annex 9, Appendix 1 shall be conducted, if it is not prohibited by the vehicle, with vehicle operation on a chassis dynamometer.
3.2.2. Charge by external electricity supply (vehicle-based test).
This procedure is applicable to vehicle-based test for externally chargeable vehicles:
(a) The vehicle inlet for normal use, if it exists, shall be used for connecting the external electricity supply equipment. The charge control communication of the external electricity supply equipment shall be altered or disabled to allow the charging specified in paragraph 3.2.2.(b) below;
(b) The REESS shall be charged by the external electricity supply equipment with the maximum charge current specified by the manufacturer. The charging shall be terminated when the vehicle's overcharge protection control terminates the REESS charge current. Where vehicle's overcharge protection control fails to operate, or if there is no such control, the charging shall be continued until the REESS temperature reaches 10 °C above its maximum operating temperature specified by the manufacturer. In the case where charge current is not terminated and where the REESS temperature remains less than 10 °C above the maximum operating temperature, vehicle operation shall be terminated 12 hours after the start of charging by external electricity supply equipment;
(c) Immediately after the termination of charging, one standard cycle as described in Annex 9, Appendix 1 shall be conducted, if it is not prohibited by the vehicle, with vehicle operation on a chassis dynamometer for discharging and with external electricity supply equipment for charging.
3.2.3. Charge by connecting breakout harness (vehicle-based test).
This procedure is applicable to vehicle-based tests for both externally chargeable vehicles and vehicles that can be charged only by on-board energy sources and for which the manufacturer provides information to connect a breakout harness to a location just outside the REESS that permits charging of the REESS:
(a) The breakout harness is connected to the vehicle as specified by the manufacturer. The trip current/voltage setting of the external charge-discharge equipment shall be at least 10 per cent higher than the current/voltage limit of the Tested-Device. The external electricity supply equipment is connected to the breakout harness. The REESS shall be charged by the external electricity power supply with the maximum charge current specified by the manufacturer;
(b) The charging shall be terminated when the vehicle's overcharge protection control terminates the REESS charge current. Where vehicle's overcharge protection control fails to operate, or if there is no such control, the charging shall be continued until the REESS temperature is 10 °C above its maximum operating temperature specified by the manufacturer. In the case where charge current is not terminated and where the REESS temperature remains less than 10 °C above the maximum operating temperature, vehicle operation shall be terminated 12 hours after the start of charging by external electricity supply equipment;
(c) Immediately after the termination of charging, one standard cycle as described in Annex 9, Appendix 1 (for a complete vehicle) shall be conducted, if it is not prohibited by the vehicle.
3.2.4. Charge by external electricity supply (component-based test).
This procedure is applicable to component-based test:
(a) The external charge/discharge equipment shall be connected to the main terminals of the REESS. The charge control limits of the test equipment shall be disabled;
(b) The REESS shall be charged by the external charge/discharge equipment with the maximum charge current specified by the manufacturer. The charging shall be terminated when the REESS overcharge protection control terminates the REESS charge current. Where overcharge protection control of the REESS fails to operate, or if there is no such control, the charging shall be continued until the REESS temperature reaches 10 °C above its maximum operating temperature specified by the manufacturer. In the case where charge current is not terminated and where the REESS temperature remains less than 10 °C above the maximum operating temperature, the charging shall be terminated 12 hours after the start of charging by external electricity supply equipment;
(c) Immediately after the termination of charging, one standard cycle as described in Annex 9, Appendix 1 shall be conducted, if it is not prohibited by the REESS, with external charge-discharge equipment.
3.3. The test shall end with an observation period of 1 hour at the ambient temperature conditions of the test environment.
Annex 9H
Over-discharge protection
1. Purpose
The purpose of this test is to verify the performance of the over-discharge protection to prevent the REESS from any severe events caused by a too low SOC.
2. Installations
This test shall be conducted, under standard operating conditions, either with a complete vehicle or with the complete REESS. Ancillary systems that do not influence the test results may be omitted from the Tested-Device.
The test may be performed with a modified Tested-Device provided these modifications shall not influence the test results.
3. Procedures
3.1. General test conditions
The following requirements and condition shall apply to the test:
(a) The test shall be conducted at an ambient temperature of 20 ± 10 °C or at higher temperature if requested by the manufacturer;
(b) The SOC of REESS shall be adjusted at the low level, but within normal operating range, by normal operation recommended by the manufacturer, such as driving the vehicle or using an external charger. Accurate adjustment is not required as long as the normal operation of the REESS is enabled;
(c) For vehicle-based test of vehicles with on-board energy conversion systems (e.g. internal combustion engine, fuel cell, etc.), reduce the electrical energy from such on-board energy conversion systems, for example by adjusting the fuel level to nearly empty but enough so that the vehicle can enter into active driving possible mode;
(d) At the beginning of the test, all protection devices which would affect the function of the Tested-Device and which are relevant for the outcome of the test shall be operational.
3.2. Discharging
The procedure for discharging the REESS for vehicle-based test shall be in accordance with paragraphs 3.2.1. and 3.2.2. Alternatively, the procedure for discharging the REESS for vehicle-based test shall be in accordance with paragraph 3.2.3. For the component-based test, the discharging procedure shall be in accordance with paragraph 3.2.4.
3.2.1. Discharge by vehicle driving operation.
This procedure is applicable to the vehicle-based tests in active driving possible mode:
(a) The vehicle shall be driven on a chassis dynamometer. The vehicle operation on a chassis dynamometer (e.g. simulation of continuous driving at steady speed) that will deliver as constant discharging power as reasonably achievable shall be determined, if necessary, through consultation with the manufacturer;
(b) The REESS shall be discharged by the vehicle operation on a chassis dynamometer in accordance with paragraph 3.2.1.(a). The vehicle operation on the chassis dynamometer shall be terminated when the vehicle's over-discharge protection control terminates REESS discharge current or the temperature of the REESS is stabilized such that the temperature varies by a gradient of less than 4 °C through 2 hours. Where an over-discharge protection control fails to operate, or if there is no such control, then the discharging shall be continued until the REESS is discharged to 25 per cent of its nominal voltage level;
(c) Immediately after the termination of discharging, one standard charge followed by a standard discharge as described in Annex 9, Appendix 1 shall be conducted if it is not prohibited by the vehicle.
3.2.2. Discharge by auxiliary electrical equipment (vehicle-based test).
This procedure is applicable to the vehicle-based tests in stationary condition:
(a) The vehicle shall be switched in to a stationary operation mode that allow consumption of electrical energy from REESS by auxiliary electrical equipment. Such an operation mode shall be determined, if necessary, through consultation with the manufacturer. Equipment (e.g. wheel chocks) that prevent the vehicle movement may be used as appropriate to ensure the safety during the test;
(b) The REESS shall be discharged by the operation of electrical equipment, air-conditioning, heating, lighting, audio-visual equipment, etc., that can be switched on under the conditions given in paragraph 3.2.2.(a). The operation shall be terminated when the vehicle's over-discharge protection control terminates REESS discharge current or the temperature of the REESS is stabilized such that the temperature varies by a gradient of less than 4 °C through 2 hours. Where an over-discharge protection control fails to operate, or if there is no such control, then the discharging shall be continued until the REESS is discharged to 25 per cent of its nominal voltage level;
(c) Immediately after the termination of discharging, one standard charge followed by a standard discharge as described in Annex 9, Appendix 1 shall be conducted if it is not prohibited by the vehicle.
3.2.3. Discharge of REESS using discharge resistor (vehicle-based test).
This procedure is applicable to vehicles for which the manufacturer provides information to connect a breakout harness to a location just outside the REESS that permits discharging the REESS:
(a) Connect the breakout harness to the vehicle as specified by the manufacturer. Place the vehicle in active driving possible mode;
(b) A discharge resistor is connected to the breakout harness and the REESS shall be discharged at a discharge rate under normal operating conditions in accordance with manufacturer provided information. A resistor with discharge power of 1 kW may be used;
(c) The test shall be terminated when the vehicle's over-discharge protection control terminates REESS discharge current or the temperature of the REESS is stabilized such that the temperature varies by a gradient of less than 4 °C through 2 hours. Where an automatic discharge interrupt function fails to operate, or if there is no such function, then the discharging shall be continued until the REESS is discharged to 25 per cent of its nominal voltage level;
(d) Immediately after the termination of discharging, one standard charge followed by a standard discharge as described in Annex 9, Appendix 1 shall be conducted if it is not prohibited by the vehicle.
3.2.4. Discharge by external equipment (component-based test).
This procedure is applicable to component-based test:
(a) All relevant main contactors shall be closed. The external charge-discharge shall be connected to the main terminals of the Tested-Device;
(b) A discharge shall be performed with a stable current within the normal operating range as specified by the manufacturer;
(c) The discharging shall be continued until the Tested-Device (automatically) terminates REESS discharge current or the temperature of the Tested-Device is stabilized such that the temperature varies by a gradient of less than 4 °C through 2 hours. Where an automatic interrupt function fails to operate, or if there is no such function, then the discharging shall be continued until the Tested-Device is discharged to 25 per cent of its nominal voltage level;
(d) Immediately after the termination of the discharging, one standard charge followed by a standard discharge as described in Annex 9, Appendix 1 shall be conducted if not inhibited by the Tested-Device.
3.3. The test shall end with an observation period of 1 h at the ambient temperature conditions of the test environment.
Annex 9I
Over-temperature protection
1. Purpose
The purpose of this test is to verify the performance of the protection measures of the REESS against internal overheating during the operation. In the case that no specific protection measures are necessary to prevent the REESS from reaching an unsafe state due to internal over-temperature, this safe operation must be demonstrated.
2. The test may be conducted with a complete REESS according to paragraphs 3. and 4. or with a complete vehicle according to paragraphs 5. and 6.
3. Installation for test conducted using a complete REESS
3.1. Ancillary systems that do not influence to the test results may be omitted from the Tested-Device. The test may be performed with a modified Tested-Device provided these modifications shall not influence the test results.
3.2. Where a REESS is fitted with a cooling function and where the REESS will remain functional in delivering its normal power without a cooling function system being operational, the cooling system shall be deactivated for the test.
3.3. The temperature of the Tested-Device shall be continuously measured inside the casing in the proximity of the cells during the test in order to monitor the changes of the temperature. The on-board sensor, if existing may be used with compatible tools to read the signal.
3.4. The REESS shall be placed in a convective oven or climatic chamber. If necessary, for conducting the test, the REESS shall be connected to the rest of vehicle control system with extended cables. An external charge/discharge equipment may be connected under supervision by the vehicle manufacturer.
4. Test procedures for test conducted using a complete REESS.
4.1. At the beginning of the test, all protection devices which affect the function of the Tested-Device and are relevant to the outcome of the test shall be operational, except for any system deactivation implemented in accordance with paragraph 3.2. above.
4.2. The Tested-Device shall be continuously charged and discharged by the external charge/discharge equipment with a current that will increase the temperature of cells as rapidly as possible within the range of normal operation as defined by the manufacturer until the end of the test.
Alternatively, the charge and discharge may be conducted by vehicle driving operations on chassis dynamometer where the driving operation shall be determined through consultation with the manufacturer to achieve the conditions above.
4.3. The temperature of the chamber or oven shall be gradually increased, from 20 ± 10 °C or at higher temperature if requested by the manufacturer, until it reaches the temperature determined in accordance with paragraph 4.3.1. or 4.3.2. below as applicable, and then maintained at a temperature that is equal to or higher than this, until the end of the test.
4.3.1. Where the REESS is equipped with protective measures against internal overheating, the temperature shall be increased to the temperature defined by the manufacturer as being the operational temperature threshold for such protective measures, to ensure that the temperature of the Tested-Device will increase as specified in paragraph 4.2. above.
4.3.2. Where the REESS is not equipped with any specific measures against internal over-heating, the temperature shall be increased to the maximum operational temperature specified by the manufacturer.
4.4. The end of test: The test will end when one of the followings is observed:
(a) The Tested-Device inhibits and/or limits the charge and/or discharge to prevent the temperature increase;
(b) The temperature of the Tested-Device is stabilised, which means that the temperature varies by a gradient of less than 4 °C through 2 hours;
(c) Any failure of the acceptance criteria prescribed in paragraph 6.9.2.1. of the Regulation.
5. Installation for test conducted using a complete vehicle.
5.1. Based on information from the manufacturer, for a REESS fitted with a cooling function the cooling system shall be disabled or in a state of significantly reduced operation (for a REESS that will not operate if the cooling system is disabled) for the test.
5.2. The temperature of the REESS shall be continuously measured inside the casing in the proximity of the cells during the test to monitor the changes of temperature using on-board sensors and compatible tools according to manufacturer provided information for reading the signals.
5.3. The vehicle shall be placed in a climate control chamber set to a temperature between 40 °C to 45 °C for at least 6 hours.
6. Test procedures for test conducted using a complete vehicle.
6.1. The vehicle shall be continuously charged and discharged in a manner that will increases the temperature of REESS cells as rapidly as possible within the range of normal operation as defined by the manufacturer until the end of the test.
The charge and discharge will be conducted by vehicle driving operations on chassis dynamometer where the driving operation shall be determined through consultation with the manufacturer to achieve the conditions above.
For a vehicle that can be charged by an external power supply, the charging may be conducted using an external power supply if more rapid temperature increase is expected.
6.2. The test will end when one of the followings is observed:
(a) The vehicle terminates the charge and/or discharge;
(b) The temperature of the REESS is stabilized such that the temperature varies by a gradient of less than 4 °C through 2 hours;
(c) Any failure of the acceptance criteria prescribed in paragraph 6.9.2.1. of the Regulation;
(d) Three hours elapse from the time of starting the charge/discharge cycles in paragraph 6.1.
Annex 9J
Over-current protection
1. Purpose
The purpose of this test is to verify the performance of the overcurrent protection during DC external charging to prevent the REESS from any severe events caused by excessive levels of charge current as specified by the manufacturer.
2. Test conditions:
(a) The test shall be conducted at an ambient temperature of 20 ± 10 °C;
(b) The SOC of REESS shall be adjusted around the middle of normal operating range by normal operation recommended by the manufacturer such as driving the vehicle or using an external charger. The accurate adjustment is not required as long as the normal operation of the REESS is enabled;
(c) The overcurrent level (assuming failure of external DC electricity supply equipment) and maximum voltage (within normal range) that can be applied shall be determined, if necessary, through consultation with the manufacturer.
3. The overcurrent test shall be conducted in accordance with paragraph 4. or paragraph 5., as applicable and in accordance with manufacturer information.
4. Overcurrent during charging by external electricity supply.
This test procedure is applicable to vehicle-based test for vehicles that have the capability of charging by DC external electricity supply:
(a) The DC charging vehicle inlet shall be used for connecting the external DC electricity supply equipment. The charge control communication of the external electricity supply equipment is altered or disabled to allow the overcurrent level determined through consultation with the manufacturer;
(b) Charging of the REESS by the external DC electricity supply equipment shall be initiated to achieve the highest normal charge current specified by the manufacturer. The charge current is then increased over 5 seconds from the highest normal charge current to the overcurrent level determined in accordance with paragraph 2.(c) above. Charging is then continued at this overcurrent level;
(c) The charging shall be terminated when the functionality of the vehicle's overcurrent protection terminates the REESS charge current or the temperature of the REESS is stabilized such that the temperature varies by a gradient of less than 4 °C through 2 hours;
(d) Immediately after the termination of charging, one standard cycle as described in Annex 9, Appendix 1 shall be conducted, if it is not prohibited by the vehicle.
5. Overcurrent during charging using breakout harness.
This test procedure is applicable to REESS for vehicles that have the capability of charging by DC external electricity supply and for which the manufacturer provides information to connect a breakout harness to a location just outside the REESS that permits charging of the REESS:
(a) The breakout harness is connected to the vehicle or REESS as specified by the manufacturer;
(b) The external electricity supply equipment along with the overcurrent supply is connected to the breakout harness and charging of the REESS is initiated to achieve the highest normal charge current specified by the manufacturer;
(c) The charge current is then increased over 5 seconds from the highest normal charge current to the overcurrent level determined in accordance with paragraph 2.(c) above. Charging is then continued at this overcurrent level;
(d) The charging shall be terminated when the functionality of the vehicle's overcurrent protection terminates charging or the temperature of the Tested-Device is stabilized such that the temperature varies by a gradient of less than 4 °C through 2 hours;
(e) Immediately after the termination of charging, one standard cycle as described in Annex 9, Appendix 1 shall be conducted, if it is not prohibited by the vehicle.
6. The test shall end with an observation period of 1 hour at the ambient temperature conditions of the test environment.
Agreement Concerning the Adoption of Uniform Conditions of Approval and Reciprocal Recognition of Approval for Motor Vehicle Equipment and Parts, done at Geneva on 20 March 1958 (original version);
Agreement concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these Prescriptions, done at Geneva on 5 October 1995 (Revision 2).
0
0
0