Delegated regulation 2014/3 - Supplement to Regulation 168/2013 with regard to vehicle functional safety requirements for the approval of two- or three-wheel vehicles and quadricycles - Main contents

EN

Official Journal of the European Union

L 7/1

The internal market comprises an area without internal frontiers in which the free movement of goods, persons, services and capital is ensured. To that end, comprehensive EU type-approval and a strengthened market surveillance system for L-category vehicles and its systems, components and separate technical units, as defined by Regulation (EU) No 168/2013, apply.

The term ‘L-category vehicles’ covers a wide range of light vehicle types with two, three or four wheels, e.g. powered cycles, two- and three-wheel mopeds, two- and three-wheel motorcycles, motorcycles with side-cars and four-wheel vehicles (quadricycles) such as on-road quads, all-terrain vehicles and quadrimobiles.

By Council Decision 97/836/EC (2), the Union acceded to the Agreement of the United Nations Economic Commission for Europe concerning the adoption of uniform technical prescriptions for wheeled vehicles, equipment and parts which can be fitted to and/or be used on wheeled vehicles and the conditions for reciprocal recognition of approvals granted on the basis of these prescriptions (‘Revised 1958 Agreement’).

By Decision 97/836/EC, the Union also acceded to United Nations Economic Commission for Europe (UNECE) regulations Nos 1, 3, 4, 6, 7, 8, 10, 11, 12, 13, 14, 16, 17, 18, 19, 20, 21, 23, 25, 26, 28, 31, 34, 37, 38, 39, 43, 44, 46, 48, 58, 66, 73, 77, 79, 80, 87, 89, 90, 91, 93, 97, 98, 99, 100 and 102.

The Union acceded to UNECE regulation No 110 on specific components of motor vehicles using compressed natural gas (CNG) in their propulsion system and on vehicles with regard to the installation of specific components of an approved type for the use of compressed natural gas (CNG) in their propulsion system. By Council Decision 2000/710/EC (3), the Union has also acceded to UNECE regulation No 67 on the approval of special equipment for motor vehicles fuelled by liquefied petroleum gas.

Manufacturers apply for type approval for L-category vehicles, their systems, components or separate technical units in accordance with Regulation (EU) No 168/2013. In the Union legislation most requirements on vehicle parts are taken over from the corresponding UNECE regulations. UNECE regulations are constantly amended in line with technological progress and the respective Union regulations have to be regularly updated accordingly. In order to avoid this duplication, the CARS 21 High Level Group recommended (4) the replacement of several Union directives by way of the incorporation and compulsory application of the corresponding UNECE regulations in Union law.

The possibility of applying UNECE regulations by virtue of Union legislation that provides for the incorporation of those UNECE regulations for the purpose of EU vehicle type-approval is provided for in Regulation (EU) No 168/2013. Under that Regulation, type-approval in accordance with UNECE regulations which apply on a compulsory basis is regarded as EU type-approval in accordance with that Regulation and its delegated and implementing acts.

The compulsory application of UNECE regulations helps avoiding duplication not only of technical requirements but also of certification and administrative procedures. In addition, type-approval that is directly based on internationally agreed standards could improve market access in third countries, in particular those which are contracting parties to the Revised 1958 Agreement, and thus enhance the Union industry’s competitiveness.

It is appropriate to include UNECE regulations Nos 1, 3, 4, 6, 7, 8, 10, 14, 16, 17, 18, 19, 20, 23, 26, 28, 30, 31, 34, 37, 38, 39, 43, 44, 45, 46, 48, 53, 54, 55, 56, 57, 60, 62, 64, 67, 72, 74, 75, 76, 77, 78, 81, 82, 87, 90, 91, 97, 98, 99, 100,, 104, 106, 110, 112, 113, 116, 119, 121, 122, 123 and 127 in the list of UNECE regulations that apply on a compulsory basis set out in Annex I to this Regulation.

Article 22 of, and Annexes II(B) and VIII to, Regulation (EU) No 168/2013 lay down functional safety requirements. Requirements regarding saddles and seats, steer-ability, cornering properties and turn-ability, endurance testing of functional safety critical systems, parts and equipment and vehicle structure integrity are deemed paramount for the functional safety of an L-category vehicle, as well as requirements on electrical safety, which was added in order to adapt to technical progress. Requirements regarding the maximum speed limitation plate and its location on the vehicle as also regarding roll-over protective structure have been adopted to address specific characteristics of category L7e-B vehicle’s that are designed for off-road use but that travel also on hard-paved public roads.

The limitation to ‘four’ of the ratio of auxiliary propulsion power and actual pedal power for cycles designed to pedal set out in Annex XIX should be subject to further scientific research and assessment. Upon availability of scientific data and statistics on vehicles placed on the market, the ratio ‘four’ referred to above may be revisited in a future revision of this Regulation.

This Regulation should apply as from date of application of Regulation (EU) No 168/2013,

‘audible warning device’ means a device emitting an acoustic signal intended to give warning of the presence of, or a manoeuvre by, a vehicle in a dangerous road traffic situation, consisting of one or more sound emission orifices that are excited by a single power source or of several components each emitting an acoustic signal and operating simultaneously as a result of being actuated by a single control;

‘type of electrical audible warning device’ means audible warning devices not essentially differing among themselves, particularly in respect of the following aspects: trade mark or name, operating principle, type of power supply (direct current, alternating current, compressed air), outer shape of the casing, shape and dimensions of the diaphragm(s), shape or type of the sound emission orifice(s), nominal sound frequencies, nominal supply voltage and, in the case of warning devices supplied direct by an external source of compressed air, the nominal operating pressure;

‘type of mechanical audible warning device’ means audible warning devices not essentially differing among themselves, particularly in respect of the following aspects: trade mark or name, operating principle, type of actuation, outer shape and size of the bell and the internal construction;

‘type of vehicle with regard to the audible warning’ means vehicles which do not differ in such essential respects as: the number of audible warning devices fitted to the vehicle, the type(s) of audible warning device(s) fitted to the vehicle, the mountings used to fit the audible warning device(s) to the vehicle, the position and orientation of the audible warning device(s) on the vehicle, the rigidity of the parts of the structure on which the audible warning device(s) is/are fitted and the shape and materials of the bodywork forming the part of the vehicle which may affect the level of the sound emitted by the audible warning device(s) and which may have a masking effect;

‘bodywork’ means the external structure of the motor vehicle which comprises of fenders, doors, pillars, side walls, roof, floor, front bulkhead, rear bulkhead and/or other external panels;

‘type of vehicle with regard to braking’ means vehicles which do not differ in such essential respects as the maximum mass, the distribution of mass between the axles, the maximum vehicle design speed, the tyre sizes and wheel dimensions, as well as the design characteristics of the braking system and its components;

‘type of vehicle with regard to electrical safety’ means vehicles which do not differ in such essential respects as the location of conducting parts and components of the entire electrical system installed in the vehicle, the installation of the electric powertrain and the galvanically connected high voltage bus as well as the nature and type of electric powertrain and the galvanically connected high voltage components;

‘active driving possible mode’ means the vehicle mode when application of the electric acceleration position sensor, activation of an equivalent control or release of the brake system will cause the electric powertrain to propel the vehicle;

‘barrier’ means the part providing protection against direct contact to the live parts from any direction of access;

‘conductive connection’ means the connection using connectors to an external power supply when the rechargeable energy storage system (REESS) is charged;

‘REESS’ means the rechargeable electric energy storage system that provides energy for electric propulsion;

‘coupling system for charging the REESS’ means the electrical circuit used for charging the REESS from an external electric power supply including the vehicle inlet;

‘direct contact’ means the contact of persons with live parts;

‘electrical chassis’ means a set made of conductive parts electrically linked together, whose potential is taken as reference;

‘electrical circuit’ means an assembly of connected live parts which is designed to be electrically energised in normal operation;

‘electric energy conversion system’ means a system that generates and provides electric energy for electric propulsion;

‘electric powertrain’ means the electrical circuit which includes the traction motor(s), and includes the REESS, the electric energy conversion system, the electronic converters, the associated wiring harness and connectors, and the coupling system for charging the REESS;

‘electronic converter’ means a device capable of controlling and/or converting electric power for electric propulsion;

‘enclosure’ means the part enclosing the internal units and providing protection against direct contact from any direction of access;

‘exposed conductive part’ means the conductive part which can be touched under the provisions of the protection degree IPXXB, and which becomes electrically energised under isolation failure conditions;

‘external electric power supply’ means an alternating current (AC) or direct current (DC) electric power supply outside of the vehicle;

‘high voltage’ means the classification of an electric component or circuit, if its working voltage is > 60 V and ≤ 1 500 V DC or > 30 V and ≤ 1 000 V AC root mean square (rms);

‘high voltage bus’ means the electrical circuit, including the coupling system for charging the REESS that operates on high voltage;

‘indirect contact’ means the contact of persons with exposed conductive parts;

‘live parts’ means the conductive part(s) intended to be electrically energised in normal use;

‘luggage compartment’ means the space in the vehicle for luggage accommodation, bounded by the roof, bonnet, trunk lid or rear door and floor and side walls, as well as by the barrier and enclosure provided for protecting the powertrain from direct contact with live parts, being separated from the passenger compartment by the front or rear bulkhead;

‘on-board isolation resistance monitoring system’ means the device which monitors the isolation resistance between the high voltage buses and the electrical chassis;

‘open type traction battery’ means a liquid type battery requiring refilling with water and generating hydrogen gas released to the atmosphere;

‘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 powertrain from direct contact with live parts;

‘protection degree’ means the protection provided by a barrier or enclosure related to the contact with live parts by a test probe, such as a jointed test finger (IPXXB) or a test wire access probe (IPXXD);

‘service disconnect’ means the device for deactivation of the electrical circuit for the purpose of servicing or checking electrical components such as the REESS and fuel cell stack;

‘solid insulator’ means the insulation coating of wiring harnesses insulating live parts against direct contact from any direction of access, covers insulating live parts of connectors, as well as varnish or paint applied for the purpose of insulation;

‘working voltage’ means the highest value of an electrical circuit voltage root-mean-square (rms) as specified by the vehicle manufacturer for each separate and galvanically isolated circuit, which may occur between any conductive parts in open circuit conditions or under normal operating condition;

‘type of vehicle with regard to endurance’ means vehicles which do not differ in such essential respects as the overall design characteristics as well as the vehicle and component manufacturing and assembly facilities as well as their quality control and assurance procedures;

‘type of vehicle with regard to front and rear protective structure’ means vehicles which do not differ in such essential respects as the shape and location of structures, parts and components located at the front and rear of the vehicle;

‘projection’ means the dimension of an edge as determined in accordance with paragraph 2 of Annex 3 to UNECE regulation No 26 (5);

‘floor line’ means the line as defined in paragraph 2.4 of UNECE regulation No 26;

‘vehicle structure’ means parts of the vehicle, including bodywork, components, fenders, brackets, linkage, tyres, wheels, wheel guards and glazing, comprised of material with a hardness of at least 60 Shore (A);

‘type of vehicle with regard to glazing, windscreen wipers and washers, and defrosting and demisting systems’ means vehicles which do not differ in such essential respects as the shape, size, thickness and characteristics of the windscreen and its mounting, the characteristics of the wiper and washer system and the characteristics of the defrosting and demisting systems;

‘windscreen wiper system’ means the system consisting of a device for wiping the outer face of the windscreen, together with the accessories and controls necessary for starting and stopping the device;

‘wiper field’ means the area(s) on the windscreen wiped by the wiper blade(s) when the wiper system is operating under normal conditions;

‘windscreen washer system’ means the system consisting of devices for storing, transferring and aiming fluid towards the outer face of the windscreen, together with the controls necessary for starting and stopping the device;

‘washer control’ means the device by which the windscreen washer system is manually activated and deactivated;

‘washer pump’ means a device for transferring fluid from the washer system storage reservoir to the outer face of the windscreen;

‘nozzle’ means a device which serves to direct fluid onto the windscreen;

‘fully primed (system)’ means a system which has been activated normally for a period of time and where fluid has been transferred through the pump and tubing, and has exited the nozzle(s);

‘cleaned area’ means the previously soiled area which does not have any traces of drops and remaining dirt after it has dried completely;

‘vision area A’ means test area A as defined in paragraph 2.2 of Annex 18 to UNECE regulation 43 (6);

‘vehicle master control switch’ means the device by which the vehicle’s on-board electronics system is brought from being switched off, as is the case when a vehicle is parked without the driver being present, to normal operation mode;

‘type of vehicle with regard to identification of controls, tell-tales and indicators’ means vehicles which do not differ in such essential respects as the number, location and design characteristics of controls, tell-tales and indicators, and the tolerances of the speedometer’s measuring mechanism, technical constant of the speedometer, range of speeds displayed, overall transmission ratio, including any reduction drives, to the speedometer and the minimum and maximum tyre size designations;

‘control’ means any part of the vehicle or component directly actuated by the driver which causes a change in the state or operation of the vehicle or one of the parts thereof;

‘tell-tale’ means an optical signal which indicates the actuation of a device, correct or defective functioning or condition, or failure to function;

‘indicator’ means a device providing information on the proper functioning or state of a system or part of a system, such as the level or temperature of a fluid;

‘speedometer’ means a device indicating to the driver the speed of the vehicle at any given moment;

‘odometer’ means a device that indicates the distance travelled by a vehicle;

‘symbol’ means a diagram from which to identify a control, a tell-tale or an indicator;

‘common space’ means a specific area on which more than one tell-tale, indicator, symbol or other information may be displayed;

‘type of vehicle with regard to installation of lighting’ means vehicles which do not differ in such essential respects as the dimensions and outer shape of the vehicle, as well as the number, location and design characteristics of the installed lighting devices and light-signalling devices;

‘lighting device’ means a type-approved lamp or type-approved retro-reflector;

‘light-signalling device’ means a lighting device which may be used for signalling;

‘single (lighting device)’ means a lighting device or part of a device, having one function and one illuminating surface and one or more light sources; it may also mean any assembly of two independent or grouped lighting devices, whether identical or not, having the same function, if they are installed in such a way that the projections of the light-emitting surfaces of the lighting devices on a given transverse plane occupy not less than 60 % of the smallest rectangle circumscribing the projections of the said light-emitting surfaces;

‘light-emitting surface’ of a lighting device means all or part of the exterior surface of the translucent material, as stated in the component type-approval documentation; this may include or entirely consist of the illuminating surface and may also include the area which is completely circumscribed by the lighting device;

‘illuminating surface’ of a lighting device means the surface as defined in paragraph 2.7 of UNECE regulation No 53 (7);

‘independent (lighting device)’ means a lighting device having a separate illuminating surface, light source and lamp body;

‘grouped (lighting devices)’ means lighting devices having separate illuminating surfaces and light sources, but a common lamp body;

‘combined (lighting devices)’ means lighting devices having separate illuminating surfaces but a common light source and a common lamp body;

‘reciprocally incorporated (lighting devices)’ means lighting devices having separate light sources or a single light source operating under different conditions (e.g. optical, mechanical or electrical differences), totally or partially common illuminating surfaces and a common lamp body;

‘driving-beam headlamp’ means a device used to illuminate the road over a long distance ahead of the vehicle (main beam);

‘passing-beam headlamp’ means a device used to illuminate the road ahead of the vehicle without causing undue dazzle or discomfort to oncoming drivers or other road users (dipped beam);

‘front position lamp’ means a device used to indicate the presence of the vehicle when viewed from the front;

‘daytime running lamp’ means a lamp facing in a forward direction used to make the vehicle more easily visible when driving during daytime;

‘front fog lamp’ means a device used to improve the illumination of the road in case of fog, snowfall, rainstorms or dust clouds;

‘direction indicator lamp’ means a device used to indicate to other road users that the driver intends to change direction to the right or the left;

‘hazard warning signal’ means the simultaneous operation of all of a vehicle’s direction indicator lamps to draw attention to the fact that the vehicle temporarily constitutes a special danger to other road users;

‘stop lamp’ means a device used to indicate to other road users to the rear of the vehicle that the latter’s driver is applying the service brake;

‘rear position lamp’ means a device used to indicate the presence of the vehicle when viewed from the rear;

‘rear fog lamp’ means a device used to render the vehicle more readily visible from the rear in the event of fog, snowfall, rainstorms or dust clouds;

‘reversing lamp’ means a device used to illuminate the road to the rear of the vehicle and to warn other road users that the vehicle is reversing or about to reverse;

‘rear registration plate lamp’ means a device used to illuminate the space intended to accommodate the rear registration plate that consists of one or several optical elements;

‘retro-reflector’ means a device used to indicate the presence of a vehicle by the reflection of light emanating from a light source not connected to the vehicle, the observer being situated near that source, excluding retro-reflecting registration plates or speed limitation plates;

‘rear retro-reflector’ means a retro-reflector device used to indicate the presence of the vehicle when viewed from the rear;

‘side retro-reflector’ means a retro-reflector device used to indicate the presence of the vehicle when viewed from the side;

‘side marker lamp’ means a device used to indicate the presence of the vehicle when viewed from the side;

‘reference axis’ means the characteristic axis of a device as stated in the component type-approval documentation for use as the direction of reference (H = 0°, V = 0°) for angles of field for photometric measurements and when fitting the lamp on the vehicle;

‘reference centre’ means the intersection of the reference axis with the light-emitting surface, the centre of reference being specified by the manufacturer of the lighting device;

‘geometric visibility’ means the angles which determine the square field in which the light-emitting surface of the lighting device is completely visible when the relevant angles (α vertical and β horizontal) are measured at the outward contour of the apparent surface and the lamp is observed from afar. However, if any obstacles is located within this field and partly obscuring the light-emitting surface, it may be accepted where it is proven that, even with such obstructions, the photometric values prescribed for the type-approval of the lighting device as component are complied with;

‘longitudinal median plane of the vehicle’ means the plane of symmetry of the vehicle or, if the vehicle is not symmetrical, the vertical longitudinal plane passing through the middle of the vehicle axles;

‘operating tell-tale’ means a visual, auditory or any other equivalent signal indicating that a lighting-device has been switched on and whether or not it is operating correctly;

‘closed-circuit tell-tale’ means a tell-tale indicating that a device has been switched on, but not indicating whether it is operating correctly or not;

‘type of vehicle with regard to rearward visibility’ means vehicles which do not differ in such essential respects as the dimensions and external shape of the vehicle as well as the number, location and design characteristics of the installed devices for indirect vision;

‘type of vehicle with regard to roll-over protection structure’ means vehicles which do not differ in such essential respects as the structure on the vehicle, the essential purpose of which is to mitigate or avoid risk of severe injury to the vehicle’s occupants resulting from a roll-over of the vehicle during normal use;

‘zone of clearance’ means the space occupied by a 50th percentile male manikin represented by the Hybrid III anthropomorphic test device in normal seating position on all seating positions;

‘type of vehicle with regard to safety belt anchorages and safety belts’ means vehicles which do not differ in such essential respects as the main vehicle construction and design characteristics as well as that of the safety belt anchorages and the number, location and configuration of fitted safety belts;

‘adjustment system’ means the device enabling the parts of the seat to be adjusted in order to achieve a seating position that is adapted to the occupant’s morphology, including longitudinal, vertical and/or angular adjustments;

‘displacement system’ means an adjustment and locking system including a folding seatback fitted to seats in front of other seats, enabling passengers to access and exit from such rear seats when there are no doors adjacent to that rear seating row;

‘saddle’ means a seating position where the rider or passenger sits astride;

‘seat’ means a seating position which is not a saddle and which has a seat back offering support for the driver’s or passenger’s back;

‘seat back’ means a structural element behind the seating position’s R-point at a height of more than 450 mm measured from the vertical plane passing through the R-point against which the back of a seated person can rest completely;

‘50th percentile male manikin’ means a physical anthropomorphic test device possessing specified dimensions and masses or a virtual model, both representing the body of an average male human;

‘actual safety belt anchorage’ means a point of the vehicle structure or the seat structure or any other part of the vehicle to which a safety belt assembly is to be physically mounted;

‘effective safety belt anchorage’ means a clearly defined point in the vehicle which has sufficiently rigid properties as to change the routing, course and direction of a safety belt which is worn by the vehicle occupant and comprises of such point which is closest to that portion of the belt which is in actual and direct contact with the wearer;

‘front seating position’ means a single foremost seating position, which may be grouped in a row of several other seating positions;

‘rear seating position’ means a single seating position located fully behind the line of a front seating position and which may be grouped in a row of several seating positions;

‘torso reference line’ means the torso line as determined by the vehicle manufacturer for each seating position and established in accordance with Annex 3 to UNECE regulation No 17 (8);

‘torso angle’ means the angle between the vertical and the torso line;

‘design position’ means the position into which a device such as a seat can be adjusted so that all relevant settings correspond as closely as possible to a specified position;

‘ISOFIX’ means a system for the connection of child restraint systems to vehicles which has two vehicle rigid anchorages, two corresponding rigid attachments on the child restraint system and a means of limiting the pitch rotation of the child restraint system;

‘type of vehicle with regard to seating positions’ means vehicles which do not differ in such essential respects as the shape, location and number of seats or saddles;

‘5th percentile adult female manikin’ means a physical anthropomorphic test device possessing specified dimensions and masses or a virtual model, both representing the body of a small female human;

‘type of vehicle with regard to steer-ability, cornering properties and turn-ability’ means vehicles which do not differ in such essential respects as the design characteristics of the steering mechanism, reversing device and locking differentials, if such devices are fitted to the vehicle;

‘turning circle’ means the circle within which is located the projections onto the ground plane of all the points of the vehicle, excluding rear-view mirrors, when the vehicle is driven in a circle;

‘unusual vibration’ means a vibration which differs substantially from a normal and constant vibration, characterised by one or more unintended sharp increases of the amplitude of the vibration and leading to increased steering forces that are not constant and not predictable in nature;

‘type of vehicle with regard to the installation of tyres’ means vehicles which do not differ in such essential respects as the types of tyre, minimum and maximum tyre size designations, wheel dimensions and off-sets as well as speed and load capabilities suitable for fitment, and the characteristics of the fitted wheel guards;

‘wheel off-set’ means the distance from the hub abutment face to the centre line of the rim;

‘temporary-use spare unit’ means a unit with a tyre different from those to be fitted to the vehicle for normal driving conditions, but intended only for temporary use under restricted driving conditions;

‘maximum load rating’ means the mass which a tyre can carry when operated in conformity with requirements governing utilisation specified by the tyre manufacturer, expressed as a load capacity index number;

‘load capacity index’ means a number linked to the maximum load rating of the tyre and relating to the definition in paragraph 2.26 of UNECE regulation No 75 (9), paragraph 2.28 of UNECE regulation No 30 (10), paragraph 2.27 of UNECE regulation No 54 (11) and paragraph 2.28 of UNECE regulation No 106 (12);

‘speed category symbol’ means the symbol defined in paragraph 2.28 of UNECE regulation No 75, paragraph 2.29 of UNECE regulation No 30, paragraph 2.28 of UNECE regulation No 54 and paragraph 2.29 of UNECE regulation No 106;

‘type of vehicle with regard to maximum speed limitation plate and its location on the vehicle’ means vehicles which do not differ in such essential respects as the maximum design vehicle speed and the material, orientation, and design characteristics of the maximum speed limitation plate;

‘virtually flat surface’ means a surface of solid material, with a radius of curvature of at least 5 000 mm;

‘vehicle type with regard to interior fittings and doors’ means vehicles which do not differ in such essential respects as the design characteristics of the vehicle’s interior fittings, number and location of seats and doors;

‘level of the instrument panel’ means the line defined by the points of contact of vertical tangents to the instrument panel or at the level of the horizontal plane coinciding with the R-point of the seating position of the driver where the latter is located higher than a tangent contact point in question;

‘contactable edges’ means edges which can be contacted by the surface of a testing apparatus and can consist of structures, elements or components located anywhere in the vehicle, including but not limited to the passenger compartment floor, sides, doors, windows, roof, roof pillars, roof ribs, sun visors, instrument panel, steering control, seats, head restraints, safety belts, levers, knobs, covers, compartments and lights;

‘door’ means any structure or material which has to be opened, displaced, folded, unzipped, slid away or manipulated in any other way in order for a person to enter or leave the vehicle;

‘door centre’ means the dimensional location in a vertical plane parallel to the longitudinal median plane of the vehicle which coincides with the centre of gravity of the door;

‘vehicle type with regard to maximum continuous rated or net power and/or vehicle speed limitation by design’ means vehicles which do not differ in such essential respects as the maximum continuous power output of the electric motor(s) and/or engine, the vehicle maximum design speed and the design characteristics of devices and methodology employed to effectively limit the vehicle’s achievable maximum speed and/or power output;

‘vehicle type with regard to structural integrity’ means vehicles which do not differ in such essential respects as the design characteristics of the mechanical connections, such as welds and threaded connections, as well as the frame, chassis and/or body of the vehicle and the manner in which it is secured.

1.1.

Electrical audible warning devices shall emit a continuous, uniform sound and their sound spectrum shall not vary perceptibly during operation. In the case of warning devices supplied with an alternating current, this requirement applies solely at constant generator speed, that speed lying within the range specified in point 2.3.2.

1.2.

Electrical audible warning devices shall have sound characteristics (spectral distribution of the sound energy, sound pressure level) and mechanical characteristics such that, in the order stated, they pass the tests specified in points 2 to 3.4.

1.3.

Electrical audible warning devices may incorporate a feature enabling the device to operate at a significantly lower sound pressure level volume.

1.4.

Mechanical audible warning devices shall be equipped with a thumb-operated lever, either of the puller bell type geared to rapidly rotate two loosely-slung metal discs inside the bell housing, or of the single stroke bell type.

2.1.

Audible warning devices shall preferably be tested in an anechoic environment. They may alternatively be tested in a semi-anechoic chamber or in a cleared outside space. In this case, precautions shall be taken to avoid reflections off the ground in the measuring area, e.g. by providing a number of absorbent screens. It shall be checked that the spherical distortion is no more than 1 dB(A) within a hemisphere of a radius of at least 5 m up to the maximum frequency to be measured, this mainly being in the direction of measurement and at the height of the device and microphone. The ambient noise shall be at least 10 dB(A) lower than the sound pressure levels to be measured.

The device submitted for testing and the microphone shall be at the same height, which shall be between 1,15 and 1,25 m. The line of maximum sensitivity of the microphone shall coincide with the direction in which the sound level of the warning device is at its highest level.

The microphone shall be positioned such that its diaphragm is at a distance of 2 ± 0,01 m from the exit plane of the sound emitted by the device. In the case of devices with several exits, this distance shall be determined in relation to the exit plane closest to the microphone.

2.2.

The measurements of the sound pressure level shall involve the use of a class-1 precision sound-level meter meeting the requirements of IEC publication No 651, first edition (1979).

All measurements shall be carried out using the ‘rapid’ time constant. The (A) weighting curve shall be used to measure the overall sound pressure levels.

The Fourier transform of the sound signal shall be used in measuring the emitted-sound spectrum. Alternatively, third-octave filters meeting the requirements set out in IEC publication No 225, first edition (1966), may be used, in which case the sound pressure level within the 2 500 Hz centre-octave frequency band shall be determined by adding the quadratic means of the sound pressures in the third-octave bands of centre frequencies of 2 000, 2 500 and 3 150 Hz.

In all cases, only the Fourier transform method may be regarded as a reference method.

2.3.

The electrical audible warning device shall be supplied with one of the following voltages, as appropriate:

2.4.

The mechanical audible warning device shall be tested as follows:

2.5.

The audible warning device shall be rigidly mounted, using the part or parts intended for that purpose by its manufacturer, on a support of a mass at least 10 times greater than that of the warning device to be tested and at least 30 kg. The support shall be arranged in such a way that the reflections off its walls and the vibrations have no significant effect on the results of the measurements.

2.6.

Under the conditions set out above, the A-weighted sound level shall not exceed 115 dB(A) in case of electric audible warning devices and 95 dB(A) in case of mechanical audible warning devices.

2.7.

The sound pressure level within the 1 800 to 3 550 Hz frequency band of electric audible warning devices shall be higher than that of any frequency component above 3 550 Hz, and in any case at least 90 dB(A). The sound pressure level of mechanical audible warning devices shall be at least 80 dB(A).

2.8.

The characteristics set out in points 2.6 to 2.7 shall also be displayed by any audible warning device that has been subjected to the endurance test provided for in points 3 to 3.4.

2.8.1.

Any variation in voltage shall be between 115 % and 95 % of the rated value in the case of electrical audible warning devices receiving direct current, or between 50 % and 100 % of the maximum alternator speed stated by the manufacturer of the alternator for continuous operation in the case of electrical audible warning devices receiving alternating current.

2.9.

The time lag between actuation and the moment when the sound reaches the minimum value as required in points 2.6 to 2.7 shall not exceed 0,2 seconds measured at an ambient temperature of 293 ± 5 K (20 ± 5 °C). This requirement applies, in particular, to pneumatic or electro-pneumatic warning devices.

2.10.

Under the power supply conditions laid down by their manufacturers, pneumatic or electro-pneumatic warning devices shall yield the same acoustic performance as those required for normal electric audible warning devices.

2.11.

The minimum value as required in points 2.6 to 2.7 shall be obtained for each component of a multi-tone device which may emit sound independently. The maximum overall sound level shall be achieved with all of the component parts operating at the same time.

3.1.

The ambient temperature shall lie between 288 K and 303 K (15 °C and 30 °C).

3.2.

The electrical audible warning device shall be supplied with the nominal voltage at the conductor resistance specified in points 2.3.1 to 2.3.4, while in compliance with point 2.8.1, and be operated 10 000 times at a rate of one second of being activated followed by four seconds of not being activated. During the test, the audible warning device shall be exposed to a forced wind or draught with a speed of 10 m/s ± 2 m/s.

3.2.1.

If a test is conducted within an insulated chamber, that chamber shall be of sufficient volume to ensure normal dissipation of the heat given off by the warning device during the endurance test.

3.3.

When half of the total number of operations required has been completed, the electrical audible warning device may be reset if the characteristics of the sound level have altered since before the test. When the total number of operations required has been completed, the audible warning device may again be reset and shall subsequently meet the requirements of the tests specified in point 2.8.

3.4.

Four units of a type of mechanical audible warning device shall be subjected to the durability test. Each device shall be in new condition and shall not be lubricated during the test. It shall be activated 30 000 times over the full travel of the operating lever at a rate of 100 ± 5 operations per minute. The four devices shall then be subjected to a salt spray test according to EN ISO 9227:2012. Three out of the four units shall meet the requirements of the tests specified in point 2.8.

1.1.

Vehicles of categories L1e-B, L2e and L6e shall be fitted with at least one electrical audible warning device which has been component type-approved pursuant to this Regulation or UNECE regulation No 28 (1).

1.2.

Vehicles of category L1e-B with a maximum design vehicle speed ≤ 25 km/h and a maximum continuous rated or net power ≤ 500 W may alternatively be fitted with a mechanical audible warning device which has been component type-approved pursuant to this Regulation, in which case the requirements of points 2.1.1 to 2.1.7 are not applicable.

1.3.

Vehicles of categories L3e, L4e and L5e shall meet all the relevant fitting requirements of UNECE regulation No 28.

1.3.1.

In the absence of specific instructions, the term ‘motor cycles’ in that regulation shall be construed as referring to vehicles of categories L3e, L4e and L5e.

1.4.

Vehicles of category L7e shall meet all the relevant fitting requirements of UNECE regulation No 28, as prescribed for vehicle category L5e.

1.5.

In the absence of specific requirements in UNECE regulation No 28 and as provided in point 1.3 of Part 1, audible warning or additional devices installed on vehicles which are propelled by means of one or more electric motors may incorporate a feature enabling the device to be intermittently activated in such a way that it operates at a significantly lower sound pressure level than required for audible warning devices, emitting a continuous, uniform sound with a sound spectrum that does not vary perceptibly during operation, with the aim to for instance alert pedestrians about the vehicle approaching.

2.1.

For vehicles of categories L1e-B, L2e and L6e:

2.2.

Vehicles of categories L3e, L4e and L5e shall meet all the relevant performance requirements of UNECE regulation No 28.

2.2.1.

In the absence of specific instructions, the term ‘motor cycles’ in that regulation shall be construed as referring to vehicles of categories L3e, L4e and L5e.

2.3.

Vehicles of category L7e shall meet all the relevant performance requirements of UNECE regulation No 28, as prescribed for vehicle category L5e.

1.1.

Vehicles of categories L1e, L2e, L3e, L4e and L5e shall meet all the relevant requirements of UNECE regulation No 78.

1.1.1.

Notwithstanding the requirements laid down in point 1.1, the provisions of points 1.1.1.1 to 1.1.1.3 apply for vehicles of category L1e with a mass in running order ≤ 35 kg which are equipped as follows:

1.1.2.

For the approval of a type of vehicle, the provisions set out in Annex VIII to Regulation (EU) No 168/2013 on the mandatory fitting of advanced brake systems shall apply.

1.2.

Vehicles of category L6e shall meet all the relevant requirements of UNECE regulation No 78, as prescribed for vehicle category L2e.

1.3.

Vehicles of category L7e shall meet all the relevant requirements of UNECE regulation No 78, as prescribed for vehicle category L5e.

they also comply with the protection degree IPXXB when separated without the use of tools;

they are located underneath the vehicle floor and are provided with a locking mechanism (e.g. screw locking, bayonet locking);

they are provided with a locking mechanism and other components shall first be removed with the use of tools in order to separate the connector; or

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

2.1.6.1.

In the case of a REESS having high voltage capability, the symbol shown in Figure 4-1 shall be placed on or near the REESS. The symbol background shall be yellow, the bordering and the arrow shall be black.

2.1.6.2.

The symbol shall in addition be placed on all enclosures and barriers, which when removed expose live parts of high voltage circuits. This provision is optional for connectors for high voltage buses and does not apply to any of the following cases:

2.1.6.3.

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

2.2.3.1.

A galvanic connection of the electrical chassis to the earth ground does not need to be provided in the following cases:

double or more layers of solid insulators, barriers or enclosures that meet the requirements of points 2.1 to 2.1.6.3 independently, for example wiring harness; or

mechanically robust protections that have sufficient durability over vehicle service life such as motor housings, electronic converter cases or connectors;

double or more layers of solid insulators, barriers or enclosures that meet the requirements of points 2.1 to 2.1.6.3 independently; or

on-board isolation resistance monitoring system together with a warning to the driver if the isolation resistance drops below the minimum required value. The isolation resistance between the high voltage bus of the coupling system for charging the REESS, which is not energised besides during charging the REESS, and the electrical chassis need not be monitored.

1.

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

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

1.1.

If the requirements of UNECE regulation No 26 as regards the external projections have been applied to the entire vehicle, as provided through the relevant provisions of Annex II(C)(7) to Regulation (EU) 168/2013, the requirements of this Annex are deemed met.

1.2.

If the requirements of UNECE regulation No 26 as regards the external projections have not been applied, or have been applied only partly to the vehicle as permitted through the relevant provisions of Annex II(C)(7) to Regulation (EU) 168/2013, the following requirements shall be met:

1.3.

If the material hardness is measured upon request of the technical service, the measurement shall be taken with the material as installed on the vehicle. Where it is impossible to carry out such a measurement correctly, the technical service may accept alternative assessment methods.

1.1.

Vehicles shall be fitted only with safety glazing.

1.1.1.

All safety glazing fitted to the vehicle shall be type-approved in accordance with UNECE regulation No 43.

1.1.2.

Safety glazing shall be fitted in such a way that, despite the stresses to which the vehicle is subject under normal operating conditions, it remains in position and continues to afford visibility and safety to the occupants or riders of the vehicle.

1.1.3.

Plastic windscreens which are fitted to vehicles without bodywork and which are not supported at the top are not deemed to be safety glazing and are exempted from the requirements laid down in this Annex.

1.1.3.1.

By way of derogation to Article 2(5) and for the purpose of this Annex, a vehicle is deemed to have bodywork if there are structural elements such as A-pillars or a rigid frame around the windscreen, in combination with other possible elements such as side doors, side windows and/or a roof creating an enclosed or partly enclosed compartment and the technical service shall provide clear justification for the judgment criteria in the test report.

2.1.

Vehicles of category L shall meet all the relevant requirements set out in Annex 21 to UNECE regulation No 43, as prescribed for vehicle category M1.

2.1.1.

Points 4.2.1.2 and 4.2.2.2 of Annex 21 to UNECE regulation No 43 shall not apply. Instead, flexible-plastic glazing bearing the approval mark ‘IX’ may be fitted as safety glazing other than windscreens.

2.1.2.

Rigid plastic safety glazing, provided that it is type-approved and bears the approval mark ‘VIII /A/L’ or ‘X /A/L’, may be fitted as a windscreen on vehicles of categories L1e, L2e, L3e, L4e and L5e.

2.1.3.

Vehicles of categories L5e-B, L6e-B and L7e-C shall be fitted with a windscreen forming a part of the enclosed driving and passenger compartment.

1.1.2.1.

The windscreen wiper field shall meet the requirements when the system is operating at a sweep frequency corresponding to point 1.1.3. The windscreen wiper field shall be assessed under the conditions set out in points 2.1.10 to 2.1.10.3.

1.1.4.1.

The performance of the windscreen wiper system on a dry windscreen shall be tested under the conditions set out in point 2.1.11.

1.1.5.1.

The capability of withstanding stalling shall be tested under the conditions set out in point 2.1.7.

All batteries shall be fully charged at the start of the test.

The engine, if fitted, shall run at a speed not exceeding 30 % of the speed corresponding to its maximum power output. However, if this is proven not to be practicable due to specific engine control strategies, for instance in the case of electric hybrid vehicles, a realistic scenario shall be determined, taking into account the engine speeds and periodical or complete absence of a running engine during normal driving conditions. If the windscreen wiper system can meet the requirements without a running engine, the engine does not have to run at all.

The passing beam headlamps shall be switched on.

All fitted heating, ventilation, defrosting and demisting systems (regardless of their location in the vehicle) shall be operating at maximum electrical consumption.

2.1.9.1.

Where the outer face of the windscreen has been prepared in accordance with points 2.1.8 and 2.1.9, the windscreen washer system may be used during the relevant tests.

The outer face of the windscreen shall be treated in accordance with points 2.1.8 and 2.1.9.

In order to verify that the requirements of point 1.1.2 are met, the windscreen wiper system shall be activated, taking into account point 2.1.9.1, and a trace of the wiper field shall be made and compared with a trace of vision area A, as determined in accordance with Appendix 1.

The technical service may agree to an alternative test procedure (e.g. virtual testing) to verify that the requirements of point 1.1.2 are met.

2.2.1.1.

All nozzle outlets shall be plugged and the windscreen washer control shall be actuated six times in one minute, each time for at least three seconds.

2.2.1.1.1

If the windscreen washer system is powered by the muscular energy of the driver, the force applied shall be 11,0 to 13,5 daN if a hand-operated washer pump is used, or 40,0 to 44,5 daN if a foot-operated washer pump is used.

2.2.1.1.2.

Where electric washer pumps are used, the test voltage shall not be less than the rated voltage and not more than the rated voltage plus 2 Volt.

2.2.1.2.

The performance of the windscreen washer system at the end of the test shall be in compliance with point 1.2.2..

2.2.2.1.

The performance of the windscreen washer system shall then be verified by actuating the system in accordance with points 2.2.1.1 to 2.2.1.2.

2.2.3.1.

The performance of the windscreen washer system shall then be verified by actuating the system in accordance with points 2.2.1.1 to 2.2.1.2.

2.2.5.1.

The windscreen washer system shall be filled with water and fully primed. With the vehicle stationary and no significant wind effect, the nozzle(s) may, if possible, be adjusted so as to point towards the target area on the outer face of the windscreen.

2.2.5.2.

The outer face of the windscreen shall be treated as prescribed in points 2.1.8 and 2.1.9.

2.2.5.3.

The windscreen washer system shall be actuated according to the manufacturer’s instructions, taking into account points 2.2.1.1.1 and 2.2.1.1.2. The total duration of the test shall not exceed 10 complete cycles of automatic operation of the windscreen wiper system operating at the maximum sweep frequency.

2.2.5.4.

In order to verify that the requirements of point 1.2.3 are met, a trace of the relevant cleaned area shall be made and compared with a trace of vision area A, as determined in accordance with Appendix 1. If it is clear to the observer that the requirements are met, the traces do not have to be prepared.

1.1.

All vehicles fitted with a windscreen made from safety glazing, except vehicles of categories L2e and L6e as well as any vehicles not fitted with side doors capable of covering the door aperture by at least 75 %, either as standard or optional equipment, shall be equipped with a system for removing frost and ice from the exterior glazed surface of the windscreen and removing mist from the interior glazed surface of the windscreen. The windscreen defrosting and demisting system shall be effective enough to ensure adequate visibility through the windscreen in cold weather.

1.1.1.

Vehicles with a maximum power not exceeding 15 kW shall meet all the relevant requirements of UNECE regulation No 122 (3), as prescribed for vehicle category M1.

1.1.2.

Vehicles with a maximum power exceeding 15 kW shall meet all the relevant requirements of Commission Regulation (EU) No 672/2010 (4), as prescribed for vehicle category M1.

1.2.

However, if the windscreen is fitted in such a way that no vehicle structure attached to the windscreen extends rearwards for more than 100 mm, with any detachable or retractable door or roof installed and in the closed position, the defrosting and demisting system is not required.

red: danger to persons or very serious damage to equipment is immediate or imminent,

yellow: outside normal operating limits, vehicle system malfunction, damage to vehicle likely, or other condition which may produce hazard in the longer term (caution),

green: safety, normal operating condition (except if blue or yellow is required).

Identifying signal (Figure 8-4),

Tell-tale colour: red

or

Simultaneous operation of the separate direction indicator tell-tales (Figure 8-3), provided that these normally operate independently (see Note below Figure 8-3).

The framed areas may be solid.

The dark part of this symbol may be replaced by its silhouette.

a base 50 mm square, this dimension being equal to nominal dimension ‘a’ in the original;

a base circle 56 mm in diameter having approximately the same area as the base square (1);

a second 50 mm-diameter circle is drawn within the base square (1);

a second square the tips of which lie on the base circle (2) and the sides of which are parallel to those of the base square (1);

and (6) two rectangles having the same area as the base square (1), their sides being at right angles to each other and each of them devised so as to divide the opposite sides of the base square into symmetrical points;

a third square the sides of which pass through the points of intersection of the base square (1) and the base circle (2) and are inclined at 45°, thus providing the greatest horizontal and vertical dimensions of the model base;

an irregular octagon formed by lines inclined at 30° to the sides of the square (7).

repeated automatically in sequence,

or

indicated by visible means and capable of being selected for viewing by the driver when seated in the driving position.

be installed on the vehicle symmetrically in relation to the longitudinal median plane,

be symmetrical to each other in relation to the longitudinal median plane (which includes being in stacked formation),

have identical colorimetric requirements, and

have identical photometric characteristics.

No red lamp shall be directly visible to an observer moving within Zone 1 in a transverse plane situated 25 m in front of the foremost part of the vehicle (see Figure 9-1).

No white lamp shall be directly visible to an observer moving within Zone 2 in a transverse plane situated 25 m behind the rearmost part of the vehicle (see Figure 9-2).

Zones 1 and 2 are limited in their respective planes as follows (see Figures 9-1 and 9-2):

daytime running lamps, or

passing-beam headlamps which are automatically switched on when the vehicle master control switch has been activated.

:

white

passing-beam headlamp,

front position lamp,

direction indicators,

rear position lamp,

stop lamp,

rear registration plate lamp,

rear retro-reflector (non-triangular), and

side retro-reflectors (non-triangular).

driving-beam headlamp,

daytime running lamp,

front fog lamp,

hazard warning signal,

rear fog lamp,

reversing lamp, and

side marker lamps.

driving-beam headlamp,

passing-beam headlamp,

front position lamp,

direction indicators,

rear position lamp,

stop lamp,

rear registration plate lamp,

rear retro-reflector (non-triangular), and

side retro-reflectors (non-triangular).

daytime running lamp,

front fog lamp,

hazard warning signal,

rear fog lamp,

reversing lamp, and

side marker lamps.

one or two, in the case of vehicles with an overall width not exceeding 1 300 mm,

two, in the case of vehicles with an overall width exceeding 1 300 mm.

no specific requirements.

In width:

In height:

In length:

Distance:

the visibility of the light-emitting surface, including in areas which do not appear to be illuminated in the direction of observation considered, shall be ensured within a divergent space defined by generating lines based on the perimeter of the light-emitting surface and forming an angle of not less than 5° with the reference axis of the driving-beam headlamp.

to the front; may move in line with the steering angle of any handlebars.

all driving-beam headlamps shall light up and extinguish simultaneously,

all driving-beam headlamps shall light up when the forward lighting mode is switched from passing-beam to driving-beam,

all driving-beam headlamps shall be extinguished simultaneously when the forward lighting mode is switched from driving-beam to passing-beam,

the passing-beam headlamps may remain lit at the same time as the driving-beam headlamps.

mandatory, if the driving beam headlamp is fitted (non-flashing blue tell-tale).

the combined value of the maximum intensity of all driving-beam headlamps which can be activated at the same time shall not exceed 430 000 cd, which corresponds to a reference value of 100.

one or two, in the case of vehicles with an overall width not exceeding 1 300 mm,

two, in the case of vehicles with an overall width exceeding 1 300 mm.

no specific requirements.

In width:

In height:

In length:

Distance:

α = 15° upwards and 10° downwards,

β = 45° to the left and to the right if there is only one passing-beam headlamp,

β = 45° outwards and 10° inwards if there are two passing-beam headlamps.

to the front; may move in line with the steering angle of any handlebars.

all passing-beam headlamps shall light up and extinguish simultaneously,

all passing-beam headlamps shall light up when the forward lighting mode is switched from driving-beam to passing-beam,

all passing-beam headlamps shall be extinguished simultaneously when the forward lighting mode is switched from passing-beam to driving-beam; however, the passing-beam headlamps may remain lit at the same time as the driving-beam headlamps.

optional (non-flashing green tell-tale).

passing-beam headlamps of which the lowest point of the light-emitting surface is 0,8 m or less above the ground shall be adjusted to an initial aiming inclination of between – 1,0 % and – 1,5 %. The precise value may be declared by the manufacturer,

passing-beam headlamps of which the lowest point of the light-emitting surface is between 0,8 m and 1,0 m above the ground shall be adjusted to an initial aiming of inclination between – 1,0 % and – 2,0 %. The precise value may be declared by the manufacturer,

passing-beam headlamps of which the lowest point of the light-emitting surface is 1,0 m or more above the ground shall be adjusted to an initial aiming inclination of between – 1,5 % and – 2,0 %. The precise value may be declared by the manufacturer,

for passing-beam headlamps with a light source with an objective luminous flux not exceeding 2 000 lumen and an initial inclination of between – 1,0 % and – 1,5 %, the vertical inclination shall remain between – 0,5 % and – 2,5 % under all loading conditions. The vertical inclination shall remain between – 1,0 % and – 3,0 % if the initial inclination is set between – 1,5 % and – 2,0 %. An external adjusting device may be used to satisfy the requirements, provided that no tools other than those provided with the vehicle are needed,

for passing-beam headlamps with a light source with an objective luminous flux exceeding 2 000 lumen and an initial inclination of between – 1,0 % and – 1,5 %, the vertical inclination shall remain between – 0,5 % and – 2,5 % under all loading conditions. The vertical inclination shall remain between – 1,0 % and – 3,0 % if the initial inclination is set between – 1,5 % and – 2,0 %. A headlamp levelling device may be used to satisfy the requirements of this point, provided that its operation is fully automatic and the response time is less than 30 seconds.

the inclination requirements in point 2.3.2.8 shall be verified as follows:

before any measurement is made, the vehicle shall be rocked three times and then moved backwards and forwards for at least a complete wheel revolution.

one or two, in the case of vehicles with an overall width not exceeding 1 300 mm,

two, in the case of vehicles with an overall width exceeding 1 300 mm.

no specific requirements.

In width:

In height:

In length:

α = 15° upwards and 15° downwards; however, the downward angle may be reduced to 5° if the front position lamp is located less than 750 mm above the ground;

β = 80° to the left and to the right if there is only one front position lamp;

β = 80° outwards and 45° inwards if there are two front position lamps.

to the front; may move in line with the steering angle of any handlebars.

shall light up in compliance with point 2.1.10.

mandatory (a non-flashing green tell-tale or the vehicle’s instrument cluster illumination may be used to indicate the activation of the lamps as described in point 2.1.10).

one or two, in the case of vehicles with an overall width not exceeding 1 300 mm,

two, in the case of vehicles with an overall width exceeding 1 300 mm.

no specific requirements.

In width:

In height:

In length:

Distance:

α = 10° upwards and 10° downwards,

β = 20° to the left and to the right if there is only one daytime running lamp,

β = 20° outwards and 20° inwards if there are two daytime running lamps.

to the front; may move in line with the steering angle of any handlebars.

all daytime running lamps shall light up when the master control switch is activated; however, they may remain off under the following conditions:

daytime running lamps may be manually deactivated; however, this shall be possible only at a vehicle speed not exceeding 10 km/h. The lamps shall be automatically reactivated when the vehicle speed exceeds 10 km/h or when the vehicle has travelled more than 100 m,

daytime running lamps shall in each case be deactivated automatically when:

optional.

one or two, in the case of vehicles with an overall width not exceeding 1 300 mm,

two, in the case of vehicles with an overall width exceeding 1 300 mm.

no specific requirements.

In width:

In height:

In length:

α = 5° upwards and 5° downwards,

β = 45° to the left and to the right if there is only one front fog lamp,

β = 45° outwards and 10° inwards if there are two front fog lamps.

to the front; may move in line with the steering angle of any handlebars.

all front fog lamps shall light up and extinguish simultaneously,

it shall be possible to switch the front fog lamp on and off independently of the driving-beam headlamp, the passing-beam headlamp or any combination of these headlamps.

mandatory (non-flashing green tell-tale).

four,

six, if two side direction indicator lamps are fitted additionally and in compliance with all relevant requirements of UNECE regulation No 48 as prescribed for vehicle category M1.

two front direction indicator lamps of categories 11, 1, 1a or 1b and two rear direction indicator lamps of categories 12, 2a or 2b (i.e. two indicators on each side),

two side direction indicator lamps of categories 5 or 6 (i.e. one additional side direction indicator on each side) may be fitted in addition to the mandatory direction indicator lamps, provided that their installation meets all relevant requirements of UNECE regulation No 48 as prescribed for vehicle category M1.

In width:

In height:

In length:

α = 15° upwards and 15° downwards; however, the downward angle may be reduced to 5° if the direction indicator lamps are located less than 750 mm above the ground;

β = 80° outwards and 45° inwards (see Figure 9-3).

to the front; may move in line with the steering angle of any handlebars, as well as to the rear.

direction indicator lamps shall switch on independently of the other lamps. All direction indicator lamps on one side of a vehicle shall be switched on and off by means of one control.

mandatory, this may be optical, auditory or both,

if it is optical, the tell-tale shall be green and of the flashing type, which in the event of defective operation of any single front or rear direction indicator lamp shall be extinguished, remain alight without flashing or show a marked change of frequency,

if it is entirely auditory, it shall be clearly audible and display equivalent operating conditions as the optical tell-tale.

the following characteristics shall be checked with no load on the electrical system other than that needed for the operation of the engine (if any), following the activation of the master control switch and the activation of lighting devices which are switched on as a result of it.

the light flashing frequency shall be 90 ± 30 times per minute,

the direction indicator lamps on the same side of the vehicle shall flash at the same frequency, in phase and may occur either synchronously or alternately,

the first flash of the lamps shall start within one second and end within one-and-a-half seconds of the control being actuated,

in the event of a malfunction, other than a short circuit, of a front or rear direction indicator lamp the other lamp(s) indicating the same direction shall remain lit or continue to flash; however, in such a case the flashing frequency does not have to correspond to the prescribed value in this point.

in accordance with the requirements of point 2.3.6.1.

in accordance with the requirements of point 2.3.6.2.

In width:

In height:

In length:

in accordance with the requirements of point 2.3.6.4.

in accordance with the requirements of point 2.3.6.5.

the hazard warning signal shall be activated by means of a separate control and shall be given by simultaneous operation of all direction indicator lamps. It shall be possible for the hazard warning signal to operate even when the master control switch has been deactivated and the vehicle’s on-board electronics system is switched off.

mandatory, if the hazard warning signal is provided (flashing red tell-tale),

if two separate green tell-tales have been provided for the left-hand side and right-hand side direction indicators, these tell-tales may flash simultaneously instead of the single red tell-tale.

the requirements of point 2.3.6.8 shall apply.

the light flashing frequency shall be 90 ± 30 times per minute,

all direction indicator lamps shall flash at the same frequency and in phase. Those on opposite sides of the vehicle shall flash synchronously while those on the same side of the vehicle may flash alternately,

the first flash shall start within one second and end within one-and-a-half seconds of the control being actuated,

the hazard warning signal may be automatically activated by vehicle systems such as the emergency braking signal or after a collision, and subsequently manually deactivated.

one or two, in the case of vehicles with an overall width not exceeding 1 300 mm,

two, in the case of vehicles with an overall width exceeding 1 300 mm.

no specific requirements.

In width:

In height:

In length:

α = 15° upwards and 15° downwards, however, the downward angle may be reduced to 5° if the rear position lamp is located less than 750 mm above the ground,

β = 80° to the left and to the right if there is only one rear position lamp,

β = 80° outwards and 45° inwards if there are two rear position lamps.

to the rear.

shall light up in compliance with point 2.1.10.

in accordance with the requirements of point 2.3.3.7.

one or two, in the case of vehicles with an overall width not exceeding 1 300 mm,

two, in the case of vehicles with an overall width exceeding 1 300 mm,

an additional stop lamp of category S3 or S4 (i.e. central high mounted stop lamp) may be fitted, provided that all relevant requirements of UNECE regulation No 48 applying to the installation of such stop lamps on vehicles of category M1 are met.

no specific requirements.

In width:

In height:

In length:

α = 15° upwards and 15° downwards; however, the downward angle may be reduced to 5° if the stop lamp is located less than 750 mm above the ground,

β = 45° to the left and to the right if there is only one stop lamp,

β = 45° outwards and 10° inwards if there are two stop lamps.

to the rear.

shall light up at any service brake application.

prohibited.

vehicles may be fitted with an emergency stop signal as defined in point 2.28 of UNECE regulation No 48, provided that all relevant requirements of that regulation applying to such signals are met and the signal is activated and deactivated during conditions and/or decelerations as prescribed for vehicles of category M1,

vehicles may be fitted with a rear-end collision alert signal (RECAS) as defined in point 2.33 of UNECE regulation No 48, provided that all relevant requirements of that regulation applying to RECAS are met.

one or two.

no specific requirements.

In width:

In height:

In length:

Distance:

α = 5° upwards and 5° downwards,

β = 25° to the left and to the right.

to the rear.

all rear fog lamps shall light up and extinguish simultaneously,

it shall be possible to activate the rear fog lamp only when the driving-beam headlamp, the passing-beam headlamp or the front fog lamp is activated,

it shall be possible to switch off the rear fog lamp independently of any other lamp,

the rear fog lamp shall be automatically deactivated when:

once the rear fog lamp has been switched off or deactivated, it shall not be automatically or independently reactivated unless the control for switching it on has been manually operated.

mandatory (non-flashing yellow tell-tale).

one or two.

no specific requirements.

In width:

In height:

In length:

α = 15° upwards and 5° downwards,

β = 45° to the left and to the right if there is only one reversing lamp,

β = 45° outwards and 30° inwards if there are two reversing lamps.

to the rear.

the reversing lamp shall emit light when the reversing device is engaged and the master control switch has been activated,

the reversing lamp shall not emit any light unless both conditions mentioned above satisfied.

optional.

in the absence of prescriptions for reversing lamp lighting devices which can be type-approved for vehicles of category L, the reversing lamp shall be type-approved according to UNECE regulation No 23.

one or more.

such that the rear registration lamp illuminates the intended space for the rear registration plate.

shall light up in compliance with point 2.1.10.

the requirements of point 2.3.3.7 shall apply.

one or two,

two in the case of vehicles with an overall width exceeding 1 000 mm,

additional rear retro-reflecting devices and materials are permitted provided that they do not impair the effectiveness of the mandatory lighting and light-signalling devices.

one or two rear retro-reflectors of Class IA or IB.

In width:

In height:

In length:

α = 10° upwards and 10° downwards; however, the downward angle may be reduced to 5° if the rear retro-reflector is located less than 750 mm above the ground,

β = 30° to the left and to the right if there is only one rear retro-reflector,

β = 30° outwards and 30° inwards if there are two rear retro-reflectors.

to the rear.

the light-emitting surface of a retro-reflector may have parts in common with any other red lamp installed at the rear of the vehicle.

one or two on each side.

a side retro-reflector of Class IA or IB shall be fitted within the first third and/or the last third of the vehicle’s overall length,

additional side retro-reflective devices and materials are permitted, provided that they do not impair the effectiveness of the mandatory lighting and light-signalling devices.

In width:

In height:

In length:

α = 10° upwards and 10° downwards; however, the downward angle may be reduced to 5° if the side retro-reflector is located less than 750 mm above the ground,

β = 45° to the front and to the rear.

to the side.

one or two on each side.

a side marker lamp of Class SM1 or SM2 may be fitted within the first third and/or the last third of the vehicle’s overall length.

In width:

In height:

In length:

α = 10° upwards and 10° downwards; however, the downward angle may be reduced to 5° if the side retro-reflector is located less than 750 mm above the ground;

β = 30° to the front and to the rear.

to the side.

shall light up together with the lighting devices referred to in point 2.1.10,

may be such that the side marker lamps flash at the same frequency, in phase and either synchronously or alternately with the direction indicator lamps installed on the same side of the vehicle.

in accordance with the requirements of point 2.3.3.7.

in the absence of prescriptions for side marker lamp lighting devices which can be type-approved for vehicles of category L, the lamps shall be type-approved according to UNECE regulation No 91.

two or three;

the side-car shall be equipped with one front position lamp;

the motorcycle shall be equipped with one front position lamp; however, it may be equipped with two front position lamps, provided that these are fitted in accordance with the relevant provisions of UNECE regulation No 53 as prescribed for vehicle category L3e (solo motorcycle).

the position shall be as specified in UNECE regulation No 53 for vehicle category L3e, except as follows:

the front position lamps on the side-car and motorcycle may be considered as a pair.

two or three,

the side-car may be equipped with one daytime running lamp,

the motorcycle may be equipped with one daytime running lamp; however, it may be equipped with two daytime running lamps, provided that these are fitted in accordance with the relevant provisions of UNECE regulation No 53 as prescribed for vehicle category L3e (solo motorcycle).

the position shall be as specified in UNECE regulation No 53 for vehicle category L3e, except as follows:

the daytime running lamps on the side-car and motorcycle may be considered as a pair.

the position shall be as specified in UNECE regulation No 53 for vehicle category L3e, except as follows:

the horizontal angles are clarified as follows: see Figure 9-4.

Figure 9-4

Direction indicator lamp arrangement

two or three,

the side-car shall be equipped with one rear position lamp,

the motorcycle shall be equipped with one rear position lamp; however, it may be equipped with two rear position lamps provided that these are fitted in accordance with the relevant provisions of UNECE regulation No 53 as prescribed for vehicle category L3e (solo motorcycle).

the position shall be as specified in UNECE regulation No 53 as prescribed for vehicle category L3e, except as follows:

the rear position lamps on the side-car and motorcycle may be considered as a pair.

two or three;

the side-car shall be equipped with one stop lamp;

the motorcycle shall be equipped with one stop lamp; however, it may be equipped with two stop lamps provided that these are fitted in accordance with the relevant provisions of UNECE regulation No 53 as prescribed for vehicle category L3e (solo motorcycle).

the position shall be as specified in UNECE regulation No 53 for vehicle category L3e, except as follows:

the stop lamps on the side-car and motorcycle may be considered as a pair.

two or three;

the side-car shall be equipped with one rear retro-reflector;

the motorcycle shall be equipped with one rear retro-reflector, or two, provided that these are fitted in accordance with the relevant provisions of UNECE regulation No 53 as prescribed for vehicle category L3e (solo motorcycle);

additional rear retro-reflecting devices and materials are permitted provided that they do not impair the effectiveness of the mandatory lighting and light-signalling devices.

the position shall be as specified in UNECE regulation No 53 for vehicle category L3e, except as follows:

the rear retro-reflectors on the side-car and motorcycle may be considered as a pair.

1.

Vehicles of categories L1e-B, L3e and L4e shall meet all the relevant requirements of UNECE regulation No 81.

1.1.

Vehicles of categories L1e-B, L3e and L4e may be fitted with Class II or III devices for indirect vision which are type-approved according to UNECE regulation No 46.

2.

Vehicles of categories L2e, L5e, L6e and L7e shall meet all the relevant requirements of UNECE regulations Nos 81 or 46.

2.1.

Vehicles of categories L2e, L5e, L6e and L7e meeting the relevant requirements of UNECE regulation No 81 may be fitted with Class II or III devices for indirect vision which are type-approved according to UNECE regulation No 46.

2.2.

Vehicles of categories L2e, L5e, L6e and L7e may optionally be fitted with an additional Class I device.

2.2.3.1.

To comply with the requirements of point 2.2.3, the modification shall lock any vehicle wheel and axle suspension system so as to ensure that it does not absorb any of the test energy.

2.2.4.1.

All components that the vehicle operator can remove shall be removed for the tests. If it is possible to keep doors and windows open or to remove them completely when the vehicle is in use, they shall be kept open or removed during the tests, so as not to increase the strength of the roll-over protection structure.

3.1.2.1.

The beam shall be sufficiently stiff, have a bottom vertical face width of 150 ± 10 mm and be long enough to cover the entire protective structure, even when the latter is flexing under load.

3.1.2.2.

Provision shall be made so that the load can be uniformly distributed normal to the direction of loading.

3.1.2.3.

The edges of the beam in contact with the protection structure may have a radius of curvature of up to 25 mm.

3.1.2.4.

Universal joints or the equivalent shall be incorporated to ensure that the loading device does not constrain the structure in rotation or translation in any direction other than the direction of loading.

3.1.2.5.

Where the horizontal length of the protection structure to which the load is to be applied does not constitute a straight line normal to the direction of application of the load, the space shall be packed or otherwise filled so as to distribute the load horizontally over this length.

1.1.

Vehicles of categories L2e, L5e, L6e and L7e with a mass in running order > 270 kg shall be fitted with safety belt anchorages and safety belts on seats (i.e. not required in case of saddles), complying with the requirements of this Annex.

1.2.

Vehicles of categories L2e, L5e, L6e and L7e with a mass in running order ≤ 270 kg may be fitted with safety belt anchorages and/or safety belts, provided that these comply with the requirements of this Annex.

1.3.

The number of safety belt anchorages provided shall be sufficient to facilitate the correct installation of the mandatory, voluntary or optionally installed safety belt on any given seat.

1.4.

Safety belt anchorages shall conform to the 7/16-20 UNF 2B thread size and tolerance specifications.

1.4.1.

However, if the vehicle manufacturer has fitted safety belts as standard equipment to specific seating positions, the safety belt anchorages for those seating positions may have characteristics different from those specified in point 1.4.

1.4.2.

Anchorage points complying with the specific provisions for the installation of special-type (e.g. harness-type) safety belts may have characteristics different from those specified in point 1.4.

1.5.

It shall be possible to remove a safety belt without any remaining damage to the safety belt anchorage point.

1.6.

The R-point of a seating position shall be determined as follows:

point J1 is determined in relation to the R-point by means of the following three segments:

point J2 is determined by symmetry with point J1 about the longitudinal plane vertically crossing the torso reference line of the relevant seat.

The upper effective safety belt anchorage point shall lie below the plane FN that is perpendicular to the longitudinal median plane of the seating position and forms an angle of 65° with the torso reference line. For rear seats, this angle may be reduced to 60°. The plane FN may therefore not be perfectly horizontal and shall intersect the torso reference line at a point D so that:

.

However, if S does not exceed 200 mm:

DR = 675 mm.

The upper effective safety belt anchorage point shall also lie behind plane FK perpendicular to the longitudinal median plane of the seat and intersect the torso reference line at an angle of 120° at a point B so that:

.

If S is not less than 280 mm, the vehicle manufacturer may opt to use:

The value S shall not be less than 140 mm.

The upper effective safety belt anchorage point shall also be located behind a vertical plane that is perpendicular to the longitudinal median plane of the vehicle and passes through the R-point.

The upper effective safety belt anchorage point shall also be located above the horizontal plane passing through the point C.

Point C is located 450 mm vertically above the R-point.

However, if distance S is 280 mm or more and if the vehicle manufacturer did not opt to use the alternative formula for BR in point 1.5.3.2, the vertical distance of 500 mm between point C and the R-point shall apply.

More than one actual upper safety belt anchorage point may be fitted, provided that all resulting effective safety belt anchorage points meet the requirements of points 1.5.3 to 1.5.3.5.

If the height of the upper safety belt anchorage point is manually adjustable without the use of any tools, all selectable upper safety belt anchorage point positions and the resulting effective safety belt anchorage points shall comply with the requirements of points 1.5.3 to 1.5.3.5. In this case, the permitted area as defined above may be enlarged by shifting it 80 mm upwards and downwards in the vertical direction; however, the permitted area remains bounded by the horizontal plane passing through point C (See Figure 11-P2-1).

both upper safety belt effective anchorage points shall be located above the horizontal plane passing through the point C;

both upper safety belt effective anchorage points shall be located behind the transverse plane passing through the torso reference line;

where there is a single actual safety belt anchorage point (i.e. both ends of the safety belt are to be attached to a single anchorage point), this shall be located within the area common to two dihedrals bounded by vertical lines passing through the points J1 and J2, and for each point forming an angle of 30° horizontally between two vertical planes which are in turn related to the two vertical longitudinal planes intersecting both J1 and J2 and forming an outward angle of 10° and an inward angle of 20° with those longitudinal planes. (See Figure 11-2);

where there are two separate actual safety belt anchorage points, these shall be located within each of the respective areas formed by dihedrals bounded by vertical lines passing through the points J1 and J2, and for each point forming an angle of 30° horizontally between two vertical planes which are in turn related to the two vertical longitudinal planes intersecting both J1 and J2 and forming an outward angle of 10° and an inward angle of 20° with those longitudinal planes. (See Figure 11-P2-2). In addition, the two anchorage points shall be so located that they are no more than 50 mm apart in any direction when one of the points is mirrored in relation to the vertical longitudinal plane passing through the R-point of the seating position in question.

Figure 11- P2-1

Figure 11- P2-2

The tests may be carried out on either a vehicle structure or a fully finished vehicle.

The windows and doors may be installed and placed in the open or closed position.

Any normally fitted component which is likely to contribute to the overall structural integrity of the vehicle may be installed.

3.1.2.1.

The position of the seats shall be accurately recorded in the report. If its angle is adjustable, the backrest shall be locked in position in accordance with the manufacturer’s instructions or, in their absence, in a position corresponding to a torso angle as close as possible to 25°.

Outboard front seating positions:

Rear outboard seating positions and/or centre seating positions:

Outboard front seating positions:

In the case of two-point or lap safety belts:

Rear outboard seating positions and/or centre seating positions:

In the case of two-point or lap safety belts:

3.4.1.1.

A reverser, pulley or guide for the cable or strap with the characteristics needed to transfer the forces from the traction device is attached to the upper anchorages. A normal safety belt system may be used instead.

3.4.1.2.

A test loading of 675 daN ± 20 daN shall be applied to a shoulder belt traction device attached to the belt anchorages by means of a cable or strap reproducing the geometry of the upper diagonal strap of the corresponding safety belt.

3.4.1.3.

At the same time, a tractive force of 675 daN ± 20 daN shall be applied to a lap belt traction device attached to the two lower anchorages.

3.4.2.1.

A test loading of 675 daN ± 20 daN shall be applied to a shoulder belt traction device attached to the upper anchorage and to the opposite lower belt anchorage of the same safety belt using, if fitted as standard equipment by the manufacturer, a retractor fixed at the upper actual safety belt anchorage.

3.4.2.2.

At the same time, a tractive force of 675 daN ± 20 daN shall be applied to a lap belt traction device attached to the two lower anchorages.

3.4.3.1.

A test loading of 1 110 daN ± 20 daN shall be applied to a lap belt traction device attached to the two lower anchorages.

3.4.4.1.

The three specific safety belt configuration tests in points 3.4.1, 3.4.2 and 3.4.3 shall be conducted while an additional force, as specified below, is exerted for each seat and/or each group of seats.

3.4.4.2.