Directive 97/24/EC of the European Parliament and of the Council (repealed)Show full title

CHAPTER 11

[F1 SAFETY-BELT ANCHORAGES AND SAFETY-BELTS OF THREE-WHEEL MOPEDS, TRICYCLES AND QUADRICYCLES]

[X1 LIST OF ANNEXES

ANNEX I	Definitions …
ANNEX II	Effective anchorage attachment areas …
ANNEX III	Procedure to be followed in order to determine the position of the H point and the true backrest rake angle and to check their relationship with the position of the R point and the intended backrest rake angle …
Appendix	Components of the three-dimensional dummy …
ANNEX IV	Traction device …
ANNEX V
Appendix 1	Information document in respect of safety-belt anchorages intended for a type of bodied three-wheel moped, tricycle or quadricyle …
Appendix 2	Component type-approval certificate in respect of safety-belt anchorages for a type of bodied three-wheel moped, tricycle or quadricycle …
ANNEX VI	Requirements for safety-belts …
Appendix 1	Information document in respect of a type of safety-belt intended for bodied three-wheel mopeds, tricycles or quadricycles …
Appendix 2	Component type-approval certificate in respect of a type of safety-belt intended for bodied three-wheel mopeds, tricycles or quadricycles …
Appendix 3	Information document in respect of the fitting of safety-belts to a type of bodied three-wheel moped, tricycle or quadricycle …
Appendix 4	Component type-approval certificate in respect of the fitting of safety-belts to a type of bodied three-wheel moped, tricycle or quadricycle …]

ANNEX I

1. DEFINITIONS U.K.

For the purposes of this Chapter:

1.1. ‘type of vehicle in respect of its safety-belt anchorages’ means motor vehicles which do not differ in such essential respects as the following: dimensions, shapes and materials of the structural components of the vehicle or seat to which the anchorages are attached; U.K.

1.2. ‘safety-belt anchorages’ means the parts of the structures of the vehicle or seat or all other parts of the vehicle to which the belts must be fastened; U.K.

1.3. ‘strap guide’ means a device which alters the lie of the strap in relation to the wearer of the belt assembly; U.K.

1.4. ‘effective anchorage’ means the point used to determine, in a conventional manner in accordance with section 4, the angle of each part of the safety-belt in relation to its wearer i.e. the point where a strap should be attached in order to adopt a position identical to an intended position of the belt when this is used and which may or may not correspond to the true anchorage according to the configuration of the accessories for the attachment of the belt at the point where this is attached to the anchorage; U.K.

1.4.1. for example: U.K.

1.4.1.1. where a safety-belt includes a rigid part that is attached to a lower anchorage whether this is static or free to pivot, the effective anchorage for all of the seat-adjustment positions is the point where the strap is attached to that rigid part; U.K.

1.4.1.2. where there is a reverser attached to the structure of the vehicle or seat, the median point of the reverser at the point where the strap emerges form this on the wearer side of the belt is considered to be the effective anchorage; the strap must be in a straight line between the effective belt anchorage and the wearer; U.K.

1.4.1.3. where the belt directly links its wearer with an inertia reel attached to the structure of the vehicle or seat without an intermediate direction reverser, the effective anchorage is taken to be the point of intersection of the axis of the belt inertia-reel with the plane passing through the median axis of the strap on the reel. U.K.

1.5. ‘floor’ means the lower part of the bodywork of the vehicle linking the side walls of that vehicle. Taken within this meaning the floor includes the ribs, raised pressings and any other stiffeners even where these are beneath the floor, such as spars and struts. U.K.

[F1 1.6. ‘ seat ’ means a structure, whether or not forming an integral part of the vehicle structure and including its trim, which offers a seated position for an adult, the term designating both an individual seat and part of a bench corresponding to a seating position. A saddle is not considered to be a seat for item 2.1. U.K.

1.6a. ‘ saddle ’ means a seating position where the rider or passenger sits astride.] U.K.

1.7. ‘group of seats’ means either a bench-type seat or separate seats mounted side by side (i.e. in such a way that the front anchorages of a seat are in line with or ahead of the rear anchorages of another seat and in line with or behind the front anchorages of that same other seat) providing one or several seating positions for adults. U.K.

1.8. ‘bench’ means a complete structure together with its cover which provides at least two seating positions for adult occupants. U.K.

1.9. ‘tip-up seat’ means an auxiliary seat intended for occasional use that is normally folded away; U.K.

1.10. ‘type of seat’ means a category of seats which do not differ essentially among themselves in such respects as: U.K.

1.10.1. the shape and dimensions of the seat structure and materials of which it is made; U.K.

1.10.2. type and dimensions of adjustment systems and all the locking systems; U.K.

1.10.3. type and dimensions of belt anchorages on the seat, of the seat anchorage and of the relevant parts of the vehicle structure. U.K.

1.11. ‘seat anchorage’ means the system of attaching the seat in its entirety to the vehicle structure, including the relevant parts of the vehicle structure. U.K.

1.12. ‘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. That adjustment device may in particular permit: U.K.

1.12.1. longitudinal adjustment; U.K.

1.12.2. vertical adjustment; U.K.

1.12.3. an angular adjustment; U.K.

1.13. ‘protected space’ means a space within which the screening areas within the protective space have a cumulative area of at least 800 cm². U.K.

1.14. ‘protection space’ means the space in front of a seat and lying: U.K.

• between two horizontal planes, one of which passes through the H point as defined in 1.17 and the other which is 400 mm above that point;

• between vertical longitudinal planes that are symmetrical in relation to the H point and lie 400 mm apart;

• behind a vertical transverse plane that is 1,30 m from the H point.

In any given transverse vertical plane a continuous surface such that, if a 165 mm diameter sphere is projected in a horizontal longitudinal direction passing through any given point within the zone and through the centre of the sphere there is within the protection space no aperture through which the sphere can be passed, is called a ‘screening area’.

1.15. ‘movement system’ means a device enabling a seat or one of its parts to move or rotate without any fixed intermediate position in order to ease access to the space behind the seat concerned. U.K.

1.16. ‘locking system’ means a device holding the seat and its parts in any position of use and comprising mechanisms for locking the seat backrest in relation to the seat and the seat in relation to the vehicle. U.K.

1.17. ‘H-point’ means a reference point as defined in section 1.1 of Annex III determined in accordance with the procedure described in that Annex. U.K.

1.18. ‘H₁-point’ means the reference point corresponding to the H point defined in 1.17 and determined for all normal positions of use of the seat. U.K.

1.19. ‘R-point’ means the reference point of a seat as defined in section 1.2 of Annex III. U.K.

1.20. ‘reference line’ means the straight line defined in section 3.4 of Annex III. U.K.

1.21. ‘L₁ and L₂-points’ means the lower effective anchorages. U.K.

1.22. ‘C-point’ means the point located 450 mm vertically above the R point. However, if distance S defined in 1.24 is not less than 280 mm and if the other conceivable formula, BR = 260 mm + 0,8 S specified in section 4.3.3 is retained by the manufacturer the vertical distance between C and R must be 500 mm. U.K.

1.23. ‘α₁ and α₂’ angles mean respectively the angles formed by a horizontal plane and the planes perpendicular to the median longitudinal plane of the vehicle and passing through point H₁ and points L₁ and L₂. U.K.

1.24. ‘S’ means the distance, in millimetres, between the effective upper anchorage and a reference plane P that is parallel to the median longitudinal plane of the vehicle, defined as follows: U.K.

1.24.1. if the seating position is well defined by the shape of the seat, plane P is the median plane of that seat; U.K.

1.24.2. if the seating position is not well defined: U.K.

1.24.2.1. plane P relative to the driver is that which is parallel to the median longitudinal plane of the vehicle when it passes vertically through the centre of the steering wheel or handlebars in its mid-position if it is adjustable and taken as being within the plane of the steering-wheel rim; U.K.

1.24.2.2. plane P for the passenger sitting at the side on the front is symmetrical to driver plane P; U.K.

1.24.2.3. plane P for the side rear seating-position is that stated by its manufacturer provided that the following distance limits A between the median longitudinal plane of the vehicle and plane P are adhered to: U.K.

• A is not less than 200 mm if the bench is designed solely for two passengers;

• A is not less than 300 mm if the bench is designed for more than two passengers.

[F1 2. GENERAL REQUIREMENTS U.K.

2.1. Whenever safety belt anchorages are fitted, these must comply with the prescriptions in this Chapter. U.K.

2.1.1. Safety belt anchorages must be fitted for all seats of three-wheeled mopeds, tricycles, light quadricycles and quadricycles. U.K.

2.1.1.1. Anchorage points suitable for three-point belts are required for all seats that meet both of the following conditions: U.K.

• when the seat has a back or when a support helps to determine the back rest angle of the dummy and may be considered as a seatback, and

• when there is a lateral or transversal structural element behind the H point at a height of more than 450 mm measured from the vertical plane of the H point.

2.1.1.2. For all other seats, anchorages suitable for lap belts are acceptable. U.K.

2.1.2. Safety belt anchorages are not mandatory for three-wheeled mopeds or quadricycles having an unladen mass of not more than 250 kg.] U.K.

3. MINIMUM NUMBER OF BELT ANCHORAGES U.K.

3.1. Two lower and one upper anchorage must be provided for the front seats. However, two lower anchorages are considered sufficient for the front centre seats, if fitted, where there are other front seats and the windscreen is located outside the reference zone defined in Annex II to Directive 74/60/EEC. The windscreen is considered as forming part of the reference zone for the anchorages should the windsceen enter into static contact with the device for testing in accordance with the method described in Annex II to Directive 74/60/EEC on the interior fittings of motor vehicles(1). U.K.

3.2. for the outboard seats two lower anchorages and one upper anchorage must be provided. U.K.

3.3. with the exception of the tip-up seat for which anchorages are not required, at least two lower anchorages must be provided for all other forward-facing seats. U.K.

3.4. If the vehicle is fitted with anchorages for tip-up seats, the anchorages must comply with this Chapter. U.K.

4. POSITIONING OF SAFETY-BELTS U.K.

(see Annex II, figure 1) U.K.

4.1. General U.K.

4.1.1. The anchorages for any one belt may all be attached to the structure of the vehicle, or of the seat or to any other part of the vehicle, or be divided among those various positions. U.K.

4.1.2. The same anchorage may receive the ends of two adjancent belts provided that the test requirements are met. U.K.

4.2. Position of lower effective anchorages U.K.

4.2.1. The α₁ and α₂ angles must lie between 30^o and 80^o in all of the normal positions of use of the seat. U.K.

4.2.2. Where rear-seat benches and adjustable seats are provided with the adjustment system defined in 1.12 and their backrest angle is less than 20^o (see Annex II, figure 1) the α₁ and α₂ angles may be less than the minimum values specified in 4.2.1 provided that they are not less than 20^o in any of the normal positions of use of the seat. U.K.

4.2.3. The distance between the two vertical planes parallel to the median longitudinal plane of the vehicle and passing through each of the two lower effective anchorages L₁ and L₂ of the same belt must not be less than 350 mm. The median longitudinal plane of the seat must pass points L₁ and L₂ at no less than 120 mm from those points. U.K.

4.3. Position of the upper effective anchorages U.K.

(see Annex II, figure 2) U.K.

4.3.1. If a strap guide or similar device affecting the position of the effective upper anchorages is used, that position is determined in a conventional manner by considering the position of the anchorage when the central longitudinal line of the strap passes through J₁ defined successively from the R point via the following three segments: U.K.

• RZ: segments of reference line measured form the R point upwards along the length 530 mm;

• ZX: segment perpendicular to the median longitudinal plane of the vehicle measured from the Z point in the direction of the anchorage and having a length of 120 mm;

• XJ₁: segment perpendicular to the plane defined by segments RZ and ZX measured form point X forwards over a length of 60 mm;

Point J₂ is determined by symmetry with point J₁ about the longitudinal plane vertically crossing the reference line (defined in 1.20) of the dummy placed in the relevant seat.

4.3.2. The upper effective anchorage must lie below the plane FN that is perpendicular to the median longitudinal plane of the seat and forms an angle of 65^o with the reference line. For the rear seats this angle may be reduced to 60^o. Plane FN must be located in such a way as to intersect the reference line at a point D such that DR = 315 mm + 1.8 S. U.K.

However if S does not exceed 200 mm, DR = 675 mm.

4.3.3. The upper effective anchorage of the belt must lie behind plane FK perpendicular to the median longitudinal plane of the seat and intersecting the reference line at an angle of 120^o at a point B such that BR = 260 mm + S. If S is not less than 280 mm the manufacturer may opt to use BR = 260 mm + 0,8 S. U.K.

4.3.4. The value S must not be less than 140 mm. U.K.

4.3.5. The upper effective anchorage must be located behind a vertical plane that is perpendicular to the median longitudinal plane of the vehicle and passes through the R point as shown in the diagram in Annex II. U.K.

4.3.6. The upper effective anchorage of the belt must be located above the horizontal plane passing through the C point defined in 1.22. U.K.

4.3.7. In addition to the upper anchorage referred to in 4.3.1 other upper effective anchorages may be fitted if one of the following conditions is met: U.K.

4.3.7.1. the additional anchorages meet the requirements of 4.3.1 to 4.3.6; U.K.

4.3.7.2. the upper anchorages may be used without the aid of tools, meet the requirements of 4.3.5 and 4.3.6 and lie within one of the specified areas by moving the area bounded in figure 1 in Annex II by 80 mm upwards or downwards in a vertical direction; U.K.

4.3.7.3. the anchorage(s) is (are) intended for a harness-type belt and meet(s) the requirements set out in 4.3.6 if they lie behind the transverse plane passing through the reference line and is (are): U.K.

4.3.7.3.1. where there is a single anchorage, located within the area common to two dihedrals bounded by vertical lines passing through the points J₁ and J₂ defined in 4.3.1, the horizontal sections of which are defined by figure 2 in Annex II; U.K.

4.3.7.3.2. if there are two anchorages, located within whichever of the two above dihedrals is suitable, provided that no anchorage is more than 50 mm from the symmetrical seat located opposite the other anchorage, about plane P (defined in 1.24) of the seat under consideration. U.K.

5. STRENGTH OF ANCHORAGES U.K.

5.1. Each anchorage must be able to withstand the tests provided for in 6.3 and 6.4. Permanent deformation, including partial rupture of an anchorage or the surrounding area does not constitute failure if the required force is sustained for the specified time. During the test the minimum distances for the lower effective anchorages required in 4.2.3 and the requirements set out in 4.3.6 and 4.3.7 for upper effective anchorages must be maintained. U.K.

5.2. In the vehicles in which these devices are used the movement and locking systems enabling the occupants of all the seats to exit from the vehicle must still be capable of being manually activated after the tractive force has ceased to be applied; U.K.

5.3. Dimensions of threaded holes for anchorages U.K.

The threaded holes for the anchorages must be of the 7/16-20 UNF 2 B type in accordance with ISO Standard TR 1417.

5.4. If the manufacturer has fitted the vehicle with safety-belts that have been attached at all of the anchorages required for a particular seat, it is not necessary that those anchorages meet the requirements of 5.3 provided that they meet the other requirements of this Chapter. Moreover, the requirement set out in 5.3 does not apply to additional anchorages meeting the requirement set out in 4.3.7.3. U.K.

5.5. It must be possible to remove the safety-belt from the anchorage without damage to the anchorage. U.K.

6. TESTS U.K.

6.1. General U.K.

6.1.1. Subject to the implementation of the provisions set out in 6.2 and in line with the manufacturer's request, U.K.

6.1.1.1. the tests may concern either a vehicle structure or a fully finished vehicle; U.K.

6.1.1.2. the windows and doors may be installed or not and closed or not; U.K.

6.1.1.3. any normally intended component which is likely to contribute to structural rigidity may be installed. U.K.

6.1.2. The seats must be installed and adjusted to their driving position or position of use selected by the testing body responsible for the component type-approval tests as being the least favourable from a system-strength point of view. U.K.

The position of the seats must be stated in the report. If its angle is adjustable the backrest must be locked in position in accordance with the manufacturer's instructions or, in their absence, in a position corresponding to an effective seat angle as close as possible to 15^o and in the case of a quadricycle to 25^o.

6.2. Vehicle restraint U.K.

6.2.1. The method used to restrain the vehicle during the test must not cause the anchorage or anchorage areas to be reinforced or reduce the normal deformation of the structure. U.K.

6.2.2. A restraint device is considered satisfactory if it has no effect on an area extending throughout the width of the structure and if the vehicle or structure is locked or attached at the front at a distance of at least 500 mm from the anchorage to be tested and held or attached at the rear at least 300 mm from said anchorage. U.K.

6.2.3. It is recommended that the structure be made to rest on supports directly below the wheel axes or if that is not possible directly below the suspension points. U.K.

6.3. General test requirements U.K.

6.3.1. All the anchorages within the same group of seats must be tested simultaneously. U.K.

6.3.2. The tractive force must be applied forwards at an angle of 10^o ± 5^o above the horizontal in a plane parallel to the median longitudinal plane of the vehicle. U.K.

6.3.3. The loading must begin as quickly as possible. The anchorages must withstand the specified load for at least 0,2 s. U.K.

6.3.4. The traction devices to be used for the tests described in 6.4 are shown in Annex IV. U.K.

6.3.5. The anchorages for seats fitted with upper anchorages must be tested under the following conditions: U.K.

6.3.5.1. Outboard front seats: U.K.

The anchorages are subjected to the test required in 6.4.1 in which the forces are applied to them by means of a device reproducing the geometry of a three-point belt incorporating an inertia reel and a reverser back up to the upper anchorage.

Moreover, when there are more anchorages than the number required by section 3, those anchorages must be subjected to the test required in 6.4.5, during which the forces are applied to them by means of a device reproducing the geometry of the type of safety-belt intended to be attached to those anchorages.

6.3.5.1.1. When the inertia reel is not attached to the lower side anchorage which must be provided for, or where the inertia reel is attached to the upper anchorage, the lower anchorages must also be subjected to the test required in 6.4.3. U.K.

6.3.5.1.2. In the above instance the tests required in 6.4.1 and 6.4.3 may be carried out on two different structures at the request of the manufacturer. U.K.

6.3.5.2. Rear outboard seats and/or central seats: U.K.

The anchorages must be subjected to the test required in 6.4.2 in which the forces are transferred to them by means of a device reproducing the geometry of a three-point non-inertia reel belt, and the test required in 6.4.3 in which the forces are transferred to the lower anchorages by means of a device representing a lap belt. The two tests may be carried out on two different structures at the request of the manufacturer.

6.3.5.3. By way of derogation from the requirements of 6.3.5.1 and 6.3.5.2, where a manufacturer delivers his vehicle fitted with belts including inertia reels the corresponding anchorages must be subjected to the test in which the forces are transferred to them by means of a device reproducing the geometry of the belt(s) for which the anchorages must be component type-approved. U.K.

6.3.6. Where there are no upper anchorages for the outboard side seats and central seats, the lower anchorages must be subjected to the test required in 6.4.3 in which the forces are transferred to them by means of a device reproducing the geometry of a lap belt. U.K.

6.3.7. If the vehicle is designed to receive other devices which do not enable the straps to be attached directly to the anchorages without the use of intermediate rollers, etc. or which require anchorages additional to those referred to in section 3, the belt or assembly of cables, rollers, etc. representing the belt equipment must be attached by means of such a device to the anchorages on the vehicle and those anchorages subjected to the test required in 6.4 as appropriate. U.K.

6.3.8. A test method other than those required in 6.3 may be used but its equivalence must be demonstrated. U.K.

6.4. Specific requirements for the tests to be carried out on vehicles having an unladen mass of not more than 400 kg(2) (or 550 kg if the vehicles are to be used for the transport of goods) U.K.

6.4.1. Test in three-point belt configuration incorporating an inertia reel with reverser attached to the upper anchorage. U.K.

6.4.1.1. A special reverser for the cable or strap having the characteristics needed in order to transfer the forces from the traction device, or the reverser supplied by the manufacturer, is attached to the upper anchorages. U.K.

6.4.1.2. A test loading of 675 daN ± 20 daN is applied to a traction device (see Annex IV, figure 2) attached to the belt anchorages by means of a device reproducing the geometry of the upper diagonal strap of that belt. U.K.

6.4.1.3. At the same time a tractive force of 675 daN ± 20 daN is applied to a traction device (see Annex IV, figure 1) attached to the two lower anchorages. U.K.

6.4.2. Test in three-belt configuration without inertia reel or with inertia reel on the upper anchorage. U.K.

6.4.2.1. A test loading of 675 daN ± 20 daN is applied to a traction device (see Annex IV, figure 2) attached to the upper anchorage and the opposite lower anchorage for the same belt, by using a retractor attached to the upper anchorage if such a device is supplied by the manufacturer. U.K.

6.4.2.2. At the same time a traction force of 675 daN ± 20 daN is applied to a traction device (see Annex IV, figure 1) attached to the lower anchorages. U.K.

6.4.3. Test in lap-belt configuration U.K.

6.4.3.1. A test loading of 1 110 daN ± 20 daN is applied to a traction device (see Annex IV, figure 1) attached to the two lower anchorages. U.K.

6.4.4. Anchorage test, with the anchorages either all attached to the seat structure or distributed among the vehicle structure and the seat structure. U.K.

6.4.4.1. Depending on the case the tests specified in 6.4.1, 6.4.2 and 6.4.3 must be carried out by adding, for each seat and each group of seats, the additional force stated below. U.K.

6.4.4.2. In addition to the force referred to in 6.4.1, 6.4.2 and 6.4.3, a longitudinal and horizontal force equal to ten times the weight of the complete seat is applied to the centre of gravity of the seat. U.K.

6.4.5. Test in special-type belt configuration. U.K.

6.4.5.1. A test loading of 675 daN ± 20 daN is applied to a traction device (see Annex IV, figure 2) attached to the anchorages for a safety-belt of this type by means of a device reproducing the geometry of the upper diagonal strap or straps. U.K.

6.4.5.2. At the same time a tractive force of 675 daN ± 20 daN is applied to the traction device (see Annex IV, figure 3) attached to the lower anchorages. U.K.

6.5. Specific requirements for the tests to be carried out on vehicles having an unladen mass of more than 400 kg (or 550 kg if the vehicles are assigned to the transport of goods) U.K.

The requirements set out in Annex I to Directive 76/115/EEC(3) concerning the specific test methods on safety-belt anchorages for motor vehicles of catergory M₁ apply.

7. CHECKING AFTER THE TESTS U.K.

Any deterioration in the anchorages and load supporting structures during the tests must be recorded after the tests.

ANNEX II

ANNEX III

PROCEDURE TO BE FOLLOWED IN ORDER TO DETERMINE THE POSITION OF THE H POINT AND THE TRUE BACKREST RAKE ANGLE AND TO CHECK THEIR RELATIONSHIP WITH THE POSITION OF THE R POINT AND THE INTENDED BACKREST RAKE ANGLE

1. DEFINITIONS U.K.

1.1. The H point which characterizes the position within the passenger compartment of a seated occupant is the trace, in a vertical longitudinal plane, of the theoretical axis of rotation between the legs and trunk of a human body, as represented by the dummy described in section 3 below. U.K.

1.2. The R point or the ‘seated position reference point’ is the reference point stated by the manufacturer which: U.K.

1.2.1. has coordinates determined in relation to the structure of the vehicle; U.K.

1.2.2. corresponds to the theoretical position of the trunk/leg rotation point (H point) for the lowest and most rearward normal driving position or position of use given by the vehicle manufacturer for each seating position specified by him. U.K.

1.3. ‘Backrest rake angle’ is the inclination of the seat back in relation to the vertical. U.K.

1.4. The ‘true backrest rake angle’ is the angle formed by the vertical line passing through the H point and the reference line for the trunk of the human body represented by the dummy described in section 3 below. U.K.

1.5. The ‘intended backrest rake angle’ is the angle specified by the manufacturer which: U.K.

1.5.1. determines the backrest rake angle for the lowest and most rearward normal driving position or position of use given by the vehicle manufacturer for each seating position specified by him; U.K.

1.5.2. is formed at the point R by the vertical line and the trunk reference line; U.K.

1.5.3. corresponds theoretically to the true rake angle. U.K.

2. DETERMINATION OF THE H POINTS AND TRUE BACKREST RAKE ANGLES U.K.

2.1. A H point and a true backrest rake angle must be determined for each seat provided by the manufacturer. Where the seats in the same row can be regarded as similar (bench seat, identical seats, etc.), only one H point and one true backrest rake angle is determined for each row of seats, the dummy described in section 3 below being seated in a place regarded as representative for the row. This place is: U.K.

2.1.1. in the case of the front row, the driver's seat; U.K.

2.1.2. in the case of the rear row (or rows), an outboard seat. U.K.

2.2. When a H point and a true backrest rake angle is being determined, the seat in question is placed in the rearmost normal position provided by the manufacturer for driving or travelling, the back, if adjustable, being locked in a position specified by the manufacturer or, in the absence of any specification, in a manner such that the real rake angle is between 25^o and 15^o. U.K.

3. DUMMY CHARACTERISTICS U.K.

3.1. A three-dimensional dummy is used, with a mass and contour of an average-size adult. Figures 1 and 2 in the Appendix to this Annex show a diagram of this dummy. U.K.

3.2. The dummy comprises: U.K.

3.2.1. two parts, one simulating the back and the other the pelvis of the body, jointed along an axis representing the axis of rotation between the thorax and thighs. The trace of that axis on the flank of the dummy is the H point of that dummy; U.K.

3.2.2. two components simulating the legs and jointed in relation to the part simulating the pelvis; U.K.

3.2.3. two components simulating the feet, linked to the legs by joints simulating the ankles; U.K.

3.2.4. moreover, the component simulating the pelvis is equipped with a level gauge enabling its transverse lean to be checked; U.K.

3.3. Ballast representing the weight of each body component is located at the appropriate points constituting the corresponding centres of gravity in order to obtain a total dummy mass of approximately 75,6 kg. The details of the different ballast weights are given in Figure 2 in the Appendix. U.K.

3.4. The reference line for the trunk of the dummy is taken into account via a straight line passing through the joint between the leg and the pelvis and the theoretical joint between the neck and thorax (see Figure 1 in the Appendix). U.K.

4. PLACING IN POSITION OF DUMMY U.K.

The three-dimensional dummy is placed in position as follows:

4.1. The vehicle is placed on a horizontal plane and the seats adjusted as described in 2.2; U.K.

4.2. the seat to be tested is covered with a piece of cloth intended to ease the correct placing in position of the dummy; U.K.

4.3. the dummy is sat in the position under examination, its swivel axis being at right angles to the median longitudinal plane of symmetry of the vehicle; U.K.

4.4. the feet of the dummy are located as follows: U.K.

4.4.1. when the dummy is placed on the front seats, it must be positioned such that the level guage enabling the transverse lean of the seat to be checked is brought into the horizontal; U.K.

4.4.2. when the dummy is on the rear seats, its feet must be arranged in such a way that, as far as possible, they are in contact with the front seats. If the feet then rest upon parts of the floor that are at different levels the foot that is the first to come into contact with the front seat serves as a reference and the other foot is arranged in such a way that the level gauge enabling the transverse lean of the seat to be checked is brought into the horizontal; U.K.

4.4.3. if the H-point is determined at a central seat the feet are placed either side of the tunnel; U.K.

4.5. the ballast masses are placed on the thighs, the level gauge for the transverse lean of the seat brought into the horizontal and the ballast masses placed on the component representing the seat of the dummy; U.K.

4.6. the dummy must be moved away form the seat backrest using the knee pivot rod and its back pivoted forwards. The dummy is repositioned on the seat by sliding its seating support backwards until resistance is met, then pivoting its back rearwards until it is supported by the seat backrest; U.K.

4.7. a horizontal force of approximately 10 ± 1 daN is then applied twice to the dummy. The direction and point of application of the force are represented by a black arrow in Figure 2 of the Appendix; U.K.

4.8. the ballast masses are then placed on the right and left flanks, followed by the bust masses. The transverse level of the dummy must be kept horizontal; U.K.

4.9. while the transverse level gauge of the dummy is maintained in a horizontal position the back is brought forwards until the bust masses are above the H point in such a way as to cancel out any rubbing against the seat backrest; U.K.

4.10. the back must then be carefully moved rearwards in such a way as to complete the placing in position. The transverse level gauge for the dummy must be horizontal otherwise the above procedure must be followed again. U.K.

5. RESULTS U.K.

5.1. Once the dummy has been placed in position in accordance with section 4, the H point and the true backrest rake angle under consideration are determined by the H point and the rake angle of the reference line of the trunk of the dummy. U.K.

5.2. The coordinates of the H point in relation to three planes that are at right angles respectively to the true backrest rake angle must be measured for comparison with the data provided by the manufacturer of the vehicle. U.K.

6. CHECKING OF THE POSITION RELATIVE TO THE R AND H POINTS AND OF THE RELATIONSHIP BETWEEN THE INTENDED ANGLE AND THE TRUE BACKREST RAKE ANGLE U.K.

6.1. The results of the measurements carried out in accordance with 5.2 in respect of the H point and the true backrest rake angle are compared with the coordinates for the R point and with the intended backrest rake angle stated by the manufacturer of the vehicle. U.K.

6.2. The check on the relative position of the R and H points and on the relationship between the intended angle and true backrest rake angle is considered satisfactory for the seating position under consideration if the H point as defined by its coordinates is located within a 50 mm square having a centre R and if the true backrest rake angle does not diverge by more than 5^o from the intended rake angle. U.K.

6.2.1. If these conditions are met the R point and the intended rake angle are used for the test and, if necessary, the dummy is adjusted so that the H point coincides with the R point and the true backrest rake angle coincides with the intended angle. U.K.

6.3. If the H point or the true rake angle do not meet the requirements set out in 6.2 the H point or the true rake angle are determined twice more (three times altogether). If the results obtained during two of these three operations meet the requirements the result of the test is considered satisfactory. U.K.

6.4. If the results of at least two of the three operations do not meet the requirements set out in 6.2 the result of the test is considered unsatisfactory. U.K.

6.5. If the situation described in 6.4 arises or if the check cannot be carried out because the manufaturer has not provided information on the position of the R point or the intended backrest rake angle the average of the results of the three determinations may be used and be considered as applying in all cases where the R point or intended backrest rake angle is referred to in this Chapter. U.K.

Appendix

ANNEX IV

TRACTION DEVICE

ANNEX V

Appendix 1

Appendix 2

ANNEX VI

REQUIREMENTS FOR SAFETY-BELTS

1. The requirements for vehicles of category M₁ set out in the Annexes to Directive 77/541/EEC(4) apply. U.K.

2. However, by way of derogation from the fitting requirements set out in section 3 of Annex I to that Directive, vehicles having an unladen mass not exceeding 400 kg (or 500 kg if the vehicles are to be used for transport of goods) may be fitted with belts or restraint systems incorporating belts that have the following configurations: U.K.

2.1. for the outboard seats, lap- and -diagonal belts whether or not equipped with inertia reels; U.K.

2.2. for the central seats, lap belts or lap-and-diagonal belts whether or not fitted with inertia reels. U.K.

Appendix 1

Appendix 2

Appendix 3

Appendix 4

Editorial Information

X1 Substituted by Corrigendum to Directive 97/24/EC of the European Parliament and of the Council of 17 June 1997 on certain components and characteristics of two- or three-wheel motor vehicles (Official Journal of the European Communities L 226 of 18 August 1997).

Textual Amendments

F1 Substituted by Commission Directive 2006/27/EC of 3 March 2006 amending for the purposes of adapting to technical progress Council Directives 93/14/EEC on the braking of two- or three-wheel motor vehicles and 93/34/EEC on statutory markings for two- or three-wheel motor vehicles, Directives of the European Parliament and of the Council 95/1/EC on the maximum design speed, maximum torque and maximum net engine power of two- or three-wheel motor vehicles and 97/24/EC on certain components and characteristics of two- or three-wheel motor vehicles (Text with EEA relevance).

(1)

OJ No L 38, 11. 2. 1974, p. 2.

(2)

The mass of the traction batteries for electric vehicles is not included in the unladen mass.

(3)

OJ No L 24, 30. 1. 1976, p. 6.

(4)

OJ No L 220, 29. 8. 1977, p. 95.