UN R94 — 04 series of amendments

After the impact, the high voltage buses must meet at least one of the four criteria in paragraphs 5.2.8.1.1. to 5.2.8.1.4.2. In the “Low electrical energy” criterion, the Total Energy (TE) on the high voltage buses must now be less than 0.2 joules, not 2.0 joules. The energy stored in the Y-capacitors (TEy1, TEy2) must also be less than 0.2 joules, not 2.0 joules. In the “Absence of high voltage” criterion, the voltage limits for Ub, U1 and U2 now apply within 60 s after the impact. A new resistance limit also applies between any two simultaneously reachable exposed conductive parts of electrical protection barriers/enclosures less than 2.5 m apart. If conductively connected, the AC and DC high voltage buses must meet one of three isolation resistance options, (a) to (c), in paragraph 5.2.8.1.4.2.

Paragraph 5.2.8.2. is now titled “Electrolyte leakage” instead of “Electrolyte spillage”, with separate rules for aqueous and non-aqueous electrolyte REESS. For aqueous electrolyte REESS, there must be no electrolyte leakage into the passenger compartment until 60 minutes after the impact, not 30 minutes. For aqueous electrolyte REESS, at most 7 per cent by volume of the electrolyte, up to 5.0 l, may leak outside the passenger compartment. For non-aqueous electrolyte REESS, no liquid electrolyte may leak into the passenger compartment, luggage compartment or outside the vehicle until 60 minutes after the impact. The REESS must now remain attached to the vehicle by at least one component anchorage, bracket, or any load-transferring structure. New paragraph 5.2.8.4. says that, from the impact until 60 minutes after it, there must be no evidence of fire or explosion from the REESS.

The term “electrical power train” is replaced with “electric power train” throughout the document, for example in paragraphs 2.16. and 3.2.6. Paragraph 2.14. now excludes a battery whose primary use is to supply power for starting the engine and/or lighting and/or other vehicle auxiliaries’ systems. Under paragraph 2.29., where galvanically connected electric circuits fulfil the specific voltage condition, only their high voltage components or parts are high voltage bus. In the “Live parts” definition, “in normal use” is now “under normal operating conditions”, which new paragraph 2.39. defines. New paragraphs 2.36. to 2.43. define aqueous and non-aqueous electrolyte, electrolyte leakage, normal operating conditions, specific voltage condition, State of Charge (SOC), fire and explosion. In the “Exposed conductive part” definition, “becomes electrically energized” is now “is not normally energized, but which can become electrically energized”.

Annex 3, paragraph 1.4.4.1. now gives “Procedures for SOC adjustment”. The adjustment of SOC must be conducted at an ambient temperature of 20 ± 10 °C. A REESS designed to be externally charged must be charged to the highest SOC by the manufacturer's normal-operation procedure, until charging normally terminates. A REESS designed to be charged only by an energy source on the vehicle must reach the highest SOC achievable with normal vehicle operation. For a REESS designed to be externally charged, SOC at the test must be no less than 95 per cent of the adjusted SOC. For a REESS designed to be charged only by an energy source on the vehicle, the minimum is 90 per cent.

Throughout Annex 11, the voltage symbols V, Vb, V1, V1’, V2 and V2’ are replaced with U, Ub, U1, U1’, U2 and U2’. In paragraphs 2. and 3., voltages are now measured between 10 and 60 seconds after the impact, instead of between 5 and 60 seconds. In formulas (b) and (c) of paragraph 3., the “– 3 600” term is deleted. The jointed test finger is now described in Figure 3, and the Annex 11 Appendix is deleted. Paragraph 4.1. now gives two test methods for measuring electric resistance: a resistance tester, or a DC power supply, voltmeter and ammeter. Paragraph 5.2. now gives two isolation resistance methods: DC voltage from external sources, or the vehicle's own REESS as DC voltage source.

An approval number is now assigned to each type approved in accordance with Schedule 4 of the Agreement (E/ECE/TRANS/505/Rev.3) (para. 4.2.). The approval mark examples in Annex 2 now show approval number 041424 and the 04 series of amendments. Every modification of the vehicle type with regard to this Regulation must be notified to the Type Approval Authority which approved that vehicle type. The Authority may then decide, in consultation with the manufacturer, to grant a new type approval, or apply the “Revision” and, if applicable, “Extension” procedures. Old paragraphs 7.1.2.1. to 7.1.2.2.2. on repeated, simplified and partial tests, paragraph 7.3. and paragraph 8.2. are deleted. Withdrawal and discontinued production notices now use a copy of the approval form with the signed and dated annotation “APPROVAL WITHDRAWN” or “PRODUCTION DISCONTINUED”.

Paragraph 11. is deleted, the former paragraph 12. is renumbered as 11., and new paragraphs 12. to 12.5. give the transitional provisions. As from 1 September 2023, Contracting Parties applying this Regulation are not obliged to accept preceding-series type-approvals of vehicles first issued after 1 September 2023. Contracting Parties applying this Regulation must continue to accept preceding-series type-approvals first issued before 1 September 2023, if those series' transitional provisions foresee this. Paragraph 12.4. now says that Contracting Parties applying this Regulation must not refuse to grant type-approvals according to any preceding series, or extensions thereof. Under paragraph 12.5., Contracting Parties who start to apply this Regulation after the most recent series enters into force need not accept preceding-series type-approvals. Old paragraphs 11.2. to 11.12., 11.14. and 11.15. are deleted.