ANNEX IVSupplementary provisions
ANNEX IV Requirements regarding electrical safety 1. Requirements for the approval of a type of vehicle with regard to electrical safety 1.1. Vehicles which are propelled by means of one or more electric motors, including pure and hybrid electric vehicles, shall fulfil the requirements of this Annex. 2. General requirements concerning the protection against electrical shock and electrical safety applying to high voltage buses under conditions where they are not connected to external high voltage power supplies. 2.1. The protection against direct contact with live parts shall comply with the requirements set out below. The protections provided (e.g. solid insulator, barrier, enclosure) shall not be able of being opened, disassembled or removed without the use of tools. The protection against access to live parts shall be tested in accordance with the provisions laid down in Appendix 3 — Protection against direct contacts of parts under voltage. 2.1.1. For protection of live parts inside the enclosed driving and passenger compartment as well as luggage compartment the protection degree IPXXD shall be met. 2.1.2. For protection of live parts in areas other than the enclosed driving and passenger compartment or luggage compartment, the protection degree IPXXB shall be met. 2.1.3. For protection of live parts of vehicles where no enclosed driving and passenger compartment is present, the protection degree IPXXD shall be met by the entire vehicle. 2.1.4. Connectors (including vehicle inlet) are deemed to meet the requirements if: — 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. 2.1.5. In case a service disconnect can be opened, disassembled or removed without the use of tools, the protection degree IPXXB shall be met under all these conditions. 2.1.6. Specific marking requirements 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. Figure 4-1 Marking of high voltage equipment 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: — Where barriers or enclosures cannot be physically accessed, opened, or removed unless other vehicle components are removed with the use of tools; or — Where barriers or enclosures are located underneath the vehicle floor. 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. The protection against indirect contact with live parts shall comply with the requirements set out below. 2.2.1. Concerning protection against electrical shock which could arise from indirect contact, the exposed conductive parts, such as the conductive barrier and enclosure, shall be securely galvanically connected to the electrical chassis for instance by connections with electrical wire, ground cable, welds or by connections using bolts so that no dangerous electric potential can exist. 2.2.2. The resistance between all exposed conductive parts and the electrical chassis shall be lower than 0,1 Ω when there is current flow of at least 0,2 A. This requirement is deemed as satisfied if the galvanic connection has been established by welding. 2.2.3. In the case of vehicles intended to be connected to a grounded external electric power supply through a conductive connection, a device enabling the galvanic connection of the electrical chassis to the earth ground shall be provided. The device shall enable connection to the earth ground before external voltage is supplied to the vehicle and shall retain this connection until after the exterior voltage is removed from the vehicle. Compliance with these requirements may be demonstrated by using the connector specified by the vehicle manufacturer or by other analysis. 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: — the vehicle can only use a dedicated charger that is protected when any single isolation fault arises; — the vehicle’s whole metallic body is protected when any single isolation fault arises; or — the vehicle cannot be charged without completely removing the traction battery pack from the vehicle. 2.3. Isolation resistance shall comply with the requirements set out below. 2.3.1. Concerning electric power trains consisting of separate DC or AC-buses: If AC buses and DC buses are galvanically isolated from each other, isolation resistance between all high voltage busses and the electrical chassis shall have a minimum value of 100 Ω/V of the working voltage for DC buses, and a minimum value of 500 Ω/V of the working voltage for AC buses. The measurements shall be conducted in accordance with the provisions laid down in Appendix 1 — Isolation resistance measurement method. 2.3.2. Concerning electric power train consisting of combined DC- and AC-buses: If AC high voltage buses and DC high voltage buses are galvanically connected isolation resistance between all high voltage busses and the electrical chassis shall have a minimum value of 500 Ω/V of the working voltage. However, if all AC high voltage buses are protected by one of the two following measures, isolation resistance between the high voltage bus and the electrical chassis shall have a minimum value of 100 Ω/V of the working voltage: — 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; The isolation resistance between the high voltage bus and the electrical chassis may be demonstrated by calculation, measurement or a combination of both. The measurement shall be conducted according to Appendix 1 — Isolation resistance measurement method. 2.3.3. Concerning Fuel cell vehicles: If the minimum isolation resistance requirement cannot be maintained over time, then protection shall be achieved by any of the following: — 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. The correct functioning of the on-board isolation resistance monitoring system shall be tested as described in Appendix 2 — Confirmation method for function of on-board isolation resistance monitoring system. 2.3.4. Isolation resistance requirements for the coupling system for charging the REESS. The vehicle inlet or the recharge cable when permanently connected to the vehicle, intended to be conductively connected to the grounded external AC power supply and the electrical circuit that is galvanically connected to the vehicle inlet/recharge cable during charging of the REESS, shall have an isolation resistance between the high voltage bus and the electrical chassis of at least 1,0 MΩ when the charger coupler is disconnected. During the measurement, the traction battery may be disconnected. 3. Requirements concerning the REESS 3.1. Protection in case of excessive current. The REESS shall not overheat in case of excessive current or, if the REESS is prone to overheating due to excessive current, it shall be equipped with one or more protective devices such as fuses, circuit breakers and/or main contactors. When applicable, the vehicle manufacturer shall supply relevant data and analysis proving that overheating from excessive current is prevented without the use of protective devices. 3.2. Prevention of accumulation of gas. Places for containing open type traction battery that may produce hydrogen gas shall be provided with a ventilation fan or a ventilation duct or any other suitable means to prevent the accumulation of hydrogen gas. Vehicles with open type framework that do not allow accumulation of hydrogen gas at such places are not required to have a ventilation fan or a ventilation duct. 3.3. Protection against electrolyte spills. Electrolyte shall not spill from the vehicle when the vehicle is tilted in any direction, leaned left or right against the ground or even when the REESS is put upside-down. In case electrolyte is spilled from the REESS or its components due to other reasons, it shall not reach the driver nor any person on or around the vehicle during normal conditions of use, parked condition (i.e. also when the vehicle is parked on a slope) or any other normal functional operation. 3.4. Accidental or unintentional detachment. The REESS and its components shall be installed in the vehicle in such a way so as to preclude the possibility of inadvertent or unintentional detachment or ejection of the REESS. The REESS and its components shall not be ejected when the vehicle is tilted in any direction, leaned left or right against the ground or even when the REESS is put upside-down 4. In-use safety requirements 4.1. Propulsion system power-on and power-off procedure 4.1.1. At the start-up, including system power-on, in order to select the active driving possible mode, at least two deliberate and distinctive actions shall be performed by the driver. 4.1.2. At least a momentary indication shall be given to the rider when the vehicle is switched in active driving possible mode, however, this provision does not apply under conditions where an internal combustion engine provides directly or indirectly the vehicle’s propulsion power. 4.1.3. When leaving the vehicle, the rider shall be informed by a signal (e.g. optical or audible signal) if the vehicle is still in the active driving possible mode. 4.1.4. If the on-board REESS can be externally charged by the driver, vehicle movement by its own propulsion system shall be impossible as long as the connector of the external electric power supply is physically connected to the vehicle inlet. Compliance with this requirement shall be demonstrated by using the connector specified by the vehicle manufacturer. In case of permanently connected charge cables, the requirement above is deemed to be met when use of the charge cable obviously prevents the use of the vehicle (e.g. cable is always routed over operator controls, rider’s saddle, driver’s seat, handle bar or steering wheel, or the seat covering the cable storage space needs to remain in open position). 4.1.5. If a vehicle is equipped with a drive direction control unit (i.e. reversing device) the state of this unit shall be identified to the rider. 4.1.6. It is permitted that only one action is required to deactivate the active driving possible mode or to complete the power-off procedure. 4.2. Driving with reduced power 4.2.1. Indication of reduced power If the electric propulsion system is equipped with a means to automatically reduce the vehicle propulsion power (e.g. powertrain malfunction operating mode), significant reductions shall be indicated to the rider. 4.2.2. Indication of low energy content of REESS If the state of charge in the REESS has a significant impact on vehicle driving performance (i.e. acceleration and drivability, to be evaluated by the Technical Service together with the vehicle manufacturer), a low energy content shall be indicated to the rider by an obvious device (e.g. a visual or audible signal). The indication used for point 4.2.1 shall not be used for this purpose. 4.3. Driving backwards It shall not be possible to activate the vehicle reverse control function whilst the vehicle is in forward motion. 4.4. Determination of hydrogen emissions 4.4.1. This verification shall be carried out on all vehicle types equipped with open type traction batteries and all requirements shall be met. 4.4.2. Vehicles shall be equipped with on-board chargers. The tests shall be conducted following the method described in Annex 7 to UNECE regulation No 100 ( 1 ) . The hydrogen sampling and analysis shall be the ones as prescribed, however, other analysis methods may be used provided that it can be demonstrated that these give equivalent results. 4.4.3. During a normal charge procedure under the conditions given in Annex 7 to UNECE regulation No 100, hydrogen emissions shall be < 125 g measured over 5 hours, or below (25 × t 2 ) (g) during t 2 (h). 4.4.4. During a charge carried out by an on-board charger presenting a failure (conditions given in Annex 7 to UNECE regulation No 100), hydrogen emissions shall be below 42 g. Furthermore the on-board charger shall limit this possible failure to 30 minutes. 4.4.5. All the operations linked to the REESS charging shall be controlled automatically, included the stop for charging. 4.4.6. It shall not be possible to manually override the charging phases. 4.4.7. Normal operations of connection and disconnection to the mains or power cuts shall not affect the control system of the charging phases. 4.4.8. Charging failures that can lead to a malfunction of the on-board charger during subsequent charging procedures shall be permanently signalled to the driver or clearly indicated to the operator about to commence a charging procedure. 4.4.9. Detailed instructions concerning the charging procedure and a statement of conformity to the requirements as set out in points 4.4.1 to 4.4.8 shall be included in the vehicle’s instruction manual. 4.4.10. Test results obtained from other vehicle types common to those within the same family, in accordance with the provisions laid down in Appendix 2 of Annex 7 to regulation No 100, may be applied. ( 1 ) OJ L 57, 2.3.2011, p. 54 .