Vehicle Standard (Australian Design Rule 59/00 – Standards For Omnibus Rollover Strength) 2007

Vehicle Standard (Australian Design Rule 59/00 – Standards For Omnibus Rollover Strength) 2007 | Zoe

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5,016 words · generated 21/06/2026

What it does

This instrument sets technical requirements, test methods and documentation standards for the rollover strength of large passenger vehicles (omnibus superstructures) by preserving a defined "residual space" during and after a rollover event. The operative mechanics are drawn from two embedded source bodies: Appendix A, which reproduces and adapts UNECE Regulation No. 66 (Revision 1 and later series and supplements) including detailed annexes on plastic hinge characteristics and requirements for computer simulation; and Appendix B, which contains definitions, a clear statement of the performance requirement, and the authorised test and calculation methods (complete vehicle rollover, body-section rollover, pendulum impact tests, and strength verification by calculation). The compilation notes identify the Australian Design Rule (ADR) instrument and its amendment record (Vehicle Standard ADR 59/00 and Amendment 1).

Mechanically, the standard requires that the vehicle superstructure be sufficiently strong so that following a prescribed test or calculation no displaced part intrudes into the preserved residual space (Appendix B clause 2.1). The testing options are: a roll-over test on a complete vehicle (clause 6), a roll-over test on one or more representative body sections (clause 7), a pendulum impact test on body sections (clause 8), or verification by calculation or by approved computer simulation (clause 9; Appendix A). If a manufacturer chooses computer simulation, the technical service has detailed documentary and validation requirements (Appendix A, Annexes: description of software and version, material models, mass/moments, mathematical modelling and conservative assumptions, dynamic transformation factor Kd, requirements for stability and energy balance, and reporting requirements including 1 ms energy increment tables (Appendix A 1.1; 2.1-2.3; 3.1-3.8; 5.1-5.2)).

The standard sets pass/fail mechanics: approval shall be granted if the residual space is not infringed in the simulation or test (Appendix A 4.2); approval shall be refused if the residual space is infringed (Appendix A 4.3). It also gives the manufacturer discretion to select the verification route but preserves a supervisory role for the technical service or the Administrator, who may require additional tests or refuse reliance on non-representative calculation methods (Appendix B 3.1; Appendix A 2.1; 5.3). The document lists concrete measurement and setup conditions for physical tests (seat positions, tyre pressures, platform geometry, angular velocity limits, impact surface, etc.) (Appendix B clauses 6.1-6.2, 7.1-7.2, 8.2-8.3). The compilation notes add that ADR 59/00 commenced in October 2007 and was amended (Amendment 1) in July 2012, and they provide a detailed table of clause-level amendments.

The text provided does not include statutory penalty provisions or detailed administrative enforcement mechanisms; it contains approval criteria, test and reporting obligations, and the Administrator/technical service powers to require additional information or tests (Appendix A 5.3; Appendix B 3.1.2). Where the instrument is silent on enforcement penalties, that silence is material because other statutes or regulations would be the source of compulsion; this excerpt does not reproduce them.

Main concepts

The core technical concept is the "residual space", defined as the volume to be preserved inside passenger, crew and driver compartments to provide a better chance of survival in a rollover accident (Appendix B 1.3; clause 4). The residual space is geometrically specified: the R point trajectory for outboard seats is prescribed and the R point is defined as 500 mm above floor level, 300 mm from the inside surface of the side, and 100 mm in front of the seat back along the outboard seat centre line (Appendix B clause 4.1-4.2). Compliance is measured by whether displaced parts intrude into that space after prescribed tests or validated simulation.

Superstructure is a second central concept: it is the load-bearing parts of bodywork that contribute to strength and energy absorption and that preserve the residual space as declared by the manufacturer (Appendix B 1.4). The standard requires that the superstructure and its constituent members , including pillars the manufacturer designates as energy-absorbing , meet distribution and magnitude properties for absorbed energy (Appendix B 8.4.3 and accompanying formulae). The manufacturer must declare which pillars contribute to strength and how much energy each pillar will absorb (Ei), and those declarations must satisfy mathematical criteria linking energy shares and distances from the vehicle centre of gravity (Appendix B 8.4.3(1)-(5)). The clauses set constraints such as the requirement that the proportion of energy forward (LF) and rearward (LR) of the CG exceed specified thresholds (LF > 0.4 1f; LR > 0.4 1r in the source text), and other inequalities involving dmax and dmin (Appendix B 8.4.3(3)-(5)). The text supplies diagrams and formulae for energy computation and spatial relationships (Appendix B figures and formulae under clause 8.4).

Plastic hinge and plastic zone characteristics are specified in Appendix A Annexes and figures. A plastic hinge (PH) characteristic is a non-linear bending moment (M) versus rotational angle (φ) curve recorded in laboratory tests. The working range used in calculations must be within the measured range (Appendix A, Characteristics of Plastic Hinges 1-2). Dynamic characteristics may be derived from quasi-static curves by applying a dynamic factor Kd; for steel structural elements Kd = 1.2 is permitted without laboratory testing (Appendix A 3.2). The simulation and calculation framework requires capturing plastic hinge behaviour, strain rate/dynamic yield stresses where relevant, and where fracture is significant the method must assure fractures will not occur (Appendix B 9.2.1-9.2.3; Appendix A).

Energy accounting, numerical stability and modelling constraints are central to the simulation option. The simulation program must reach maximum deformation, produce a solution independent of time-step increments, compute energy components for the energy balance at each increment, and ensure non-physical numerical energy terms (e.g., hourglass/internal damping) do not exceed 5% of total energy at any time (Appendix A 3.3-3.6). Documentation requirements for simulation are prescriptive and granular: software identification, material models, mass/inertia data, energy vs time tables at 1 ms resolution from first ground contact until maximum deformation, friction coefficient justification, and plots showing the distance between the deformed interior and the residual space (Appendix A 1.1, 5.1.1-5.1.6).

Who it affects

Primary economic actors affected are manufacturers of large passenger vehicles and suppliers of vehicle superstructures, because the standard governs the design, verification, and approval of their products. Manufacturers must choose a verification route (complete vehicle test, body-section test, pendulum test, or calculation/simulation), prepare the vehicle or representative sections in prescribed conditions (unladen mass, centre of gravity, distribution of mass as declared by the manufacturer, seat positions, tyre pressures) (Appendix B 6.1.1-6.1.4; 7.1.1-7.1.4; Appendix A 2.2-2.3), and produce detailed documentation where simulations or calculations are used (Appendix A 1.1; 5.1).

Technical services and test facilities are second-tier affected parties. The standard imposes validation and verification duties on them. They must be able to carry out the specified tests, measure intrusion into the residual space using high-speed photography or deformable templates, and assess simulation documentation and energy balances. They also retain discretionary powers to require additional physical tests to validate mathematical models or assumptions (Appendix A 2.1; 5.3; Appendix B 9.2.3). Test facilities must ensure that support frames do not absorb significant energy in pendulum tests and that templates are attached to substantially non-deformable parts when measuring intrusion (Appendix B 8.2.7; 8.2.6).

Regulatory decision-makers, termed in the text the "technical service" and the "Administrator", are affected because they are entrusted with approval/refusal decisions and with specifying whether alternative methods are acceptable. The Administrator has a formal role where alternative methods need approval (Appendix B 3.1.1 and 3.1.4) and where body-section methods might not capture significant structural variation (Appendix B 3.1.5).

Test equipment manufacturers and simulation software vendors are also affected by the detailed documentary requirements: simulation reports must identify software producer, commercial name, version used and contact details for the developer (Appendix A 1.1), and simulations must meet numerical stability and energy accounting standards (Appendix A 3.4-3.6).

Consumers and fleet operators are indirectly affected in two ways: (1) vehicle design changes required to meet the residual-space criterion may alter vehicle weight, interior layout, or roof/superstructure structure which can affect operating costs, payload, and retrofit options; and (2) approval outcomes determine whether a vehicle type can be legally registered or sold under the ADR regime. The text itself frames the normative purpose as increasing the probability of occupant survival (Appendix B 1.3), but the mechanics impose costs and procedural steps on the manufacturer and test sector.

Key duties and rights

The instrument allocates specific duties and confers a small set of procedural rights, primarily on manufacturers, test facilities, and the Administrator/technical service.

Duties on the manufacturer:

Choose a verification method and supply the necessary data, drawings and reports (Appendix B 3.1; Appendix A 1.1; Appendix A 5.1.1-5.1.8). For simulation, supply software identification, material models, defined masses, centre of gravity, moments of inertia and input data (Appendix A 1.1-1.3).
Ensure vehicles or body sections used in tests are representative of production vehicles in terms of unladen mass, centre of gravity and mass distribution as declared to the technical service (Appendix B 6.1.1; 7.1.1-7.1.3; Appendix A 2.2-2.3).
Declare which pillars contribute to strength and specify the amount of energy each pillar is intended to absorb (Ei), and ensure the declarations satisfy the mathematical criteria set out (Appendix B 8.4.3).
For tests, prepare the vehicle with seats upright and in highest positions, windows closed and latched, tyres inflated to manufacturer-prescribed pressures, and any automatic leveling adjusted to manufacturer-specified flat-surface settings (Appendix B 6.1.2-6.1.4; 8.2.3-8.2.4).

Duties on the technical service and test facility:

Verify compliance using high-speed photography, deformable templates or other suitable means, fixed to substantially non-deformable parts (Appendix B 6.2.7; 7.2.1; 8.2.6).
Request further information and require tests on the actual vehicle structure to validate mathematical models or assumptions where necessary (Appendix A 2.1; 5.3; Appendix B 9.2.3).
Ensure pendulum fixture mounting frames do not absorb significant energy during pendulum tests (Appendix B 8.2.7).

Rights and discretions:

Manufacturer discretion to pick an appropriate verification method from the authorised set (Appendix B 3.1).
Technical service/Administrator discretion to require alternative or additional test methods where variability or other factors mean a section or calculation is not representative (Appendix B 3.1.4-3.1.6; Appendix A 2.1).
Technical service may approve a simulation method or require physical validation tests where the model’s validity is in question (Appendix A 2.1; 5.3; Appendix B 9.2.3).

Approval mechanics as duties on authority:

Penalties and enforcement

The provided instrument focuses on technical requirements, test methods, approval criteria and documentation. It prescribes approval mechanics,approval is to be granted where residual space is not infringed and refused where it is infringed (Appendix A 4.2-4.3),and it gives test facilities and the technical service power to require additional tests or information (Appendix A 2.1; 5.3; Appendix B 3.1.4-3.1.6). However, the text provided does not include statutory penalty schedules, offence provisions, enforcement processes or mechanisms for sanctioning non-compliance such as fines, recalls or registration cancellation. That absence is material: compliance with the technical standard is insofar as approvals are required to register and place types on the market under the ADR regime; the excerpt does not reproduce the broader administrative or criminal enforcement framework for ADR non-compliance.

Implementation enforcement mechanisms that do appear in the text are procedural and administrative rather than penal:

The technical service may require tests on the actual structure to verify mathematical models and assumptions (Appendix A 2.1; Appendix B 9.2.3). This is an enforcement-by-validation mechanism: the facility demands evidence and can withhold approval pending satisfactory validation.
The approval decision itself is an enforcement lever: refusal is the listed consequence of failing to preserve the residual space (Appendix A 4.3).

Where a manufacturer chooses calculation or simulation, the standard dictates robust documentary and numerical standards (Appendix A 1.1; 3.4; 3.6; 5.1). Non-satisfaction of those documentary or numerical criteria gives the technical service the ground to refuse approval or to require physical testing in lieu of or in addition to simulations (Appendix A 5.3; Appendix B 3.1.5-3.1.6).

Because penalties are not specified in the reproduced text, parties seeking the full enforcement picture must consult the broader ADR administration instruments and the statutory framework under which ADRs operate (for example, acts and regulations governing vehicle standards and approvals). The compilation notes identify the ADR instrument and its amendment history, but they do not add penalty provisions.

In sum, enforcement within the excerpt operates principally by control of approval, technical service validation demands, and test methodology refusal if residual space is infringed. Explicit sanctioning provisions are not present in the provided material.

How it interacts with other laws

The document is an Australian Design Rule compilation that incorporates and adapts an international instrument, UNECE Regulation No. 66 (Appendix A). That establishes an interaction path with international regulatory standards: the ADR imports technical content and amendment series of an international regulation and expressly notes Departmental incorporation of corrigenda, supplements and amendment series (Appendix A title and compilation notes). The ADR's use of UNECE text creates functional alignment between domestic type approval processes and an internationally accepted technical standard for superstructure strength; this interaction is enacted by reproduction and local amendment (Appendix A preamble and Compilation Notes).

Within the document, certain administrative terms imply cross-reference to national administrative powers. The text repeatedly references an "Administrator" and a "technical service" (Appendix B 3.1; Appendix A 2.1; 5.3). The role and powers of those entities, and their interaction with other statutory frameworks (for example, the Motor Vehicle Standards Act or relevant state registration laws) are not set out in the excerpt. The absence of explicit enforcement or sanction provisions in the ADR means enforcement mechanisms, registration consequences and penalties will be located in other laws and instruments. Practitioners should therefore expect that approval outcomes produced under this ADR will plug into a separate statutory or administrative framework that controls vehicle importation, registration and market access.

The ADR contains cross-method validation requirements that create operational interaction between testing, simulation and materials research. For example, simulations must be validated by comparison with physical testing, and the technical service may require tests on joints or parts of the structure to verify assumptions used in calculations (Appendix A 2.1; Appendix B 9.2.3). These connective obligations mean parties need to coordinate test laboratories, simulation vendors, material test reports and certification documents, which in turn interact with quality systems, supplier contracts and international supply chains.

Appendix A permits a default dynamic factor Kd = 1.2 for steel without laboratory test (Appendix A 3.2). That technical concession interacts with materials engineering practice and could reduce the need for certain dynamic material tests; however it does not negate obligations to validate overall model behaviour or to show that fractures will not occur where the calculation method does not indicate fracture occurrence (Appendix B 9.2.1-9.2.3). Thus the ADR's technical concessions interact with experimental regimes and with rules on conservative model assumptions.

Amendment history

The compilation notes appended to the instrument identify the primary ADR instrument and at least one formal amendment. The ADR titled Vehicle Standard (Australian Design Rule 59/00 - Standards For Omnibus Rollover Strength) 2007 was registered on 12 October 2007 and commenced on 13 October 2007. Amendment 1 was registered on 18 July 2012 and commenced on 19 July 2012 (Compilation Notes, Table of Instruments). The Appendix A material reproduces UNECE Regulation No. 66 with series and correction history including Series 01 (entry into force 9 November 2005), Supplement 1 to Series 01 (15 October 2008), Series 02 (entry into force 19 August 2010) and various errata and corrigenda adopted by the Department of Infrastructure and Transport (Appendix A preamble).

The Table of Amendments in the compilation notes shows clause-by-clause changes attributed to Amendment 1. Selected clause actions include:

Clause 4.2 amended (Table of Amendments: clause 4.2 , "am" , Amendment 1).
Clauses 4.2.1 to 4.2.2 deleted (del).
Clause 4.3 amended (am).
Clause 4.4 amended (am).
Clause 6.1 amended (am).
Clause 7 amended (am).
Clause 8.2 deleted (del).
Multiple Appendix A references were amended including Annexes and numbered paragraphs (Appendix A Title Page, Appendix A 1, Appendix A 2.4, 2.5-2.33 renumbering, Annex updates, etc.) , the table lists many affected items and indicates a mixture of amended (am), deleted (del), added (ad) or renumbered ().

The Table of Amendments carries notation keys: ad = added or inserted, am = amended, del = deleted or removed, rr = removed and replaced,  = clause renumbered. The table lists specific amendment actions across Appendix A, Appendix A Annexes 1-7, and numeration changes; it indicates a comprehensive package of editorial and substantive updates effected by Amendment 1.

The Appendix A preamble documents that the UNECE Regulation text included particular supplements, series and corrigenda, and that the Department of Infrastructure and Transport incorporated errata and corrigenda (Appendix A preamble). The Appendix A text also indicates specific dates of entry into force for UNECE series and supplements which the ADR incorporated by reference (for example, Supplement 1 date 3 September 1997; Series 01 entry 9 November 2005; Series 02 entry 19 August 2010).

For practitioners, the compilation notes therefore identify at least two administrative milestones for the domestic ADR (2007 original ADR; 2012 Amendment 1) and numerous UNECE-origin amendment events that were imported into the ADR material. The clause-level amendment table is granular and should be consulted when tracking specific textual differences over time. The compilation notes do not reproduce any transitional or savings provisions for vehicles approved under prior versions; those would need to be located in the full ADR or administrative guidance not included in the excerpt.

Litigation history

The supplied text contains no litigation history. There are no case names, judicial decisions, or references to judicial construction, enforcement litigation, or appeals in the reproduced material. The instrument is a technical regulatory standard and the excerpt focuses solely on technical requirements, test methods, simulation documentation and amendment records. Accordingly, the document does not provide examples of disputes, precedent, or litigation outcomes.

Because the text contains neither adjudicative guidance nor recorded disputes, readers requiring litigation precedents or judicial interpretation must consult external sources: court records, administrative tribunal decisions, or legal databases that record conflicts arising from ADR compliance, approval refusals, or technical-service determinations. The absence of litigation material here is not a statement about whether litigation exists in practice; it is merely a factual observation about the contents of the provided excerpt.

Gotchas

Several practical traps and points that commonly cause compliance friction are embedded in the technical text.

Manufacturer discretion with supervisory override. The manufacturer has the right to choose the verification method (full-vehicle, body-section, pendulum, calculation) (Appendix B 3.1), but the Administrator or technical service retains discretion to require additional tests where body-section or calculation methods cannot account for significant variation across a vehicle (Appendix B 3.1.4-3.1.6). A manufacturer electing a cheaper or faster method should expect the possibility of additional tests if the technical service deems the method non-representative.
Residual space geometry is prescriptive. The residual space R-point is tightly prescribed (500 mm above floor, 300 mm from inside side surface, 100 mm in front of the seat back) and the swept volume procedure is specified (Appendix B 4.1-4.2). Non-conservative assumptions about occupant positioning or seat geometry can therefore lead to failure. Designers must ensure that interior fittings not listed as fixed appliances do not extend into the residual space after deformation.
Pillar energy declarations require mathematical checks. The manufacturer must declare energy absorption per pillar (Ei) and meet the listed formulae and inequalities (Appendix B 8.4.3). These declarations interact with mass distribution, CG location and deflection measurements (dmax, dmin). Failure to correctly compute or document these elements will trigger scrutiny and potentially require additional testing.
Simulation documentation is demanding. The Annex requires identification of simulation software with producer, commercial name, version, and developer contact details, material models, defined masses and moments of inertia, and very detailed output: angle/velocity states at unstable equilibrium and first ground contact, time-history energy tables at 1 ms increments from first contact to maximum deformation, friction coefficient validation, and a plot of distance between deformed interior and residual space over time (Appendix A 1.1; 5.1.1-5.1.6). Incomplete reports are explicitly addressable by the technical service (Appendix A 5.3).
Numerical model constraints. Simulations must produce stable solutions independent of incremental time step and keep non-physical energy terms under 5% of total energy (Appendix A 3.4-3.6). Achieving numerical stability and small hourglass/internal damping energy often requires careful mesh design and solver choices; poor numerical practice can invalidate otherwise plausible designs.

How to comply

Below is a pragmatic checklist and sequence for manufacturers, test facilities and technical services aiming to obtain approval under the rules reproduced.

Decide verification route early
- Choose between full-vehicle rollover, representative body-section rollover, pendulum test, or calculation/simulation (Appendix B 3.1). Document the rationale for choosing that route, including representativeness of sections and declared percentages of mass and energy if using sections (Appendix B 7.1.3-7.1.5).
Prepare the vehicle or section to strict setup requirements
- Ensure unladen mass, centre of gravity and mass distribution match declarations (Appendix B 6.1.1; 7.1.1-7.1.3; Appendix A 2.2-2.3).
- Place seats upright and in highest position, close and latch doors and windows, set tyre pressures to manufacturer-prescribed values, and ensure air-spring systems and shock absorbers operate normally (Appendix B 6.1.2-6.1.4).
- Prepare the impact area as rigid (concrete) and ensure any glazing substituted with equivalent weights where unglazed (Appendix B 6.1.3; 6.1.6).
If performing physical tests
- Follow platform and axis geometry rules (Appendix B 6.2.2), minimum drop height (800 mm), angular velocity limits during tilt (not exceeding 5 degrees/s), and ensure tyres cannot slide sideways (Appendix B 6.2.1-6.2.6).
- Use high-speed photography or deformable templates fixed to non-deformable parts to measure intrusion at not less than two positions (Appendix B 6.2.7; 8.2.6).
- For pendulum tests, ensure pendulum striking face dimensions, mass distribution, and release speed are within specified ranges (Appendix B 8.3.1-8.3.2; 8.2.8).
If using calculations or simulation
- Prepare a mathematical model that describes rollover physical behaviour conservatively and corresponds to the real vehicle mass, CG and mass distribution (Appendix A 2; 9.2).
- Identify plastic hinge points, perform physical tests on hinge points for moment-rotation behaviour in the plastic mode, determine strain rates and dynamic yield stress where deformations go beyond elastic limits (Appendix B 9.2.1-9.2.2).
- If using quasi-static PH characteristics, apply dynamic factor Kd; for steel Kd = 1.2 may be used without laboratory test (Appendix A 3.2).

APPENDIX A

AGREEMENT

CONCERNING THE ADOPTION OF UNIFORM TECHNICAL PRESCRIPTIONS
FOR WHEELED VEHICLES, EQUIPMENT AND PARTS WHICH CAN BE FITTED
AND/OR BE USED ON WHEELED VEHICLES AND THE CONDITIONS FOR RECIPROCAL RECOGNITION OF APPROVALS GRANTED ON THE BASIS OF THESE PRESCRIPTIONS [*]/

(Revision 2, including the amendments which entered into force on 16 October 1995)

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Addendum 65 : Regulation No. 66

Revision 1

Incorporating all valid text up to:

Supplement 1 to the original version of the Regulation - Date of entry into force: 3 September 1997

01 series of amendments - Date of entry into force: 9 November 2005

and the following amendments included by the Department of Infrastructure and Transport:

Erratum to the 01 series of amendments;

Corrigendum 1 to the 01 series of amendments, subject of Depositary Notification C.N.1151.2006 TREATIES-1 dated 13 December 2006;

Corrigendum 2 to the 01 series of amendments, subject of Depositary Notification C.N.553.2007 TREATIES-1 dated 10 May 2007;

Supplement 1 to the series 01 of the Regulation - Date of entry into force: 15 October 2008

02 series of amendments to the Regulation: Date of entry into force: 19 August 2010

UNIFORM TECHNICAL PRESCRIPTIONS CONCERNING THE APPROVAL OF LARGE PASSENGER VEHICLES WITH REGARD TO THE STRENGTH OF THEIR SUPERSTRUCTURE

View image in the official source
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UNITED NATIONS

CHARACTERISTICS OF PLASTIC HINGES

Characteristic curves

The general form of a Plastic Zone (PZ) characteristic curve is a non-linear load-deformation relationship measured on structural parts of the vehicle in laboratory tests.

Plastic Hinge characteristic curves are a bending moment (M) - rotational angle () relationship. The general form of a PH characteristic curve is shown in Figure A.8. A.1.1

Figure%20A8

Figure A8. A1.1 - Characteristic curve for a plastic hinge

Aspects of deformation ranges

2.1. The "measured range" of the PH characteristic curve is the range of deformation over which measurements have been made. The measured range may contain the fracture, and/or the rapid hardening range. Only values of the PH characteristics which appear in the measured range shall be used in the calculation.

2.2. The "working range" of the PH characteristic curve is the range covered by the calculation.

The working range shall not exceed the measured range, and may contain the fracture, but not the rapid-hardening range.

2.3. The PH characteristics to be used in the calculation shall contain the M- curve in the measured range.

Dynamic Characteristics

There are two kinds of PH and PZ characteristics: quasi-static and dynamic. The dynamic characteristics of a PH may be determined in two ways:

3.1. by dynamic impact testing of the component.

3.2. by using a dynamic factor Kd to transform the quasi-static PH characteristics.

This transformation means that the values of the quasi-static bending moment may be increased by Kd.

For steel structural elements Kd = 1.2 may be used without laboratory test.

Figure%20A8

Figure A8.A1. 2 - Derivation of plastic hinge dynamic characteristics from the static curve

1. Additional data and information

The superstructure may be shown to meet the requirements specified in paragraphs 5.1.1. and 5.1.2. of this Regulation by a computer simulation method approved by the technical service.

if the manufacturer chooses this testing method, the following information shall be supplied to the technical service in addition to the data, and drawings listed in paragraph 3.2. of this Regulation;

1.1. A description of the applied simulation and calculation method which has been utilised, and clear precise identification of the analysis software, including at least, its producer, its commercial name, the version used and contact details of the developer.

1.2. The material models and the input data utilized.

1.3. The values for defined masses, centre of gravity and the moments of inertia used in the mathematical model.

2. The mathematical model

The model shall be capable of describing the real physical behaviour of the rollover process, in accordance with Annex 5. The mathematical model shall be constructed, and assumptions prescribed, in such a way that the calculation gives conservative results. The model shall be built up with the following considerations:

2.1. the technical service may require tests to be carried out on the actual vehicle structure to prove the validity of the mathematical model and to verify the assumptions made in the model.

2.2. the total mass and the centre of gravity position used in the mathematical model shall be identical to those of the vehicle to be approved.

2.3. the mass distribution in the mathematical model shall correspond to the vehicle to be approved. Moments of inertia used in the mathematical model shall be calculated on the basis of this mass distribution.

3. Requirements for the algorithm and si

3. Requirements for the algorithm and simulation program, and for computing equipment

3.1. The position of the vehicle in unstable equilibrium at point of rollover, and the position at first contact with the ground shall be specified. The simulation program may start at the

unstable equilibrium position, but shall start, at the latest, at the point of first contact with the ground.

3.2. The initial conditions at the point of first contact with the ground shall be defined using the change of potential energy from the unstable equilibrium position.

3.3. The simulation program shall run, at least, until the maximum deformation is reached.

3.4. The simulation program shall produce a stable solution, in which the result is independent of the incremental time step.

3.5. The simulation program shall be able to calculate the energy components for the energy balance at every incremental time step.

3.6. Non-physical energy components introduced by the process of mathematical modelling (for example, "hourglass" and internal damping) shall not exceed 5 per cent of the total energy at any time.

3.7. The friction coefficient used at the ground contact shall be validated with physical test results, or the calculation shall prove that the friction coefficient chosen produces conservative results.

3.8. All the possible physical contacts between parts of the vehicle shall be taken into account in the mathematical model.

4. Evaluation of the simulation

4.1. When the stated requirements for the simulation program are met, the simulation of the changes in geometry of the interior structure and comparison with the geometrical shape of the residual space can be evaluated as defined in the paragraphs 5.1. and 5.2. of this Regulation.

4.2. If the residual space is not infringed during the rollover simulation, the approval shall be granted.

4.3. If the residual space is infringed during the rollover simulation, the approval shall be refused.

5. Documentation

5.1. The report on the simulation shall contain the following information:

5.1.1. all the data and information stated in paragraph 1. of this annex,

5.1.2. a drawing showing the mathematical model of the superstructure,

5.1.3. a statement of the values of angle, velocity, and angular velocity at the unstable equilibrium position of the vehicle and at the position of first contact with the ground,

5.1.4. a table of the value of the total energy and the values of all its components (kinetic energy, internal energy, hourglass energy), at time increments of 1 ms covering, at least, the period from first contact with the ground until the maximum deformation is reached,

5.1.5. the assumed ground friction coefficient,

5.1.6. plots or data which show in an appropriate way that the requirements specified in paragraphs 5.1.1. and 5.1.2. of this Regulation are met. This requirement can be satisfied by the provision of a plot, against time, of the distance between the inside contour of the deformed structure and the periphery of the residual space,

5.1.7. a statement of whether, or not, the requirements specified in paragraphs 5.1.1. and 5.1.2. of this Regulation have been met,

5.1.8. all the data and information necessary for the clear identification of the vehicle type, its superstructure, the mathematical model of the superstructure, and the calculation itself.

5.2. It is recommended that the report also contains plots of the deformed structure at the moment when maximum deformation occurs, giving an overview of the superstructure and regions of large plastic deformation.

5.3. At the request of the technical service, further information shall be provided and included in the report.

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APPENDIX B

DEFINITIONS
1. "Passenger compartment" means the space intended for passengers' use excluding any space occupied by fixed appliances such as bars, kitchenettes or toilets.
2. "Driver's compartment" means the space intended for the driver's exclusive use and containing the driver's seat, the steering wheel, controls, instruments and other devices necessary for driving the vehicle.
3. "Residual space" means a space to be preserved in the passengers', crew and driver's compartment(s) to provide better survival possibility for passengers, driver and crew in case of a rollover accident.
4. "Superstructure" means the load-bearing components of the bodywork as defined by the manufacturer, containing those coherent parts and elements which contribute to the strength and energy absorbing capability of the bodywork, and preserve the residual space in the rollover test.
5. “Body section” means a section containing at least two identical vertical pillars on each side representative of a part or parts of the structure of the vehicle.
6. “Total energy” means the energy assumed to be absorbed by the complete structure of the vehicle. This may be determined as shown in clause 8.
GENERAL SPECIFICATIONS AND REQUIREMENTS
1. The superstructure of the vehicle shall be of sufficient strength to ensure that during and after it has been subjected to one of the methods of test or calculation prescribed in clause 3.:
2. No displaced part of the vehicle intrudes into the residual space, as specified in clause 4., and
3. No part of the residual space projects outside the deformed structure.
4. The requirements of paragraph 2.1. above shall apply to the vehicle including all its structural parts, members and panels and all projecting rigid parts such as luggage racks, ventilation equipment, etc. However, bulkheads, partitions, rings or other members reinforcing the superstructure of the vehicle and fixed appliances such as bars, kitchenettes or toilets shall be ignored for the purposes of paragraph 2.1.
5. In the case of an articulated vehicle each part of the vehicle shall comply with the requirements specified in paragraph 2.1. above.
TEST METHODS
1. Each type of vehicle shall be verified according to one of the following methods at the discretion of the manufacturer or according to an alternative method approved by the ‘Administrator ‘:
  1. A roll-over test on a complete vehicle in accordance with the procedure set out in clause 6.;
  2. A roll-over test on a body section or sections representative of a complete vehicle in accordance with clause 7.;
  3. A pendulum test on a body section or sections in accordance with clause 8.; or
  4. A verification of strength of superstructure by calculation in accordance with clause 9.
  5. If the methods prescribed in paragraphs 3.1.2., 3.1.3. or 3.1.4. cannot take account of a significant variation between one section of the vehicle and another, for example an air-conditioning installation on the roof, additional test methods or calculations shall be conducted.
2. In the absence of such additional information the vehicle may be required to undergo the method of test prescribed in paragraph 3.1.1.
RESIDUAL SPACE
1. For the purpose of clause 2.1, the residual space means the volume within the passenger compartment which is swept when the transverse vertical plane defined in figure l(a) is moved in a straight line or lines so that the point "R" in figure l(a) passes from the "R" point of the rearmost outer seat, through the "R" point of every intermediate outer seat to the "R" point of the foremost outer passenger seat.
2. The position of the "R" point shown in figure l(b) shall be assumed to be 500 mm above the floor under the passengers’ feet, 300 mm from the inside surface of the side of the vehicle and l00 mm in front of the seat back in the centre line of the outboard seats.
INTERPRETATION OF TEST RESULTS
1. If body sections are tested, the test facility shall ensure that the vehicle complies with the conditions specified in clause 8.4 which contains requirements for the distribution of the main energy absorbing parts of the superstructure of a vehicle.

View image in the official source

ROLL-OVER TEST ON A COMPLETE VEHICLE

6.1 TEST CONDITIONS

6.1.1 While the vehicle need not be in a fully finished condition it shall be representative of production vehicles in respect of unladen mass, centre of gravity and distribution of mass as declared by the manufacturer.

6.1.2 Driver and passenger seats shall be placed with their backs, if adjustable, in their most upright position. The height of the seats, if adjustable, shall be the highest position.

6.1.3 Every door and opening window of the vehicle shall be closed and latched but not locked. Windows and glazed bulkheads or screens may be glazed or unglazed at the applicant’s discretion. If they are unglazed an equivalent weight shall be imposed on the vehicle at the appropriate positions.

6.1.4 Tyres shall be inflated to the pressure prescribed by the vehicle manufacturer and, if the vehicle has an air-spring suspension system, the air supply to the air springs shall be ensured. Any automatic levelling system shall be adjusted with the vehicle on a flat, horizontal surface to the level specified by the manufacturer. Shock absorbers shall operate normally.

6.1.5 Fuel, battery acid and other combustible, explosive or corrosive materials may be substituted by other materials provided that the conditions prescribed in clause 6.1.1 above are met.

6.1.6 The impact area shall consist of concrete or other rigid material.

6.2 TEST PROCEDURES (see figure 2)

6.2.1 The vehicle shall be placed on a platform in order to be rolled over on one side. This side shall be specified by the manufacturer.

6.2.2 The position of the vehicle on the platform shall be such that when the platform is horizontal:

6.2.2.1 the axis of rotation is parallel to the longitudinal axis of the vehicle,

6.2.2.2 the axis of rotation is 0-200 mm from the vertical step between the two levels,

6.2.2.3 the axis of rotation is 0-l00 mm from the side of the tyre at the widest axle,

6.2.2.4 the axis of rotation is 0-l00 mm below the horizontal starting plane on which the tyres stand, and

6.2.2.5 the difference between the height of the horizontal starting plane and the horizontal lower plane on which impact takes place shall be not less than 800 mm.

6.2.3 Means shall be provided to prevent the vehicle moving along its longitudinal axis.

6.2.4 The test apparatus shall prevent the tyres from sliding sideways in the direction of roll-over by means of side walls.

6.2.5 The test apparatus shall ensure the simultaneous lifting of the axles of the vehicle.

6.2.6 The vehicle shall be tilted without rocking and without dynamic effects until it rolls over. The angular velocity shall not exceed 5 degrees per second (0.087 rad/sec).

6.2.7 High-speed photography, deformable templates or other suitable means shall be used to determine that the requirement of clause 2.1 has been met. This shall be verified by the test facility at not less than two positions, nominally at the front and rear of the passenger compartment, the exact positions being chosen to ensure that compliance is demonstrated in the worts position(s).

Templates shall be fixed to substantially non-deformable parts of the structure, e.g. the floor of the vehicle.

Figure 2

View image in the official source

ROLL-OVER TEST ON A BODY SECTION

7.1 TEST CONDITIONS

7.1.1 The body section shall represent a section of the unladen vehicle.

7.1.2 The geometry of the body section, the axis of rotation and the position of the centre of gravity in the same vertical and lateral directions shall be representative of the complete vehicle.

7.1.3 The mass of the body section, expressed as a percentage of the unladen mass of the vehicle, shall be specified by the manufacturer.

7.1.4 The energy to be absorbed by the body section, expressed as a percentage of the total energy which would be absorbed by a complete vehicle, shall be specified by the manufacturer.

7.1.5 The percentage of total energy described in clause 7.1.4 shall not be less than the percentage of total mass described in clause 7.1.3.

7.1.6 The test conditions specified in clause 6.1.6 and in clauses 8.2.1 to 8.2.6 shall apply.

7.2 TEST PROCEDURE

7.2.1 The test procedures shall be the same as the procedure described in clause 6., except that the body section described above shall be used instead of a complete vehicle.

PENDULUM TEST ON A BODY SECTION

8.1 ENERGY LEVEL AND DIRECTION OF IMPACT

8.1.1 The energy to be transmitted to a particular body section shall be the sum of the energies declared by the manufacturer to be allocated to each of the cross-sectional rings included in that particular body section.

8.1.2 The appropriate proportion of the energy prescribed in figure 3 and clause 8.1.3 shall be applied to the body section by the pendulum such that at the moment of impact the direction of motion of the pendulum makes an angle of 25o (+0o; -5o) to the central longitudinal vertical plane of the body section. The precise angle within this range may be specified by the vehicle manufacturer.

Figure 3

View image in the official source

8.1.3 CALCULATION OF TOTAL ENERGY (E*)

If the fall of the centre of gravity (h) is determined by graphical method (figure 3) E* may be taken to be given by the formula:

E* = 0.75 M.g.h. (Nm)

Alternatively, E* may be calculated by the formula:

View image in the official source

where:

M = the unladen mass of the vehicle (kg)

g = 9.8 m/s2

W = the overall width of the vehicle (m)

Hs = the height of the centre of gravity of the unladen vehicle (m)

H = the height of the vehicle (m)

8.2 TEST CONDITIONS

8.2.1 A sufficient number of tests shall be carried out for the test facility conducting the test to be satisfied that the requirement specified in clause 2.1 has been met.

8.2.2 For the purposes of the test body sections shall have sections of the normal structure fitted between the pillars in relation to the floor, underframe, sides and roof. Sections of such items as luggage racks, ventilation ducting, etc. where fitted, shall also be included.

8.2.3 Every door and opening window of the body section shall be closed and latched but not locked. Windows and glazed bulkheads or screens may be glazed or unglazed at the applicant’s discretion.

8.2.4 Where appropriate seats may also be included, at the option of the manufacturer, in their normal position in relation to the structure of the body section. The normal fixings and joints between all members and attachments shall be incorporated. The backrests if adjustable shall be in their most upright position and the height of the seats if adjustable shall be the highest position.

8.2.5 The side of the body section to be impacted shall be at the discretion of the manufacturer. Where more than one body section is required to be tested both shall be impacted on the same side.

8.2.6 High speed photography, deformable templates or other suitable means shall be used to determine that the requirement specified in clause 2.1 has been met. Templates shall be fixed to a substantially non-deformable part of the structure.

8.2.7 The body section to be tested shall be firmly and securely attached to the mounting frame through the cross-bearers or parts which replace these in such a way that no significant energy is absorbed in the support frame and its attachments during the impact.

8.2.8 The pendulum shall be released from such a height that it strikes the body section at a speed of between 3 and 8 m/s.

8.3 DESCRIPTION OF THE PENDULUM

8.3.1 The striking face of the pendulum shall be made of steel, or plywood 20 mm ± 5 mm thick, and the mass of the pendulum shall be evenly distributed. Its striking face shall be rectangular and flat, having a width of not less than the width of the body section being tested and a height of not less than 800 mm. Its edges shall be rounded to a radius of curvature of not less than l5 mm.

8.3.2 The body of the pendulum shall be rigidly attached to two rigid bars. The axis of the bars shall be not less than 3,500 mm from the geometric centre of the body of the pendulum.

8.4 REQUIREMENTS FOR THE DISTRIBUTION OF THE MAIN ENERGY ABSORBING PARTS OF THE SUPERSTRUCTURE

8.4.1 A sufficient number of tests shall be carried out for the test facility to be satisfied that the complete vehicle meets the requirements of clause 2.1. This shall not necessarily require more than one test.

8.4.2 Calculations based on data obtained from a test on a body section may be used to demonstrate the acceptability of another body section which is not identical with the body section already tested if it has many structural features in common with it.

8.4.3 The manufacturer shall declare which pillars of the superstructure are considered as contributing to its strength and shall also declare the amount of energy (Ei) that each pillar is intended to absorb. These declarations shall meet the following criteria:

(1) View image in the official source Where m is the total number of declared pillars

(2) (a) View image in the official sourceWhere n is the number of declared pillars forward of the centre of gravity of the vehicle

(b) View image in the official sourceWhere p is the number of declared pillars to the rear of the centre of gravity of the vehicle

(3) LF > 0.4 1f

(4) LR > 0.4 1r

(5) View image in the official source This shall apply only where dmax is greater than 0.8 5 maximum deflection permitted without intrusion of the residual space.

Where:

Ei is the declared amount of energy that can be absorbed by ith pillar of the superstructure.

EiF is the declared amount of energy that can be absorbed by ith pillar forward of the centre of gravity of the vehicle.

EiR is the declared amount of energy that can be absorbed by the ith pillar to the rear of the centre of gravity of the vehicle.

E* is the total energy to be absorbed by the complete structure of the vehicle.

dmax is the greatest amount of deflection measured in the direction of impact of any section of the body structure after it has absorbed its own declared impact energy.

dmin is the least amount of deflection, measured in the direction of impact and at the same point on the bay as dmax, of any section of the body structure after it has absorbed its own declared impact energy.

View image in the official source

Where:

1if is the distance from the centre of gravity of the vehicle of the ith pillar forward of the centre of gravity.

1ir is the distance from the centre of gravity of the vehicle of the ith pillar rearward of the centre of gravity.

lf is the distance of the front of the vehicle from the centre of gravity of the vehicle.

1r is the distance of the rear of the vehicle from the centre of gravity of the vehicle.

View image in the official source

VERIFICATION OF STRENGTH OF SUPERSTRUCTURE BY CALCULATION

9.1.1 A superstructure or sections may be shown to meet the requirement specified in clause 2.1 by a calculation method.

9.1.2 If the structure is likely to be subject to deformations beyond the elastic limit of the materials used then the calculations shall simulate the behaviour of the structure when undergoing large plastic deformations.

9.1.3 The test facility responsible for conducting the tests may be required to carry out test on joints or parts of the structure to verify the assumptions made in the calculation.

9.2 PREPARATIONS FOR CALCULATION

9.2.1 Calculations cannot be started until the structure has been analysed and a mathematical model of it produced. This will define the separate members to be considered and identify the points at which plastic hinges may develop. The dimension of the members and the properties of materials used must be stated. Physical tests must be made on the hinge points to determine the force (moment of rotation) - deformation characteristics in the plastic mode as this is essential data for the calculations. The strain rate and the dynamic yield stress appropriate for this strain rate must be determined. If the calculation method will not indicate when a significant fracture will occur it will be essential to determine, by experiment separate analysis or appropriate dynamic tests that significant fractures will not occur. The assumed distribution of loading along the length of a vehicle shall be stated.

9.2.2 The calculation method shall include the deformations up to the elastic limits of the materials followed by the identification of where plastic hinges will form and the subsequent formation of other plastic hinges unless the position and sequence of formation of plastic hinges is known from previous experience. The method shall accommodate the changes of geometry of the structure that take place, at least up to the stage where the deformations have passed the acceptable limits.

Unless otherwise approved for the purposes of demonstration of compliance to this rule it is acceptable for the computer programme to exceed the measured force (moment of rotation) as determined by physical test by 10%.

9.2.3 The calculations shall simulate the energy and the direction of impact which would occur if that particular superstructure were to be submitted to the roll-over tests prescribed in clause 6. The validity of the calculation method shall have been established by comparison with the results of physical tests, which need not necessarily have been made in connection with the vehicle now being approved.

9.3 When a calculation method is used for a section of a complete structure, the same conditions shall apply as stated above for the complete vehicle.

COMPILATION NOTES

This compilation of Vehicle Standard (Australian Design Rule 59/00 – Standards For Omnibus Rollover Strength) 2007 includes all the instruments set out in the Table of Instruments. The Table of Amendments provides a history of clauses that have been amended, inserted or deleted.

Table of Instruments

Name of Instrument	Registration Date	Commencement Date
Vehicle Standard (Australian Design Rule 59/00 – Standards For Omnibus Rollover Strength) 2007 (see F2007L04077)	12/10/2007	13/10/2007
Vehicle Standard (Australian Design Rule 59/00 – Standards For Omnibus Rollover Strength) 2007 Amendment 1 (see F2012L01576)	18 /07/2012	19/07/2012

Table of Amendments

<table cellspacing="0" cellpadding="0" style="border:0.75pt solid #000000; border-collapse:collapse"><tbody><tr><td style="width:170.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span style="font-weight:bold">Clause affected</span></p></td><td style="width:89.85pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span style="font-weight:bold">How affected</span></p></td><td style="width:164.65pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span style="font-weight:bold">Amending instrument</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>4.2</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>4.2.1 to 4.2.2</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>del</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>4.3</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>4.4</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>6.1</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>7</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>8.2</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>del</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A</span></p><p><span>Title Page</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A</span></p><p><span>1</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A</span></p><p><span>Ref and footnote to 1</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>ad</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A</span></p><p><span>2.4</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A</span></p><p><span>2.5</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>ad</span></p><p><span></span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A</span></p><p><span>2.5 to 2.32</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span></span></p><p><span style="font-family:Wingdings, serif"></span><span> 2.6 to 2.33</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span></span></p><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A</span></p><p><span>2.10, 2.23, 2.32, 2.33, 3.2.2.1, 4.2, 5.5, 6.1.1</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p><p><span></span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A</span></p><p><span>Ref and footnote </span><span>to</span><span> 4.4.1</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span></span></p><p><span>1 </span><span style="font-family:Wingdings, serif"></span><span> 2</span></p><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A</span></p><p><span>10.7 to 10.11</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>ad</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A, Annex 1, 3</span></p><p><span></span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td colspan="3" style="width:447pt; border-top:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="margin-bottom:6pt"><span style="font-weight:bold">Table of Amendments</span><span style="font-weight:bold"> (continued)</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span style="font-weight:bold">Clause affected</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span style="font-weight:bold">How affected</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span style="font-weight:bold">Amending instrument</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>footnote to 3</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>ad</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A, Annex 2</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A, Annex 3, 1.6.3</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>ad</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A, Annex 5, 3.3</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A, Annex 6, 3.1.3, 3.5.1, 5.1</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A, Annex 7, Appendix 1, title of figure A7.A1.1, 4</span></p></td><td style="width:89.85pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr><tr><td style="width:170.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Appendix A, Annex 7, 4</span></p></td><td style="width:89.85pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>am</span></p></td><td style="width:164.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p><span>Amendment 1</span></p></td></tr></tbody></table>

ad = added or inserted

am = amended

del = deleted or removed

rr = removed and replaced

 = clause renumbered. This takes the format of old no.  new no.

Source text: opening excerpt

Sourced from the Federal Register of Legislation (legislation.gov.au), CC BY 4.0.

APPENDIX A APPENDIX A

APPENDIX A

AGREEMENT

(Revision 2, including the amendments which entered into force on 16 October 1995)

_________

Addendum 65 : Regulation No. 66

Revision 1

Incorporating all valid text up to:

Supplement 1 to the original version of the Regulation - Date of entry into force: 3 September 1997

01 series of amendments - Date of entry into force: 9 November 2005

and the following amendments included by the Department of Infrastructure and Transport:

Erratum to the 01 series of amendments;

Corrigendum 1 to the 01 series of amendments, subject of Depositary Notification C.N.1151.2006 TREATIES-1 dated 13 December 2006;

Corrigendum 2 to the 01 series of amendments, subject of Depositary Notification C.N.553.2007 TREATIES-1 dated 10 May 2007;

Supplement 1 to the series 01 of the Regulation - Date of entry into force: 15 October 2008

02 series of amendments to the Regulation: Date of entry into force: 19 August 2010

UNIFORM TECHNICAL PRESCRIPTIONS CONCERNING THE APPROVAL OF LARGE PASSENGER VEHICLES WITH REGARD TO THE STRENGTH OF THEIR SUPERSTRUCTURE

_________

UNITED NATIONS

CHARACTERISTICS OF PLASTIC HINGES CHARACTERISTICS OF PLASTIC HINGES

CHARACTERISTICS OF PLASTIC HINGES

Characteristic curves

The general form of a Plastic Zone (PZ) characteristic curve is a non-linear load-deformation relationship measured on structural parts of the vehicle in laboratory tests.

Plastic Hinge characteristic curves are a bending moment (M) - rotational angle () relationship. The general form of a PH characteristic curve is shown in Figure A.8. A.1.1

Figure A8. A1.1 - Characteristic curve for a plastic hinge

Aspects of deformation ranges

2.2. The "working range" of the PH characteristic curve is the range covered by the calculation.

The working range shall not exceed the measured range, and may contain the fracture, but not the rapid-hardening range.

2.3. The PH characteristics to be used in the calculation shall contain the M- curve in the measured range.

Dynamic Characteristics

There are two kinds of PH and PZ characteristics: quasi-static and dynamic. The dynamic characteristics of a PH may be determined in two ways:

3.1. by dynamic impact testing of the component.

3.2. by using a dynamic factor Kd to transform the quasi-static PH characteristics.

This transformation means that the values of the quasi-static bending moment may be increased by Kd.

For steel structural elements Kd = 1.2 may be used without laboratory test.

Figure A8.A1. 2 - Derivation of plastic hinge dynamic characteristics from the static curve

1. Additional data and information 1. Additional data and information

1. Additional data and information

The superstructure may be shown to meet the requirements specified in paragraphs 5.1.1. and 5.1.2. of this Regulation by a computer simulation method approved by the technical service.

1.2. The material models and the input data utilized.

1.3. The values for defined masses, centre of gravity and the moments of inertia used in the mathematical model.

2. The mathematical model 2. The mathematical model

2. The mathematical model

2.1. the technical service may require tests to be carried out on the actual vehicle structure to prove the validity of the mathematical model and to verify the assumptions made in the model.

2.2. the total mass and the centre of gravity position used in the mathematical model shall be identical to those of the vehicle to be approved.

3. Requirements for the algorithm and si 3. Requirements for the algorithm and simulation program, and for computing equipment