Commission Delegated Regulation (EU) 2017/79 of 12 September 2016 establishing detailed technical requirements and test procedures for the EC type-approval of motor vehicles with respect to their 112-based eCall in-vehicles systems, of 112-based eCall in-vehicle separate technical units and components and supplementing and amending Regulation (EU) 2015/758 of the European Parliament and of the Council with regard to the exemptions and applicable standards (Text with EEA relevance. )

Article 1

Subject matter

This Regulation establishes detailed technical requirements and test procedures for the EC type-approval of the vehicles referred to in Article 2 of Regulation (EU) 2015/758 in respect of their 112-based eCall in-vehicle systems and of 112-based eCall in-vehicle separate technical units (‘STUs’) and components.

Article 2

Classes of vehicles exempted from the requirement to be equipped with a 112-based eCall in-vehicle system

The classes of vehicles which for technical reasons cannot be fitted with an appropriate eCall triggering mechanism and for that reason are exempted from the requirement to be equipped with a 112-based eCall in-vehicle system are listed in Annex IX.

Article 3

Multi-stage approval of special purpose vehicles

In case of multi-stage type-approval of the special purpose vehicles defined in points 5.1 and 5.5 of part A of Annex II to Directive 2007/46/EC, the type-approval granted at a previous stage in respect of the installation of a 112-based eCall in-vehicle system in the (base) vehicle shall remain valid, provided that the 112-based eCall in-vehicle system and the relevant sensors are not modified.

Article 4

Definitions

For the purposes of this Regulation the following definitions shall apply:

(1) ‘vehicle type with regard to the installation of a 112-based eCall in-vehicle system’ means motor vehicles that do not differ in such essential respects as the characteristics of the integration within the vehicle as well as the functionality and capability of essential hardware deploying an in-vehicle emergency call.

(2) ‘type of 112-based eCall in-vehicle STU’ means a combination of specific hardware which does not differ in such essential respects as the characteristics, functionality and capability of deploying an in-vehicle emergency call when installed in a motor vehicle.

(3) ‘type of 112-based eCall in-vehicle system component’ means specific hardware which does not differ in such essential respects as the characteristics, functionality and capability of facilitating the deployment of an in-vehicle emergency call when integrated in a 112-based eCall in-vehicle STU or 112-based eCall in-vehicle system.

(4) ‘representative arrangement of parts’ means all parts required by the 112-based eCall in-vehicle system to successfully populate and transmit in an in-vehicle emergency call the minimum set of data referred to in the standard EN 15722:2015 ‘Intelligent transport systems — eSafety — eCall minimum set of data’ (‘MSD’) including the control module, the power source, the mobile network communication module, the Global Navigation Satellite System receiver and the external Global Navigation Satellite System antenna and their connectors and wiring;

(5) ‘control module’ means a component of the e-Call in-vehicle system designed to ensure the combined functioning of all modules, components and features of the system;

(6) ‘power source’ means the component that supplies power to the 112-based e-Call in-vehicle system, including a back-up source if fitted, which feeds the system after the test referred to in point 2.3 of Annex I;

(7) ‘eCall log file’ means any record generated at the moment of an automatic or manual eCall activation which is stored within the internal memory of the 112-based eCall in-vehicle system and consists only of the MSD;

(8) ‘Global Navigation Satellite System’ (‘GNSS’) means an infrastructure composed of a constellation of satellites and a network of ground stations, which provides accurate timing and geolocation information to users having an appropriate receiver;

(9) ‘Satellite-Based Augmentation System’ (‘SBAS’) means a regional navigation satellite system for monitoring and correcting signals emitted by existing global satellite navigation systems, giving the users better performance in terms of accuracy and integrity;

(10) ‘cold start mode’ means the condition of a GNSS receiver when position, velocity, time, almanac and ephemeris data are not stored in the receiver and therefore the navigation solution is to be calculated by means of a full sky search;

(11) ‘up-to-date location’ means the last known vehicle position determined at the latest moment possible before generation of the MSD;

(12) ‘test eCall’ means an eCall for testing purposes, which can be clearly distinguished from a real eCall or which does not reach the Public Safety answering Point (‘PSAP’).

Article 5

Requirements and test procedures for EC type-approval of motor vehicles with regard to the installation of 112-based eCall in-vehicle systems

For the purpose of extending the EC type-approval granted in accordance with paragraph (1) before 1 January 2027, the technical service may exempt 112-based eCall in-vehicle system from full-scale impact test as specified in Annex II and from the subsequent audio equipment test as specified in Annex III. The changes of the modified 112-based eCall in-vehicle system as compared to the originally approved system shall be documented and explained by the manufacturer to the technical service and the type-approval authority:

(a) Where the communication part is modified without impacting other components of the 112-based eCall in-vehicle system and a vehicle crash-test is conducted for other purposes, the 112-based eCall in-vehicle system shall be included and the full-scale impact test as specified in Annex II and the subsequent audio equipment test as specified in Annex III shall be conducted.

(b) Where the modification of the communication part of a 112-based eCall in-vehicle system has an impact on its other parts, the full-scale impact test as specified in Annex II and the subsequent audio equipment test as specified in Annex III shall be conducted.

Article 6

Requirements and test procedures for EC type-approval of 112-based eCall in-vehicle system components

Article 7

Requirements and test procedures for EC type-approval of 112-based eCall in-vehicle STUs

Article 8

Obligations of the Member States

Member States shall refuse to grant EC type-approval for new types of motor vehicles that do not comply with the requirements set out in this Regulation.

Article 9

Amendments to Regulation (EU) 2015/758

The second subparagraph of Article 5(8) of Regulation (EU) 2015/758 is replaced by the following:

‘The technical requirements and tests referred to in the first subparagraph shall be based on the requirements set out in paragraphs 2 to 7 and on the available standards relating to eCall, where applicable, including:

(a) EN 16072:2015 “Intelligent transport systems — eSafety — Pan-European eCall operating requirements”;

(b) EN 16062:2015 “Intelligent transport systems — eSafety — eCall high level application requirements (HLAR)”;

(c) EN 16454:2015 “Intelligent transport systems — ESafety — Ecall end to end conformance testing”;

(d) EN 15722:2015 “Intelligent transport systems — eSafety — eCall minimum set of data (MSD)”;

(e) EN 16102:2011 “Intelligent transport systems — eCall — Operating requirements for third party support”;

(f) any additional European standards relating to the eCall system adopted in conformity with the procedures laid down in Regulation (EU) No 1025/2012 of the European Parliament and of the Council (^*1), or Regulations of the United Nations Economic Commission for Europe (UNECE Regulations) relating to eCall systems to which the Union has acceded.

Article 10

Entry into force and application

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

It shall apply from 31 March 2018.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

TABLE OF CONTENTS

ANNEX I

Technical requirements and procedures for testing the resistance of eCall in-vehicle systems to severe crashes (high-severity deceleration test)

1. Requirements

1.1.1. The high-severity deceleration test of eCall in-vehicle systems, STUs and components, carried out in accordance with point 2, shall be considered satisfactory if the following requirements are demonstrated post-deceleration/acceleration event.

1.1.2. MSD emission and encoding: The eCall system or representative arrangement shall be able to successfully transmit an MSD to a PSAP test point.

1.1.3. Incident time determination: The eCall system or representative arrangement shall be able to determine an up-to-date timestamp for an eCall incident.

1.1.4. Position determination: The eCall system or representative arrangement shall be able to determine accurately the up-to-date vehicle location, including two recent vehicle locations before the generation of the data for the MSD.

1.1.5. Mobile network connectivity: The eCall system or representative arrangement shall be able to connect to and transmit data via the mobile network.

2. Test procedure

The purpose of this test is to verify the sustained functionality of the 112-based eCall system after being subjected to inertial loads which may occur during a severe vehicle crash.

2.3.	Deceleration/acceleration procedure2.3.1. The following conditions shall apply: (a) The test shall be conducted at an ambient temperature of 20 ± 10 °C. (b) At the beginning of the test, the power supply shall be charged sufficiently to allow performing the subsequent verification tests. 2.3.2. The tested parts shall be connected to the test fixture by the intended mountings provided for the purpose of attaching them to a vehicle. If the intended mountings of the power source are specifically designed to break in order to release the power source in an impact event, they shall not be included in the test. The technical service shall verify that such release in a real-life high-severity crash event shall not impair the functionality of the system (e.g. no disconnection from the power source). 2.3.3. If additional brackets or fixtures are used as part of the deceleration/acceleration facility, these shall provide a sufficiently rigid connection to the deceleration/acceleration facility to not affect the outcome of the test. 2.3.4. The eCall system shall be decelerated or accelerated in compliance with the pulse corridor that is specified in the Table and Figure. The acceleration/deceleration shall be measured at a rigid part of the deceleration/acceleration facility and filtered at CFC-60. 2.3.5. The test pulse shall be within the minimum and maximum values as specified in the Table. The maximum velocity change ΔV shall be 70 km/h [+ 0/– 2 km/h]. However, if with the agreement of the manufacturer, the test was performed at a higher acceleration or deceleration level, a higher ΔV and/or longer duration the test shall be considered satisfactory. 2.3.6. The parts referred to in point 2.2 shall be tested in a worst case configuration. Their position and orientation on the sled shall correspond to the installation recommendations of the manufacturer and shall be indicated in the type-approval certificate issued under Implementing Regulation (EU) 2017/78. 2.3.7. Description of the test pulseFigure Minimum and maximum curve of the test pulse (pulse corridor) Text of image Acceleration/Decceleration [g] Time [ms] Table Acceleration/deceleration values of the minimum and maximum curve of the test pulse Point Time (ms) Acceleration/Deceleration (g) A 10 0 B 34 65 C 38 65 D 46 0 E 0 16 F 25 77 G 47 77 H 60 0
2.3.1.	The following conditions shall apply: (a) The test shall be conducted at an ambient temperature of 20 ± 10 °C. (b) At the beginning of the test, the power supply shall be charged sufficiently to allow performing the subsequent verification tests.
2.3.2.	The tested parts shall be connected to the test fixture by the intended mountings provided for the purpose of attaching them to a vehicle. If the intended mountings of the power source are specifically designed to break in order to release the power source in an impact event, they shall not be included in the test. The technical service shall verify that such release in a real-life high-severity crash event shall not impair the functionality of the system (e.g. no disconnection from the power source).
2.3.3.	If additional brackets or fixtures are used as part of the deceleration/acceleration facility, these shall provide a sufficiently rigid connection to the deceleration/acceleration facility to not affect the outcome of the test.
2.3.4.	The eCall system shall be decelerated or accelerated in compliance with the pulse corridor that is specified in the Table and Figure. The acceleration/deceleration shall be measured at a rigid part of the deceleration/acceleration facility and filtered at CFC-60.
2.3.5.	The test pulse shall be within the minimum and maximum values as specified in the Table. The maximum velocity change ΔV shall be 70 km/h [+ 0/– 2 km/h]. However, if with the agreement of the manufacturer, the test was performed at a higher acceleration or deceleration level, a higher ΔV and/or longer duration the test shall be considered satisfactory.
2.3.6.	The parts referred to in point 2.2 shall be tested in a worst case configuration. Their position and orientation on the sled shall correspond to the installation recommendations of the manufacturer and shall be indicated in the type-approval certificate issued under Implementing Regulation (EU) 2017/78.
2.3.7.	Description of the test pulseFigure Minimum and maximum curve of the test pulse (pulse corridor) Text of image Acceleration/Decceleration [g] Time [ms] Table Acceleration/deceleration values of the minimum and maximum curve of the test pulse Point Time (ms) Acceleration/Deceleration (g) A 10 0 B 34 65 C 38 65 D 46 0 E 0 16 F 25 77 G 47 77 H 60 0
Point	Time (ms)	Acceleration/Deceleration (g)
A	10	0
B	34	65
C	38	65
D	46	0
E	0	16
F	25	77
G	47	77
H	60	0

ANNEX II

Full-scale impact test assessment

1. Requirements

1.1.1. The full-scale impact assessment of vehicles with eCall in-vehicle systems installed, carried out in accordance with point 2, shall be considered satisfactory if the following requirements are demonstrated post-impact.

1.1.2. Automatic triggering: The eCall system shall automatically initiate an eCall after an impact in accordance with UN Regulation No 94 (Annex 3) as well as UN Regulation No 95 (Annex 4), as applicable.

1.1.3. Call status indication: The eCall system shall inform the occupants about the current status of the eCall (status indicator) using a visual and/or audible signal.

1.1.4. MSD emission and encoding: The eCall system shall be able to successfully transmit an MSD to a PSAP test point via the mobile network.

1.1.5. Vehicle-specific data determination: The eCall system shall be able to populate accurately the mandatory vehicle-specific data fields of the MSD.

1.1.6. Position determination: The eCall system shall be able to determine accurately the up-to-date vehicle location, including two recent vehicle locations before the generation of the data for the MSD.

2. Test procedure

The purpose of this test is to verify the automatic triggering function and the sustained functionality of the 112-based eCall in-vehicle system in vehicles that are subjected to a frontal impact or a side impact.

2.2. The following tests shall be performed on a vehicle with an eCall in-vehicle system installed.

2.5. The positioning test procedure defined in point 2.5 of Annex I to this Regulation shall apply.

3. Verification procedure

3.1.Verification of the Minimum Set of Data (MSD)

3.1.1.Verify each of the following items in at least one of the test eCalls:

(a) Verify that an eCall was triggered automatically by the full-scale impact event. This shall be verified by a record of the PSAP test point showing that it received an eCall following the impact event and that the MSD control indicator was set to ‘automatically initiated eCall’.

(b) Verify that the eCall status indicator indicated an eCall sequence following the automatic or manual trigger. This shall be verified by a record showing that an indication sequence was performed on all sensory channels specified in the manufacturer’s documentation (visual and/or audible).

(c) Verify that an MSD was received by the PSAP test point. This shall be verified by a record of the PSAP test point showing that an MSD emitted from the vehicle following the automatic trigger was received and successfully decoded.

(d) Verify that the MSD contained accurate vehicle-specific data. This shall be verified by a record of the dedicated PSAP test point showing that the information transmitted in the fields regarding vehicle type, vehicle identification number (VIN) and vehicle propulsion storage type does not deviate from the information specified in the type-approval application.

(e) Verify that the MSD contained an accurate, up-to-date location. This shall be verified in accordance with the Positioning Test Procedure as defined in point 2.5 of Annex I by a test record showing that the deviation between IVS location and true location, d_IVS, is less than 150 metres and the confidence bit transmitted to the PSAP test point indicates ‘position can be trusted’. If no GNSS signals are available at the impact test location, the vehicle can be moved to an appropriate location before performing the test eCall.

(f) Verify that the MSD contained the two recent locations before the generation of the data for the MSD. This shall be verified by a record of the PSAP test point showing that it received the ‘recentVehicleLocationN1’ and ‘recentVehicleLocationN2’.

(g) Verify that the MSD contained an up-to-date timestamp. This shall be verified by a test record showing that the timestamp contained in the MSD received by the PSAP test point does not deviate from the exact recorded time of the trigger activation by more than 60 seconds.

3.2.If the automatic test eCall could not be performed successfully due to vehicle-external factors, it shall be permissible to verify the automatic trigger following the impact via the internal record transaction function of the in-vehicle system. This register shall be capable to store received trigger signals in non-volatile memory. The test engineer shall have access to the data stored in the in-vehicle system and shall verify that no record of automatic trigger signal is stored before the impact event and that a record of an automatic trigger signal is stored after the impact event.