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. )

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.

3.3.If the test eCall was performed with the vehicle connected to an off-vehicle power supply (in cases where the impact test was carried out with the standard vehicle power supply not installed), verify that the on-board electrical system feeding the eCall in-vehicle system remained intact. This shall be verified by a record of a test engineer confirming a successful check of the integrity of the on-board electrical system including the dummy in-vehicle power source (visual inspection for mechanical damage to either the power source’s mounting bracket or its structure) and the connections via its terminals.

3.4.Verification of Power-Supply test

3.4.1.The requirement is determined to have been passed if the eCall in-vehicle system is capable to communicate for the required period, as specified in point 2 of Annex X. Otherwise, the test is determined to have been failed.

ANNEX III

Crash resistance of audio equipment

1. Requirements

1.1.1. The assessment of the crash resistance of the eCall audio equipment 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 as regards the frontal impact test as well as the side impact test, as applicable.

1.1.3. Voice communication: The eCall system shall allow hands-free voice communication (send and receive direction) of sufficient intelligibility between vehicle occupants and an operator.

2. Test procedure

The purpose of this test is to verify that loudspeaker(s) and microphone(s) are successfully connected and that the audio equipment remained functional after the vehicle has been subjected to the frontal impact or the side impact test.

2.2. The following verification test shall be performed on a vehicle with the eCall in-vehicle system installed that has been subjected to a full-scale impact according to Regulation No 94, Annex 3 for frontal impact or UN Regulation No 95, Annex 4 for side impact, as set out in point 1.1.1 above.

Appendix

Test sentences

3.2.   English 3.3.   Finnish 3.4.   French 3.5.   German 3.6.   Italian 3.7.   Polish 3.8.   Spanish

ANNEX IV

Co-existence of third party services (TPS) with the 112-based eCall in-vehicle systems

1. Requirements

2. Test procedure

The purpose of this test procedure is to verify for eCall in-vehicle systems that shall be used in conjunction with a TPS eCall in-vehicle system, that there is only one system active at a time and that the 112-based system is triggered automatically in the event that the TPS system does not function.

2.2. The following tests shall be performed either on a vehicle with an eCall in-vehicle system installed or on a representative arrangement of parts.

ANNEX V

Automatic triggering mechanism

1. Requirements

1.1. The following requirements apply to vehicles with eCall in-vehicle systems installed.

ANNEX VI

Technical requirements for compatibility of eCall in-vehicle systems with the positioning services provided by the Galileo and the EGNOS systems

1. Requirements

1.1.1. The ‘Galileo system compatibility’ shall be: the reception and processing of the signals from the Open Service of Galileo, using it in the computation of the final position.

1.1.2. The ‘EGNOS system compatibility’ shall be: the reception of the corrections from the Open Service of EGNOS and its application to the GNSS signals, in particular GPS.

1.1.3. The compatibility of the eCall in-vehicle systems with the positioning services provided by the Galileo and the EGNOS systems shall be compliant with respect to positioning capabilities in section 1.2 and demonstrated by performing the test methods in section 2.

1.1.4. The testing procedures in section 2.2 can be performed either on the eCall unit including post processing ability or directly on the GNSS receiver being a part of the eCall.

1.2.1. The GNSS receiver shall be able to output the navigation solution in a NMEA-0183 protocol format (RMC, GGA, VTG, GSA and GSV message). The eCall setup for NMEA-0183 messages output shall be described in the operation manual.

1.2.2. The GNSS receiver being a part of the eCall shall be capable of receiving and processing individual GNSS signals in L1/E1 band from at least two global navigation satellite systems, including Galileo and GPS.

1.2.3. The GNSS receiver being a part of the eCall shall be capable of receiving and processing combined GNSS signals in L1/E1 band from at least two global navigation satellite systems, including Galileo and GPS; and SBAS.

1.2.4. The GNSS receiver being a part of the eCall shall be able to provide positioning information in WGS-84 coordinate system.

1.2.5. Horizontal position error shall not exceed:

1.2.6. The specified requirements for accuracy shall be provided:

1.2.7. Cold start time to first fix shall not exceed

1.2.8. GNSS signal re-acquisition time after block out of 60 seconds at signal level down to minus 130 dBm shall not exceed 20 seconds after recovery of the navigation satellite visibility.

1.2.9. Sensitivity at receiver input shall be:

1.2.10. The GNSS receiver shall be able to obtain a position fix at least every second.

2. Test methods

2.1.1. The test object is the eCall, which includes a GNSS receiver and a GNSS antenna, specifying navigation characteristics and features of the tested system.

2.1.2. The number of the eCall test samples shall be at least 3 pieces and can be tested in parallel.

2.1.3. The eCall is provided for the test with the installed SIM-card, operation manual and the software (provided on electronic media).

2.1.4. The attached documents shall contain the following data:

2.1.5. Tests are carried out in normal climatic conditions in accordance with standard ISO 16750-1:2006:

2.1.6.	Tests of the eCall in respect of its GNSS receiver shall be performed with the test and auxiliary equipment specified in Table 1. Table 1 Recommended list of measurement instruments, test and auxiliary equipment Equipment name Required technical characteristics of test equipment Scale range Scale accuracy Global navigation satellite system simulator of Galileo and GPS signals Number of simulated signals: at least 12 Mean square deviation of random accuracy component of pseudo-range to Galileo and GPS satellites not more than: — stadiometric code phase: 0,1 metres; — communication carrier phase: 0,001 metres; — pseudovelocity: 0,005 metres/second. Digital stopwatch Maximum count volume: 9 hours 59 minutes 59,99 seconds Daily variation at 25 (± 5) °С not more than 1,0 seconds. Time discreteness 0,01 seconds. Vector network analyser Frequency range: 300 kHz .. 4 000 kHz Dynamic range: (minus 85 .. 40) dB Accuracy F = ± 1·10– 6 kHz Accuracy D = (0,1 .. 0,5) dB Low-noise amplifier Frequency range: 1 200 .. 1 700 MHz Noise coefficient: not more 2,0 dB Amplifier gain coefficient: 24 dB Attenuator 1 Dynamic range: (0 .. 11) dB Accuracy ± 0,5 dB Attenuator 2 Dynamic range: (0 .. 110) dB Accuracy ± 0,5 dB Power source Range of direct current voltage setting: from 0,1 to 30 volts Accuracy V = ± 3 % Current intensity of output voltage: at least 3 amperes Accuracy A = ± 1 % Note: it is allowed to apply other similar types of equipment providing determination of characteristics with the required accuracy.
Equipment name	Required technical characteristics of test equipment
Scale range	Scale accuracy
Global navigation satellite system simulator of Galileo and GPS signals	Number of simulated signals: at least 12	Mean square deviation of random accuracy component of pseudo-range to Galileo and GPS satellites not more than: — stadiometric code phase: 0,1 metres; — communication carrier phase: 0,001 metres; — pseudovelocity: 0,005 metres/second.
Digital stopwatch	Maximum count volume: 9 hours 59 minutes 59,99 seconds	Daily variation at 25 (± 5) °С not more than 1,0 seconds. Time discreteness 0,01 seconds.
Vector network analyser	Frequency range: 300 kHz .. 4 000 kHz Dynamic range: (minus 85 .. 40) dB	Accuracy F = ± 1·10– 6 kHz Accuracy D = (0,1 .. 0,5) dB
Low-noise amplifier	Frequency range: 1 200 .. 1 700 MHz Noise coefficient: not more 2,0 dB Amplifier gain coefficient: 24 dB
Attenuator 1	Dynamic range: (0 .. 11) dB	Accuracy ± 0,5 dB
Attenuator 2	Dynamic range: (0 .. 110) dB	Accuracy ± 0,5 dB
Power source	Range of direct current voltage setting: from 0,1 to 30 volts	Accuracy V = ± 3 %
Current intensity of output voltage: at least 3 amperes	Accuracy A = ± 1 %
Note: it is allowed to apply other similar types of equipment providing determination of characteristics with the required accuracy.
2.1.7.	Unless otherwise specified, GNSS signal simulation shall follow ‘Open sky’ pattern as shown in Figure 1. Figure 1 Open sky definition Zone Elevation range (degrees) Azimuth range (degrees) A 0 – 5 0 – 360 Background Area out of Zone A Text of image Backward Left Right Forward Attenuation: x1 dB Attenuation: x2 dB
---	---	---
Zone	Elevation range (degrees)	Azimuth range (degrees)
A	0 – 5	0 – 360
Background	Area out of Zone A
2.1.8.	Open Sky plot — Attenuation: 0 dB A – 100 dB or signal is switched off
---	---
	0 dB
A	– 100 dB or signal is switched off

2.2.1.1. Make connections according to Figure 2. Figure 2 Diagram of test stand Text of image Power supply adapter Signal Stimulator eCall PC

2.2.1.2. Prepare and turn on the eCall. By means of operation manual and developer software, set up the GNSS receiver for receiving signals from Galileo, GPS and SBAS. Set up the GNSS receiver to output NMEA-0183 messages (messages RMC, GGA, VTG, GSA and GSV).

2.2.1.3.	Set up the simulator according to the simulator user guide. Initialize simulator script with the parameters, given in Table 2 for Galileo, GPS and SBAS signals. Table 2 Main parameters of simulation script for static scenario Simulated parameter Value Test duration, hh:mm:ss 01:00:00 Output frequency 1 hertz eCall location Any specified land point between latitude range 80°N and 80°S in coordinate system WGS-84 Troposphere: Standard predefined model by the GNSS simulator Ionosphere: Standard predefined model by the GNSS simulator PDOP value in the test interval 2,0 ≤ PDOP ≤ 2,5 Simulated signals — Galileo (E1 frequency band OS); — GPS (L1 frequency band C/A code); — combined Galileo/GPS/SBAS. Signal strength: —  GNSS Galileo; minus 135 dBm; —  GNSS GPS. minus 138,5 dBm. Number of simulated satellites: — at least 6 Galileo satellites; — at least 6 GPS satellites; — at least 2 SBAS satellites
Simulated parameter	Value
Test duration, hh:mm:ss	01:00:00
Output frequency	1 hertz
eCall location	Any specified land point between latitude range 80°N and 80°S in coordinate system WGS-84
Troposphere:	Standard predefined model by the GNSS simulator
Ionosphere:	Standard predefined model by the GNSS simulator
PDOP value in the test interval	2,0 ≤ PDOP ≤ 2,5
Simulated signals	— Galileo (E1 frequency band OS); — GPS (L1 frequency band C/A code); — combined Galileo/GPS/SBAS.
Signal strength:
—  GNSS Galileo;	minus 135 dBm;
—  GNSS GPS.	minus 138,5 dBm.
Number of simulated satellites:	— at least 6 Galileo satellites; — at least 6 GPS satellites; — at least 2 SBAS satellites

2.2.1.4. By means of corresponding serial interface, set the connection between the eCall and PC. Control the possibility of receiving navigation information via NMEA-0183 protocol. The value of field 6 in the GGA messages is set to ‘2’.

2.2.1.5. Test results are considered successful if navigation information via NMEA-0183 protocol is received in all the eCall samples.

2.2.1.6. The test of NMEA-0183 messages output and the assessment of the positioning accuracy in autonomous static mode can be combined.

2.2.2.1. Make connections according to Figure 2.

2.2.2.2. Prepare and turn on the eCall. By means of developer software, make sure that the GNSS receiver is set up for receiving Galileo, GPS and SBAS combined signals. Set up the GNSS receiver to output messages according to the NMEA-0183 protocol (GGA, RMC, VTG, GSA and GSV messages).

2.2.2.3. Set up the simulator in accordance with its operational manual. Start simulation of combined Galileo, GPS and SBAS signals script with the set parameters given in Table 2.

2.2.2.4. Set up the recording of NMEA-0183 messages after receiving the navigation solution. Up to the moment the simulation script is complete, the NMEA-0183 messages are output by the GNSS receiver to a file.

2.2.2.5. Upon receiving the navigation solution set up recording of NMEA-0183 messages output by the GNSS receiver to a file, up to the moment the simulation script is complete.

2.2.2.6. Extract coordinates: latitude (B) and longitude (L) contained in GGA (RMC) messages.

2.2.2.7.	Calculate the systematic inaccuracy of coordinate's determination on stationary intervals according to formulas (1), (2), for example for latitude coordinate (B): (1) ΔB(j) = B(j) – Btruej, (2) , — Btruej is the actual value of B coordinate in j time moment, in arc-seconds. — B(j) is the determined value of B coordinate in j time moment by the GNSS receiver, in arc-seconds. — N is the amount of GGA (RMC) messages, received during the test of GNSS receiver.
(1)	ΔB(j) = B(j) – Btruej,
(2)	,

2.2.2.8. Similarly calculate the systematic inaccuracy of L (longitude) coordinate.

2.2.2.9.	Calculate standard deviation (SD) value according to formula (3) for B coordinate: (3) ,
(3)	,

2.2.2.10. Similarly calculate the SD value for L (longitude) coordinate.

2.2.2.11. Convert calculated coordinates and SD values of latitude and longitude determination from arc-seconds to meters according to formulas (4) – (5).

2.2.2.12.	For latitude: (4-1) , (4-2) ,
(4-1)	,
(4-2)	,
2.2.2.13.	For longitude: (5-1) , (5-2) , — а — Semi-major axis of ellipsoid, metres — e — first eccentricity, [0 – 1] — φ — determined value of latitude, radians.
---	---
(5-1)	,
(5-2)	,
—	а — Semi-major axis of ellipsoid, metres
—	e — first eccentricity, [0 – 1]
—	φ — determined value of latitude, radians.
2.2.2.14.	Calculate horizontal position error according to formula (6): (6) ,
---	---
(6)	,

2.2.2.15. Repeat test procedures according to 2.2.2.3 – 2.2.2.14 for GNSS Galileo signals with simulation parameters, given in Table 2.

2.2.2.16. Repeat test procedures according to 2.2.2.3 – 2.2.2.14 only for GPS GNSS signals with simulation parameters, given in Table 2.

2.2.2.17. Repeat test procedures according to 2.2.2.3 – 2.2.2.16 with other eCall samples, provided for the test.

2.2.2.18. Determine average values according to (6) obtained for all tested eCall samples.

2.2.2.19. Tests results are considered satisfactory if horizontal position errors as defined by formula (6) obtained with all eCall samples do not exceed 15 metres under open sky conditions at confidence level 0,95 probability for all simulation scripts.

2.2.3.1.	Repeat test procedures described in section 2.2.2, but 2.2.2.15 – 2.2.2.16 with simulation script for manoeuvring movement, given in Table 3. Table 3 Main parameters of simulation script for manoeuvring movement Simulated parameter Value Test duration, hh:mm:ss 01:00:00 Output frequency 1 hertz eCall location Any specified land point between latitude range 80°N and 80°S in coordinate system WGS-84 Model of movement: Manoeuvring movement —  speed, km/h; 140 —  turning radius, metres; 500 —  turning acceleration, metres/second2. 0,2 Troposphere: Standard predefined model by the GNSS simulator Ionosphere: Standard predefined model by the GNSS simulator PDOP value in the test time interval 2,0 ≤ PDOP ≤ 2,5 Simulated signals Combined Galileo/GPS/SBAS Signal strength: —  GNSS Galileo; minus 135 dBm; —  GNSS GPS. minus 138,5 dBm. Number of simulated satellites: — at least 6 Galileo satellites; — at least 6 GPS satellites; — at least 2 SBAS satellites
Simulated parameter	Value
Test duration, hh:mm:ss	01:00:00
Output frequency	1 hertz
eCall location	Any specified land point between latitude range 80°N and 80°S in coordinate system WGS-84
Model of movement:	Manoeuvring movement
—  speed, km/h;	140
—  turning radius, metres;	500
—  turning acceleration, metres/second2.	0,2
Troposphere:	Standard predefined model by the GNSS simulator
Ionosphere:	Standard predefined model by the GNSS simulator
PDOP value in the test time interval	2,0 ≤ PDOP ≤ 2,5
Simulated signals	Combined Galileo/GPS/SBAS
Signal strength:
—  GNSS Galileo;	minus 135 dBm;
—  GNSS GPS.	minus 138,5 dBm.
Number of simulated satellites:	— at least 6 Galileo satellites; — at least 6 GPS satellites; — at least 2 SBAS satellites

2.2.3.2. Determine average values according to (6) obtained for all tested eCall samples.

2.2.3.3. Tests results are considered satisfactory if horizontal position errors obtained with all eCall samples do not exceed 15 metres under open sky conditions at confidence level 0,95 probability.

2.2.4.1.	Repeat test procedures described in section 2.2.3 for simulation script for movement in shadow areas and areas of intermittent reception of navigation signals (given in Table 4) with an urban canyon signal pattern described in Figure 3. Table 4 Main parameters of movement in shadow areas and areas of intermittent reception of navigation signals Simulated parameter Value Test duration, hh:mm:ss 01:00:00 Output frequency 1 hertz eCall location Any specified land point between latitude range 80°N and 80°S in coordinate system WGS-84 Model of movement: Manoeuvring movement —  speed, km/h; 140 —  turning radius, metres; 500 —  turning acceleration, metres/second2. 0,2 Satellite visibility: —  signal visibility intervals, seconds; 300 —  signal absence intervals, seconds. 600 Troposphere: Standard predefined model by the GNSS simulator Ionosphere: Standard predefined model by the GNSS simulator PDOP value in the test time interval 3,5 ≤ PDOP ≤ 4,0 Simulated signals Combined Galileo/GPS/SBAS Signal strength: —  GNSS Galileo; minus 135 dBm; —  GNSS GPS. minus 138,5 dBm. Number of simulated satellites: — at least 6 Galileo satellites; — at least 6 GPS satellites; — at least 2 SBAS satellites Figure 3 Urban canyon definition Zone Elevation range (degrees) Azimuth range (degrees) A 0 – 5 0 – 360 B 5 – 30 210 – 330 C 5 – 30 30 – 150 Background Area out of Zone A, B, C Text of image Backward Right Left Attenuation: x3 dB Forward Attenuation: x1 dB Attenuation x2 dB
Simulated parameter	Value
Test duration, hh:mm:ss	01:00:00
Output frequency	1 hertz
eCall location	Any specified land point between latitude range 80°N and 80°S in coordinate system WGS-84
Model of movement:	Manoeuvring movement
—  speed, km/h;	140
—  turning radius, metres;	500
—  turning acceleration, metres/second2.	0,2
Satellite visibility:
—  signal visibility intervals, seconds;	300
—  signal absence intervals, seconds.	600
Troposphere:	Standard predefined model by the GNSS simulator
Ionosphere:	Standard predefined model by the GNSS simulator
PDOP value in the test time interval	3,5 ≤ PDOP ≤ 4,0
Simulated signals	Combined Galileo/GPS/SBAS
Signal strength:
—  GNSS Galileo;	minus 135 dBm;
—  GNSS GPS.	minus 138,5 dBm.
Number of simulated satellites:	— at least 6 Galileo satellites; — at least 6 GPS satellites; — at least 2 SBAS satellites
Zone	Elevation range (degrees)	Azimuth range (degrees)
A	0 – 5	0 – 360
B	5 – 30	210 – 330
C	5 – 30	30 – 150
Background	Area out of Zone A, B, C
2.2.4.2.	Urban canyon plot- Attenuation: 0 dB B – 40 dB C – 40 dB A – 100 dB or signal is switched off
---	---
	0 dB
B	– 40 dB
C	– 40 dB
A	– 100 dB or signal is switched off

2.2.4.3. Tests results are considered satisfactory if horizontal position errors obtained with all eCall samples do not exceed 40 metres in urban canyon conditions at confidence level 0,95 probability.

2.2.5.1. Prepare and turn on the eCall. By means of developer software, make sure that GNSS module is set to receive Galileo and GPS signals.

2.2.5.2. Delete all position, velocity, time, almanac and ephemeris data from the GNSS receiver.

2.2.5.3. Set up the simulator according to the simulator user guide. Initialize simulator script with the parameters, given in Table 2 for Galileo and GPS signals with signal level minus 130 dBm.

2.2.5.4. By means of a stopwatch, measure time interval between signal simulation start and the first navigation solution result.

2.2.5.5. Conduct test procedures according to 2.2.5.2 – 2.2.5.4 at least 10 times.

2.2.5.6. Calculate average time to first fix in cold start mode based on measurements for all eCall samples, provided for the test.

2.2.5.7. The test result is considered to be positive, if average values of time to first fix calculated as described in 2.2.5.6, do not exceed 60 seconds for signal level down to minus 130 dBm for all the simulated signals.

2.2.5.8. Repeat test procedure according to 2.2.5.1 – 2.2.5.5 with signal level minus 140 dBm.

2.2.5.9. The test result according to 2.2.5.8 is considered to be positive, if average values of time to first fix, calculated as described in 2.2.5.6 do not exceed 300 seconds for signal level down to minus 140 dBm for all the simulated signals.

2.2.6.1. Prepare and turn on the eCall according to operational manual. By means of the developer software, make sure that GNSS receiver is set up to receive Galileo and GPS signals.

2.2.6.2. Set up the simulator according to the simulator user guide. Initialize simulator script with the parameters, given in Table 2 for Galileo and GPS signals with signal level minus 130 dBm.

2.2.6.3. Wait for 15 minutes and make sure the GNSS receiver has calculated eCall position.

2.2.6.4. Disconnect the GNSS antenna cable from the eCall and connect it again after time interval of 60 seconds. By means of stopwatch, determine time interval between cable connection moment and restoration of satellites tracking and calculation of the navigation solution.

2.2.6.5. Repeat test procedure according to 2.2.6.4 at least 10 times.

2.2.6.6. Calculate average value of re-acquisition time of satellite tracking signals by the eCall for all performed measurements and all eCall samples provided for the test.

2.2.6.7. The test result is considered to be positive, if average values of re-acquisition time after block out of 60 seconds measured as described in 2.2.6.6, do not exceed 20 seconds.

2.2.7.1. Turn on the vector network analyser. Calibrate the vector network analyser according to its operational manual.

2.2.7.2. Set up the diagram according to Figure 4. Figure 4 Diagram of path calibration Text of image Attenuator 2 0…110 dB Low-noise amplifier Attenuator 1 0…11 dB Vector network analyzer

2.2.7.3. Set zero signal path attenuation on attenuators. Measure the frequency response for a given signal path in the E1/L1 band of Galileo/GPS, respectively. Record the average path transmission factor in [dB] in this frequency band.

2.2.7.4. Assemble the circuit shown in Figure 5. Figure 5 Arrangement for evaluation of GNSS module sensitivity Text of image Signals simulator eCall Power supply Personal Computer Low-noise amplifier Attenuator 2 0…110 dB Attenuator 1 0…11 dB

2.2.7.5. Prepare and turn on eCall according to operational manual. By means of developer software make sure that GNSS receiver is set to receive Galileo and GPS signals. Clear the GNSS receiver RAM such that the ‘cold’ start mode of the GNSS receiver of the eCall is achieved. Check that the position, velocity and time information is reset.

2.2.7.6. Prepare GNSS signals simulator according to its operation manual. Start Galileo and GPS signals simulation script, with parameters given in Table 2. Set output power level of the simulator to minus 144 dBm.

2.2.7.7. By means of a stopwatch, measure time interval between signal simulation start and the first navigation solution result.

2.2.7.8. Set the signal path attenuation on attenuators such that the signal on eCall antenna input is equal to minus 155 dBm.

2.2.7.9. By means of a stopwatch, verify that the eCall still provides navigation solution for at least 600 seconds.

2.2.7.10. Set the signal path attenuation on attenuators such that the signal on eCall antenna input is equal to minus 150 dBm.

2.2.7.11. Disconnect the GNSS antenna cable from the eCall and connect it again after time interval of 20 seconds.

2.2.7.12. By means of stopwatch, determine time interval between cable connection moment and restoration of satellites tracking and calculation of the navigation solution.

2.2.7.13. The test result is considered to be positive in case:

ANNEX VII

In-vehicle system self-test

1. Requirements

1.1. The following requirements apply to vehicles with eCall in-vehicle system installed, STUs and (optionally for) components.

1.3.	Documentation requirements1.3.1. The manufacturer shall provide the technical service and the type-approval authority with documentation in accordance with the Table, which shall contain for each item the technical principle applied to monitor the item. Table Template of information for self-test function Item Technical principle applied for monitoring eCall ECU is in working order (e.g. no internal hardware failure, processor/memory is ready, logic function in expected default state) Mobile network antenna is connected Mobile network communication device is in working order (no internal hardware failure, responsive) GNSS antenna is connected GNSS receiver is in working order (no internal hardware failure, output within expected range) Crash control unit is connected No communication failures (bus connection failures) of relevant components in this table SIM is present (this item only applies if a removable SIM is used) Power source is connected Power source has sufficient charge (threshold at the discretion of the manufacturer)
1.3.1.	The manufacturer shall provide the technical service and the type-approval authority with documentation in accordance with the Table, which shall contain for each item the technical principle applied to monitor the item. Table Template of information for self-test function Item Technical principle applied for monitoring eCall ECU is in working order (e.g. no internal hardware failure, processor/memory is ready, logic function in expected default state) Mobile network antenna is connected Mobile network communication device is in working order (no internal hardware failure, responsive) GNSS antenna is connected GNSS receiver is in working order (no internal hardware failure, output within expected range) Crash control unit is connected No communication failures (bus connection failures) of relevant components in this table SIM is present (this item only applies if a removable SIM is used) Power source is connected Power source has sufficient charge (threshold at the discretion of the manufacturer)
Item	Technical principle applied for monitoring
eCall ECU is in working order (e.g. no internal hardware failure, processor/memory is ready, logic function in expected default state)
Mobile network antenna is connected
Mobile network communication device is in working order (no internal hardware failure, responsive)
GNSS antenna is connected
GNSS receiver is in working order (no internal hardware failure, output within expected range)
Crash control unit is connected
No communication failures (bus connection failures) of relevant components in this table
SIM is present (this item only applies if a removable SIM is used)
Power source is connected
Power source has sufficient charge (threshold at the discretion of the manufacturer)

2. Test procedure

2.1.1. The following test shall be performed, separately for each of the items listed in the Table, on the vehicle with an eCall in-vehicle system installed in accordance with Article 5, on the STU in accordance with Article 7 or on the component, that is made part of a complete system for the purpose of the test, in accordance with Article 6.

2.1.2. Simulate a malfunction of the eCall system by introducing a critical failure monitored by the self-test function according to the technical documentation provided by the manufacturer. The manufacturer shall provide a list of the checks and a description of how to trigger them.

2.1.3. Power the eCall system up (e.g. by switching the ignition ‘on’ or activating the vehicle's master control switch, as applicable) and verify that the malfunction indicator illuminates shortly afterwards.

2.1.4. Power the eCall system down (e.g. by switching the ignition ‘off’ or deactivating the vehicle's master control switch, as applicable) and restore it to normal operation.

2.1.5. Power the eCall system up and verify that the malfunction indicator does not illuminate or extinguishes shortly after illuminating initially.  For the failures which cannot be simulated or injected by the technical service, the manufactures shall provide a documentation describing the test procedure and the test results to the technical service.

3. Modification of type of 112-based eCall in-vehicle system or STU

3.1. When the manufacturer submits an application for revision or extension of an existing type-approval for the purpose of including an alternative GNSS antenna, electronic control unit, mobile network antenna and/or power source components, no retesting of 112-based eCall in-vehicle system components shall be required for the purpose of fulfilling the requirements of this Annex, provided that those type-approved components possess at least the same functional features and that they are covered by this Annex in accordance with Article 6(3).

4. Technical requirements to enable periodic roadworthiness tests

The purpose shall be to verify the following features of the eCall system:

(a) its correct operational status, by visual observation of the failure warning signal status following the activation of the vehicle master control switch and any bulb check. Where the failure warning signal is only displayed in a common space (the area on which two or more information functions or symbols may be displayed, but not simultaneously), it must be checked first that the common space is functional prior to the failure warning signal status check;

(b) the correct accuracy of the Minimum Set of Data (by generating and reading current MSD), the correct function and condition of the eCall components and the backup-battery (if applicable), by the use of an electronic vehicle interface;

(c) the software integrity, by external verification of version information, hash values and system configurations against reference data;

(d) the correct functionality of the voice communication, by performing an audio echo and speaker test using the vehicle interface.

4.2.1.The 112-based eCall in-vehicle system shall be able to provide the information to perform the methods of testing specified in Section 3, point 7.13, of Annex I to Directive 2014/45/EU using the electronic vehicle interface.

4.2.2.The manufacturer shall make available the technical information, which shall contain the instructions for reading out the information or performing the checks related to each item specified in Section 3, point 7.13, of Annex I to Directive 2014/45/EU.

4.3.1.It shall be verified that the information related to each item specified in Section 3, point 7.13 of Annex I to Directive 2014/45/EU, can be read out from the eCall system using the electronic vehicle interface according to the instructions of the manufacturer.

4.3.2.It shall be verified that an echo and speaker test can be performed to check the correct functionality of the voice communication via the vehicle interface.

ANNEX VIII

Technical requirements and test procedures related to privacy and data protection

PART I

Procedure for verifying the lack of traceability of an eCall in-vehicle system or STU

1.1. This test procedure is to ensure that a 112-based eCall in-vehicle system or STU is not traceable and is not subject to any constant tracking in its normal operational status.

2.1. The 112-based eCall in-vehicle system or STU is not available for communication with the PSAP or at least does not automatically respond if the PSAP initiates the communication after expiry of the eCall timer T9 (1 hour).

3.1. The following tests shall be performed on a representative arrangement of parts (without a vehicle body).

3.2. Before performing the test, ensure that:

4.1. Perform a test eCall by applying a manual trigger of the system.

4.2. Verify that a call was established with the PSAP test point by a record of the PSAP test point showing that it received a call or by a successful voice connection to the PSAP test point.

4.3. Clear down the eCall using the appropriate PSAP test point command (e.g. hang up).

4.4. Leave the 112-based eCall IVS switched on and wait for at least 63 min (1 hour + 5 % margin according to EN 16454 and EN 17240).

4.5. Via the PSAP test point, attempt to connect to the 112-based eCall IVS.

5.1.The requirement is determined to have been passed if the 112-based eCall in-vehicle system is neither available for communication with the PSAP nor automatically responds to the call when the PSAP test point attempts to connect after expiry of the eCall timer T9 (1 hour).

5.2.The establishment of connection with the 112-based eCall IVS or the automatic answering to the call when the PSAP test point initiates the communication constitute a failure.

PART II

Procedure for verifying the length of time an eCall log file is stored by the eCall in-vehicle system or STU

1.1. This test procedure aims to ensure that personal data processed pursuant to Regulation (EU) 2015/758 is not retained by the eCall in-vehicle system longer than necessary for the purpose of handling the emergency situation and is fully deleted as soon as no longer necessary for that purpose.

1.2. This is to demonstrate the automatic deletion by proving that eCall log files are not kept beyond 13 hours from the point of initiating an eCall.

2.1. When interrogated, the eCall in-vehicle system or STU shall not maintain any record of an eCall in its memory beyond 13 hours from the point of initiating an eCall.

3.1. The Technical Service shall be facilitated to have access to the part of the system where the eCall log files are stored in the IVS.

3.2. The following test shall be performed on a representative arrangement of parts.

3.3. Before performing the test, ensure that:

4.1. Perform an eCall by applying a manual trigger of the system.

4.2. Verify that a call was established with the PSAP test point by a record of the PSAP test point showing that it received a call or by a successful voice connection to the PSAP test point.

4.3. Clear down the eCall using the appropriate PSAP test point command (e.g. hang up).

4.4. 13 hours after an eCall has been placed, the technical service tester shall be facilitated with access to where the eCall log files are stored in the IVS. This will involve the potential to download from the IVS any log files so that they can be viewed by the tester.

5.1. The requirement is determined to have been passed if no log files are present in the eCall in-vehicle system memory.

5.2. The presence of a log file pertaining to an eCall that has occurred more than 13 hours ago constitutes a failure.

PART III

Procedure for verifying the automatic and continuous removal of data in the internal memory of an eCall in-vehicle system or STU

1.1. This test procedure aims to ensure that personal data is only used for the purpose of handling the emergency situation and is automatically and continuously removed from the internal memory of the eCall in-vehicle system or STU.

1.2. This is to be proved by demonstrating that in the internal memory of the 112 based eCall in-vehicle system or STU, maximum of last three locations of the vehicle are retained.

2.1. When interrogated, the eCall in-vehicle system or STU shall not maintain more than three recent locations of the vehicle.

3.1. The technical service shall be facilitated to have access to the part of the system where the vehicle location data are stored in the IVS internal memory.

3.2. The following test shall be performed on a representative arrangement of parts.

3.3. Before performing the test, ensure that:

4.1. Perform an eCall by applying a manual trigger of the system.

4.2. Verify that a call was established with the PSAP test point by a record of the PSAP test point showing that it received a call or by a successful voice connection to the PSAP test point.

4.3. Clear down the eCall using the appropriate PSAP test point command (e.g. hang up).

4.4. The technical service tester shall be facilitated with access to where the vehicle location data are stored in the IVS internal memory. This will involve the potential to download from the IVS any stored locations so that they can be viewed by the tester.

5.1. The requirement is determined to have been passed if maximum of last three locations are present in the eCall in-vehicle system memory.

5.2. The presence of more than three locations constitutes a failure.

PART IV

Procedure for verifying the non- exchange of personal data between an eCall in-vehicle system or STU and third party services systems

1.1. This test procedure shall ensure that the 112-based eCall in-vehicle system or STU and any additional system functionality providing TPS eCall or an added-value service are designed in such a way that no exchange of personal data between them is possible at any time.

2.1. The following requirements apply to eCall in-vehicle systems or STUs that shall be used in conjunction with a TPS eCall in-vehicle system functionality.

3.1. The following tests shall be performed either on a vehicle with an eCall in-vehicle system installed or on a representative arrangement of parts.

4.1.Perform a test eCall by applying a manual trigger of the system.

4.2.Verify that a call was established with the PSAP test point by a record of the PSAP test point showing that it received a call or by a successful voice connection to the PSAP test point.

4.3.Clear down the eCall using the appropriate PSAP test point command (e.g. hang up).

4.4.If the call attempt of the 112-based system fails during the test, the test procedure may be repeated.

4.5.The technical service tester shall be facilitated with access to where the eCall log files are stored in the IVS. This will involve the potential to download from the IVS any log files so that they can be viewed by the tester.

4.6.The lack of a log file in the TPS system shall be verified via access to the part of the system where eCall log files are stored.

5.1.The requirement is determined to have been passed if no log files are present in the TPS system in-vehicle system memory.

5.2.The presence of a log file in the TPS system pertaining to an eCall that has occurred via the 112-based system constitutes a failure.

ANNEX IX

Classes of vehicles referred to in Article 2

Armoured vehicles of categories M1 and N1, as defined in point 5.2 of Part A of Annex II to Directive 2007/46/EC, equipped with armoured security glazing class BR 7 according to the classification under European standard EN 1063:2000 (Test and Classification for Ballistic Security Glazing) and with body parts complying with European standard EN 1522:1999 (Bullet Resistance in Windows, Doors, Shutters and Blinds), where those vehicles, due to their special purpose, cannot meet the requirements of Regulation (EU) 2015/758 and of this Regulation.

ANNEX X

1. Purpose

The purpose of this test is to make sure that the eCall in-vehicle system or eCall STU is capable to communicate for the period specified in point 2.

2. Requirements

The eCall system or eCall STU shall be operable for a period of at least 5 minutes in voice communication mode followed by 60 minutes in call-back mode (idle mode, registered in the network) followed by another period of at least 5 minutes in voice communication mode.

3. Test conditions

The following verification test shall be performed on an eCall STU that has been subjected to the high-severity deceleration test according to Annex I.

If the eCall STU does not include the microphone(s) and speaker(s) for the eCall system, then representative microphone(s) and speaker(s) shall be added to the test setup in order to execute the test from this Annex.

3.1.   Test method

3.1.1.Perform an eCall by applying a manual trigger of the system.

3.1.2.Verify that a call was established with the PSAP test point by a record of the PSAP test point showing that it received the call or by a successful voice connection to the PSAP test point.

3.1.3.Disconnect the main power source.

3.1.4.Read out any text for at least 5 minutes at the PSAP test point.

3.1.5.Clear down the eCall using the appropriate PSAP test point command (e.g. hang up).

3.1.6.Wait for 56 minutes after the call was ended.

3.1.7.Initiate a call from the PSAP test point to the eCall in-vehicle system.

3.1.8.If the call is automatically accepted, read out any text for at least 5 minutes at the PSAP test point, otherwise the test is finished.

3.2.   Assessment

3.2.1.The requirement is determined to have been passed if the eCall STU is capable to communicate for the required period, as specified in point 2.

3.2.2.The incapacity of the 112-based eCall in-vehicle system to communicate for the period referred to in point 2 constitutes a failure.