GB/T 31498-2021 PDF English
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Post crash safety requirement for electric vehicle
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GB/T 31498-2021: Post crash safety requirement for electric vehicle---This is an excerpt. Full copy of true-PDF in English version (including equations, symbols, images, flow-chart, tables, and figures etc.), auto-downloaded/delivered in 9 seconds, can be purchased online: https://www.ChineseStandard.net/PDF.aspx/GBT31498-2021
GB
NATIONAL STANDARD OF THE
PEOPLE’S REPUBLIC OF CHINA
ICS 43.020
CCS T 09
Replacing GB/T 31498-2015
Post crash safety requirement for electric vehicle
Issued on: AUGUST 20, 2021
Implemented on: MARCH 01, 2022
Issued by. State Administration for Market Regulation;
Standardization Administration of the People's Republic of
China.
Table of Contents
Foreword... 3
1 Scope... 5
2 Normative references... 5
3 Terms and definitions... 6
4 Technical requirements... 7
5 Test procedures... 9
Annex A (normative) Post crash electricity safety requirements and test
methods for electric vehicle... 11
Foreword
This Standard was drafted in accordance with the rules given in GB/T 1.1-2020
“Directives for standardization - Part 1.Rules for the structure and drafting of
standardizing documents".
This Standard replaces GB/T 31498-2015 " The safety requirement of electric
vehicle post crash". Compared with GB/T 31498-2015, in addition to structural
adjustment and editorial modifications, the main technical changes in this
Standard are as follows.
- modified the application scope of this Standard (see Chapter 1 of this
Edition, Chapter 1 of Edition 2015);
- deleted the definitions of level-B voltage, high-voltage system,
rechargeable energy storage system, conductive part, and high-voltage
bus (see 3.2, 3.3, 3.4, 3.8, 3.12 of Edition 2015);
- modified the technical requirements for insulation resistance (see 4.2.5 of
this Edition, 4.2.5 of Edition 2015);
- added the special safety requirements and test methods for post crash for
electric vehicle (see Chapter 5 of this Edition);
- modified the calculation formulas for low energy [see formula (A.2), formula
(A.3), formula (A.4) of this Edition, formula (A.2), formula (A.3), formula
(A.4) of Edition 2015)].
Attention is drawn to the possibility that some of the elements of this Standard
may be the subject of patent rights. The issuing authority shall not be held
responsible for identifying any or all such patent rights.
This Standard was proposed by Ministry of Industry and Information Technology
of the People's Republic of China.
This Standard shall be under the jurisdiction of National Technical Committee
on Automobiles of Standardization Administration of China (SAC/TC 114).
The drafting organizations of this Standard. China Automotive Technology
Research Center Co., Ltd., BYD Automobile Industry Co., Ltd., Chongqing
Changan Automobile Co., Ltd., FAW Toyota Technology Development Co., Ltd.,
Shanghai Weilai Automobile Co., Ltd., FAW-Volkswagen Co., Ltd., Volvo Cars
(Asia Pacific) Investment Holdings Co., Ltd. Company, Jaguar Land Rover
(China) Investment Co., Ltd., Dongfeng Motor Co., Ltd., Dongfeng Nissan
Passenger Vehicle Co., Ltd., Qoros Motor Co., Ltd.
Main drafters of this Standard. Liu Guibin, Lan Hao, Ling Heping, Liu Zhixin,
Zeng Dong, Wei Bo, Zhang Aiteng, Jin Xiulian, Li Baoyu, Xu Ai, Qin Hongwei,
Liu Jianjian, Shan Jingwei, Li Chun, Wang Jingya, Wang Wei, Sun Zhendong,
Yu Yang, Nong Fan Zhen, Pang Chengzhe, Wang Xiaohang, Chen Lei, Ji
Mengxue.
Versions of standard substituted by this Standard are.
- GB/T 31498-2015 issued in 2015 for the first time;
- this is the first revision.
Post crash safety requirement for electric vehicle
1 Scope
This Standard specifies special safety requirements and test methods for pure
electric vehicles and hybrid electric vehicles with level-B voltage circuits after
frontal, side, and rear crashes.
This Standard is applicable to frontal crashes of M1 and N1 vehicles with a
maximum design total mass of not more than 2500kg, as well as pure electric
vehicles and hybrid vehicles with level-B voltage circuits in multi-purpose trucks.
This Standard is applicable to side crashes and rear crashes of pure electric
vehicles and hybrid vehicles with level-B voltage circuits in M1 and N1 vehicles.
This Standard does not apply to fuel cell electric vehicles.
2 Normative references
The following referenced documents are indispensable for the application of
this document. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any
amendments) applies.
GB/T 4208, Degrees of protection provided by enclosure (IP code)
GB 11551, The protection of the occupants in the event of a frontal crash for
motor vehicle
GB 18384-2020, Electric vehicles safety requirements
GB/T 18385-2005, Electric vehicles - Power performance - Test method
GB/T 19596, Terminology of electric vehicles
GB 20071, The protection of the occupants in the event of a lateral crash
GB 20072, The requirements of fuel system safety in the event of rear-end
crash for passenger car
3 Terms and definitions
For the purposes of this document, the terms and definitions defined in GB/T
19596 as well as the followings apply.
3.1 working voltage
according to the manufacturer's instructions, in any normal working state, the
effective value (rms) of the AC voltage or the maximum value of the DC voltage
that may occur in the power system (not considering transient peaks)
3.2 passenger compartment
the occupant's space enclosed by the roof, floor, side walls, doors, glass
windows and front wall, rear wall or back seat back support plate, as well as
electrical protection fences and shells that prevent occupants from contacting
live parts
[Source. GB/T 19596-2017, 3.1.2.2.5]
3.3 direct contact
human or animal contact with live parts
[Source. GB/T 19596-2017, 3.1.3.2.3]
3.4 indirect contact
human or animal contact with exposed conductive parts that become live in the
event of basic insulation failure
[Source. GB/T 19596-2017, 3.1.3.2.4]
3.5 exposed conductive part
the conductive part that can be touched by the joint test finger (IPXXB)
NOTE. This concept is for a specific circuit. The live part in one circuit may be an exposed
conductor in another circuit. For example, the body of a passenger car may be the live part
in the auxiliary circuit, but it is an exposed conductor in the power circuit.
[Source. GB/T 19596-2017, 3.1.2.3.4, with modification]
3.6 live part
conductors or conductive parts that are energized during normal use
[Source. GB/T 19596-2017, 3.1.2.3.4]
3.7 electrical chassis
a group of electrically connected conductive parts whose potential is used as
the reference potential
[Source. GB/T 19596-2017, 3.1.2.2.2]
3.8 fire
the phenomenon of flame can continue to occur
NOTE. A momentary spark or arc is not a fire.
3.9 explosion
a phenomenon in which instantaneous pressure waves are generated due to
the release of energy and can structurally or physically destroy surrounding
objects
3.10 balance of electric power system
disconnect all rechargeable energy storage systems (REESS) and the
remaining B-level voltage circuits
[Source. GB/T 19596-2017, 3.1.2.3.9, with modification]
4 Technical requirements
4.1 Basic requirements
After completing the vehicle preparation and crash tests according to 5.1 and
5.2, the vehicle including REESS's power high-voltage system and the high-
voltage components conductively connected to the power high-voltage system
shall meet the requirements of 4.2~4.4 at the same time.
4.2 Requirements for protection against electric shock
4.2.1 General requirements
Each high-voltage bus bar shall meet at least one of the four clauses specified
in 4.2.2~4.2.5.If the crash test is carried out with the REESS of the vehicle
being artificially disconnected from the electrical system load, the electrical
system load of the vehicle shall meet one of the two provisions specified in 4.2.4
or 4.2.5.REESS and the high-voltage bus for charging shall meet one of the
four clauses specified in 4.2.2~4.2.5.
4.2.2 Voltage requirements
According to the test method specified in A.1 of Annex A, the voltage Ub, U1 and
U2 of the high-voltage bus shall not be greater than 30V AC or 60V DC.
4.2.3 Electricity requirements
The total electric energy TE on the high-voltage bus should be less than 0.2J.
TE can be obtained in one of two ways. One is to measure the total electric
energy TE when the electric energy is measured according to the test
procedure specified in formula (A.1). The other is to calculate the total energy
TE according to the formula (A.2) through the voltage Ub of the high-voltage
bus and the capacitance (Cx) of the X-capacitor specified by the manufacturer.
The energy stored in the Y-capacitor (TEy1, TEy2) shall also be less than 0.2J.
The value shall be calculated according to formula (A.3) and formula (A.4) by
the voltages U1 and U2 of the high-voltage bus and the electric platform and the
capacitance (Cy1, Cy2) of the Y-capacitor specified by the manufacturer.
4.2.4 Physical protection
To prevent direct contact with high voltage live parts, the vehicle shall have
IPXXB level protection after crash. The test method is carried out in accordance
with A.3.In addition, in order to prevent indirect contact with electric shock, use
a current greater than 0.2A to measure. The resistance between all exposed
conductive parts and the electric platform shall be less than 0.1Ω. When
welding connection is used, it is considered to meet this requirement.
4.2.5 Insulation resistance
4.2.5.1 General requirements
After a vehicle crash, the insulation resistance shall be measured in accordance
with the provisions of 6.2.1 in GB 18384-2020, and shall meet the requirements
of 4.2.5.2 and 4.2.5.3.
If the high-voltage bus in the passenger compartment only has the positive pole
or the negative pole, it is not protected by the IPXXB level, then the energy
stored in the Y-capacitor (TEy1, TEy2) shall be less than 0.2J.
If the positive and negative poles of high-voltage busbars are not protected by
IPXXB level at the same time in the passenger cabin, this clause does not apply.
4.2.5.2 The power system consists of separate DC and AC busbars
If the AC high-voltage bus and the DC high-voltage bus are isolated from each
other, about the insulation resistance between the high-voltage bus and the
electric platform for the DC bus, the minimum value shall be 100Ω/V. For the
AC bus, the minimum value shall be 500Ω/V.
4.2.5.3 The power system consists of connected DC and AC busbars
If the AC high-voltage bus and the DC high-voltage bus are conductively
connected to each other, the minimum insulation resistance between the high-
voltage bus and the electric platform shall be 500Ω/V. If after the crash, all AC
high-voltage busbars meet the physical protection requirements specified in
4.2.4, or the AC voltage is equal to or less than 30V according to the test method
specified in A.1, then the minimum insulation resistance between the high-
voltage bus and the electric platform shall be 100Ω/V.
4.3 Electrolyte leakage requirements
From the end of the crash to 30 minutes, there shall be no electrolyte overflow
from the REESS to the passenger compartment, and no more than 5.0L of
electrolyte shall overflow from the REESS. If the electrolyte cannot be
distinguished from other liquids, all liquids shall be included.
4.4 REESS requirements
4.4.1 REESS mobile requirements
The REESS in the passenger compartment shall be kept in the installation
position. REESS components shall be kept in its enclosure. Any part of REESS
located outside the passenger compartment shall not enter the passenger
compartment.
4.4.2 REESS special safety requirements
Within 30 minutes after the crash, REESS shall not explode or catch fire.
5 Test procedures
5.1 Vehicle preparation before the test
5.1.1 Pure electric vehicles and externally rechargeable hybrid vehicles shall
be fully charged according to 5.1 of GB/T 18385-2005.
5.1.2 non-externally charged hybrid electric vehicles are prepared for the test
according to the normal running state of the vehicle.
5.1.3 The crash test of pure electric vehicles and externally rechargeable hybrid
vehicles shall be carried out within 24 hours after the vehicle is charged.
5.1.4 Other conditions of the vehicle for frontal crash test shall be prepared in
accordance with the relevant regulations of GB 11551.
5.1.5 Other conditions of the vehicle undergoing side impact test shall be
prepared in accordance with the relevant regulations of GB 20071.For vehicles
whose driver's seat R point is greater than 700mm, no dummy may be placed,
but equivalent weights shall be used.
5.1.6 Other conditions of the vehicle undergoing the rear crash test shall be
prepared in accordance with the relevant regulations of GB 20072.
5.2 Crash test
The vehicle frontal crash test form and test method are carried out in
accordance with the relevant regulations of GB 11551.
The vehicle side impact test form and test method are carried out in accordance
with the relevant regulations of GB 20071.
The vehicle rear crash test form and test method are carried out in accordance
with the relevant regulations of GB 20072.
5.3 Electrical safety requirements inspection and test after crash
Carry out relevant electrical safety inspections and tests in accordance with the
requirements of Annex A.
Annex A
(normative)
Post crash electricity safety requirements and test methods for electric
vehicle
A.1 Voltage measurement method
After the crash test, determine the voltage of the high-voltage bus (Ub, U1, U2)
(see Figure A.1).
The voltage measurement shall be carried out between 5s and 60s after the
crash. Take the minimum voltage value.
In the case that the REESS of the vehicle is artificially disconnected from the
power system load, the power system load does not apply to this clause.
Figure A.1 -- Schematic diagram of voltage measurement
A.2 Electric energy measurement method
Before the crash, the switch S1 and a known discharge resistor Re are
connected in parallel with the associated capacitance (see Figure A.2).
Between 5s and 60s after the crash, switch S1 shall be closed. Measure and
record the voltage Ub and current Ie at the same time. The product of the voltage
Ub and the current Ie shall be integrated with this period of time (from the time
tc when the switch S1 is closed to the time th when the voltage Ub drops to the
high-voltage threshold 60V DC). The obtained integral is equal to the total
Electricity platform
Electricity platform
Energy conversion system assembly
Energy
conversion
system
Traction
system
High
voltage bus
REESS assembly
energy TE, see formula (A.1).
Where,
TE - Capacitor total energy, in joules (J);
Ub - Voltage between power supply high-voltage buses, in volts (V);
Ie - Current through Re, in amperes (A);
tc - Switch S1 closed time, in seconds (s);
th - Time for the voltage Ub to drop to the high voltage threshold 60V DC, in
seconds (s).
When Ub is measured at a time point between 5s and 60s after the crash, and
the X-capacitor parameter (Cx) is provided by the manufacturer, the total energy
(TE) shall be calculated according to formula (A.2).
Where,
Cx - X-capacitor parameter, in Farah (F).
When U1, U2 (see Figure A.1) are measured at a time point between 5s and 60s
after the crash, and the Y-capacitor parameters (Cy1, Cy2) are provided by the
manufacturer, the total energy TEy1 and TEy2 shall be calculated according to
formula (A.3) and formula (A.4).
Where,
TEy1 - Y1 capacitor energy, in joules (J);
TEy2 - Y2 capacitor energy, in joules (J);
Cy1 - Y1 capacitor parameter, in Farah (F);
Cy2 - Y2 capacitor parameter, in Farah (F);
U1 - Voltage between the positive high-voltage bus of the power supply and the
electric platform, in volts (V);
U2 - Voltage between the negative high-voltage bus of the power supply and
the electric platform, in volts (V).
In the case that the REESS of the vehicle is artificially disconnected from the
power system load, the power system load does not apply to this clause.
Figure A.2 -- Schematic diagram of electrical energy measurement
A.3 Physical protection test method
After the vehicle crash test, no tools shall be used to open, disassemble or
remove any parts around high-voltage components. All remaining parts around
shall be considered as part of human protection.
Insert the joint test finger (IPXXB) defined in GB/T 4208 into any gap or opening
of the physical protection. The test force used is 10×(1±10%)N.
If the joint test means that part or all of it can enter the physical protection, then
the joint test finger shall start from a straight-line position. The two joints of the
joint test finger shall be gradually rotated until the maximum angle relative to
the axis of the adjacent section of the joint test finger is 90°. And it shall be
placed in every possible location.
A mirror can be used to check whether the joint test finger is in contact with the
high-voltage bus. It can also use the low-voltage signal circuit to check whether
the joint test finger is in contact with the high-voltage live part, of which the
internal barrier is considered part of the outer shell.
If the IPXXB test means that it cannot be in contact with the high-voltage live
Electricity platform
Electricity platform
Energy conversion system assembly High
voltage bus
REESS assembly
Energy
conversion
system
Traction
system
part, it is deemed to meet the requirements of 4.2.4.
......
Source: Above contents are excerpted from the full-copy PDF -- translated/reviewed by: www.ChineseStandard.net / Wayne Zheng et al.
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